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Thread: HP shutting down with boost increase.

  1. #11

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    I'd change the coil. I'm not a fan of those HVC coils anymore after spending big money on three of them only to have all three go bad on me. All three went back to MSD for testing, all three came back verified they were bad. My problem was similar to yours. Ran fine until I got into boost, then started to pop & misfire. Amazingly I got a cheap Blaster SS coil from a local parts store just to hold me over until I got another HVC ordered. But the car ran like a champ. That was about 7-8 years ago. It's still on there today. Never went back to a HVC coil.

  2. #12

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    Well first of all thanks for replying. Funny you say this, I just got a standard style MSD coil from my son and made a bracket so I can try it. My son was talking to a friend and had mentioned my issue and he had same symptoms and turned out it was the HVC coil he was running. Again Thanks!

  3. #13

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    Well coil change made no change. Last test shutdown at 3 psi of boost at 4500. Kept my foot in it just to see and RPM, never got above 3500. Stopped for traffic light, everything normal until next full throttle hit. No pops no misfire just seems like somebody shut key off.

  4. #14
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    27,482

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    Record & review a datalog of this occurrence and Overlay it on your Global File. It will most likely reveal the problem.
    Originally Posted by Danny Cabral
    If your crank or cam sync unit isn't transmitting a signal, troubleshoot the sensors, wiring, reference voltage & ground, reluctor,
    alignment, air gap (LINK), radial run-out problems (LINK), etc. If a regular datalog indicates an "RPM Error" when scrolling through
    the problem area, then it's time for a System Log to confirm which sensor flatlines. FYI: Crank & Cam A/D means Analog To Digital.
    It's not the +5V reference supply voltage. Troubleshooting 3-wire Hall-Effect sensors:
    https://www.yumpu.com/en/document/re...le-electronics (Understanding/Troubleshooting Hall-Effect Sensors - "Troubleshooting", Page 2)
    http://assets.fluke.com/appnotes/aut...e/beatbook.pdf (Fluke Multimeter Testing - "Hall-Effect Sensors", Page 17)

    Record a System Log to verify crank & cam sensor signals. Check mark the "RPM", "Crank" & "Cam" channels. Look for a uniform,
    uninterrupted crank or cam sensor signal pattern. The crank or cam sensor signal should never flatline (no pulse) or indicate an
    RPM "Error" anywhere. Also, fully charge the battery and ensure the engine is cranking fast enough, at least 100+ RPM. Another
    common issue, is trying to analyze a compressed view of a long System Log. Zoom In for detail - click & hold at one point of the
    datalog, and drag & release to another point nearby. It's best to record short System Logs/Datalogs that capture the problem.
    http://forums.holley.com/showthread....s-amp-Datalogs (Datalog & System Log Information)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS T/W 11R 205 heads, 232°-244° duration/.623" lift/114° LSA camshaft, 12:1 C/R, TFS R-Series FTI ported intake, BBK 80mm T/B, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

  5. #15

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    Well thank you for the response. I'm trying to decipher your return in my little pea brain. Can I get anything from the datalog I just created this afternoon? I have zero experience with System Logs. Is it possible that something exists in the ECU now from this afternoon's test?

    I've attached the latest datalog and tune from today's test. There are four failures. Don't know if there's anything to be found here, but appreciate any help.
    Attached Files Attached Files

  6. #16
    Join Date
    Nov 2014
    Location
    Ont. Canada
    Posts
    1,744

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    Look at your TPS RoC, it's dumping a lot of fuel in when you go to WOT. Could explain the rich spike when you go to WOT. But I don't think this is your problem. Look at the last time you go to WOT. The boost drops before and faster than the RPM does. You're still at 100% throttle when this happens.

  7. #17
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    27,482

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    Overlay the datalog onto your Global File, and pay special attention to the center paragraph in blue print:
    Originally Posted by Danny Cabral
    Quick Datalogger Information:
    Always provide data, not just symptoms. Is the AFR & ignition timing optimized? Overlay the datalog onto your Global File.
    Ensure the Target A/F Ratio table is properly programmed for your engine. Ensure the ECU is "Learning" (Learn Table LINK).
    Scroll through the datalog to the problem area. Then look exactly where this happens on the Base Fuel & Timing Tables. Scrutinize:
    RPM, MAP, MAT, TPS, CTS, IAC, Target AFR, AFR Left, CL Comp, Ignition Timing, Duty Cycle, Fuel Flow, Fuel Pressure & Battery.

    Using the Holley EFI software (LINK), look at where the live cursor moves to during this occurrence, and
    manually tune that area of the Base Fuel Table (enrich or lean) & Base Timing Table (optimize ignition timing).


    I find the most helpful datalog function, is overlaying the datalog on your Global File.
    I'm in the habit of using the datalog Overlay feature every time I review a datalog.
    Click on "Datalog" (on the top Toolbar), "Activate Overlay", then "Open Data Log".
    You can literally "playback" a recorded event, and watch it as it happened on any screen.
    Minimize (shrink) the datalog window, and move it to the bottom of any Global File screen.
    Then click & scroll anywhere on the datalog, and watch it playback on your Global File (EFI software).
    http://documents.holley.com/techlibr...9r10543rev.pdf (Holley EFI Datalogger Instructions)
    https://forums.holley.com/showthread...s-amp-Datalogs (Datalog & System Log Information - Read "NOTES")
    https://www.youtube.com/watch?v=iqHO...C6FEA0BB99AF17 (How To Record & Email A Datalog)
    https://www.youtube.com/watch?v=q7OZUXLRS1Q (How To Record A System Log & Diagnose A No-Start Condition)
    https://forums.holley.com/showthread...7531#post77531 (Closed Loop Datalog Tuning - Posts #2, #4 & #6)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS T/W 11R 205 heads, 232°-244° duration/.623" lift/114° LSA camshaft, 12:1 C/R, TFS R-Series FTI ported intake, BBK 80mm T/B, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

  8. #18

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    Thanks for looking. I'll take this under consideration, but I have been told anything like unburnt fuel or anything that displaces oxygen will cause a rich indication. I finally figured out to initiate a System Log per Danny and I'm going to see if that shows anything. I'm thinking along the lines of a misfire that's causing this.

  9. #19
    Join Date
    Nov 2014
    Location
    Ont. Canada
    Posts
    1,744

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    A misfire will show up as lean spike, not as a rich spike. After all, it's an oxygen sensor, not a fuel sensor. If you had a problem with your cam or crank sensors, you would lose your RPM signal. You are not getting an RPM Error in your datalog. Could that initial rich spike wet down the plugs, and put the spark out? Maybe, but I'd still lean towards a loss of boost. When you lose boost, it goes into a negative boost, which is odd because you're still at WOT. It's like there's a restriction in the intake tract causing vacuum at WOT. Can you pull your charge pipe off and run it N/A to see what it does?

  10. #20

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    Trying naturally aspirated might just be the next step. I just figured out how to do create a System Log (per Danny's suggestion) now trying to decipher what the log means. Quite confusing to a novice. I have yet to do a System Log on the road though.

    You raise a good point though, vaccum at full throttle. I checked the hosing to the intercooler and seems fine, but probably do a better examination as it's behind dashboard.

    On the rich mixture AFR vs misfire, I've been told that anything in the pipe burnt or not will displace oxygen and change readings.

    I'll post my findings in any case. Thank you for looking and your suggestions.

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