Page 2 of 2 FirstFirst 12
Results 11 to 14 of 14

Thread: ECU bad

  1. #11
    928offroad Guest

    Default

    I ran into an issue where motor was loading up at start up and had a miss off idle. My voltage was about 13, I had another alternator that is supposed to work better at lower RPM; swapped them out and what a difference all the problems gone starts better, miss is gone it holds almost 14 volts no matter what is turned on. Ever heard of this issue?

  2. #12
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,709

    Default

    Quote Originally Posted by 928offroad View Post
    Ever heard of this issue?
    The "Injector Opening Time vs. Voltage" (Engine Parameters) scale is probably inaccurate at that lower voltage point.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 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, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

  3. #13
    928offroad Guest

    Default

    So this is a tuning issue? I'm assuming I can use my original alternator if I change the parameter? Or continue using my new alternator.

  4. #14
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,709

    Default

    Quote Originally Posted by 928offroad View Post
    So this is a tuning issue?
    Well, you claimed the charging system was at 13 volts.
    This really shouldn't have been a problem per se.

    I'm assuming I can use my original alternator if I change the parameter?
    You would need to acquire the Injector Off Time Data for your fuel injectors.
    http://documents.holley.com/techlibr...owdatarev2.pdf (Example - Holley Injectors)

    Or continue using my new alternator.
    Since a good reliable electrical system is essential to EFI, I'd keep the better alternator.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 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, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

Page 2 of 2 FirstFirst 12

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  
About us
Holley has been the undisputed leader in fuel systems for over 100 years. Holley carburetors have powered every NASCAR® Sprint® Cup team and nearly every NHRA® Pro–Stock champion for four decades. Now, Holley EFI is dominating the performance world as well as our products for GM's LS engine. Holley's products also include performance fuel pumps, intake manifolds & engine dress–up products for street performance, race and marine applications. As a single solution, or partnered with products from other Holley companies - Hooker Headers, Flowtech Headers, NOS Nitrous, Weiand, Earl's Performance Plumbing, or Diablosport - Holley products can give you the edge you need over the competition.
Join us