Powerjection III Install and Review

Discussion in 'High Tech for Old Iron' started by theone61636, Apr 6, 2010.

  1. cj428mach

    cj428mach Well-Known Member

    Are you still wanting 2.0 firmware? I forgot all about emailing it to you.
     
  2. Dr. EFI

    Dr. EFI Well-Known Member

    Sprint1320:

    That's what I like to hear!

    I run mine the same way but I after a beta test fire, I got paid to rewire my firewall :TU:..

    Whats the battery and cables?

    I ran a yellow top optima with 4awg cables. I dont recall what my voltage drop was, but not much... The electrical engineer (that made the PIII EMS & Stage III Software) said my Sprint had the best grounding he had seen.

    3/8 star lock washers on all connections are key! They will dig through paint, rust, and get to some nice bare metal
     
  3. Sprint1320

    Sprint1320 Member

    Anyone have thier fuel PSI channel active? Mine is not. Fuel PSI is one of the chart options in the data logger but mine always shows zero. Unless I am mistaken the sample log files show fuel PSI. I was under the impressiomn that fuel PSI would be funtional out of the box (i.e. intergrated sensor). I run my EFI RacePump boost referenced and PSI is vital. So logging boost PSI with fuel PSI is important me. This was also one of the key reasons I went with PJ3. By chance is this what the brown "for future feature" wire is intender for? I have a 0-100 digital pressure gauge/sensor. The sesnor reduces resistance to ground as PSI increases but I'm hesitant to connect the sensor and possibly damage the ECU.

    Stiener/CJ/ Dr
    I re-read Stieners post, reviewed all my logs from last weekend and a light bulb went off. At one point I started moving the key wire around to differnet places in the fuse box. The thought was that I might be connected to an old resistor wire that I missed years ago. The log I posted must have been when I moved the wired to ACC in the fuse box (DOH!). Good eye Stiener and now I have a better understanding of the logs. At this point I have rewired every electrical add-on, cleaned factory bulk connetors and so far peak volt drop is 10.23. Just a few more things to finish up and should be ready to put a few miles on her tomorrow

    DR.
    Positive battery terminal to starter wire is ~3 years olds, size unknown and batt is a 1 year old red top batt. Wire from starter to horn relay could be a 14. It should be replaced with a 10-12 quality high temp wire next time I put her up on stands. Wires are shiled from heat but I do have large tube headers (heat = added resistance) 10.23 for peak drop was better than I expected. Good enough for a few tests drives. What do you see for voltage drop on your set up?

    CJ
    V2.1 is working for me but not drove it yet. Thanks for asking.
     
  4. schum

    schum Well-Known Member

    The fuel pressure on my unit is not active. The instructions list fuel pressure in the list of things that can be data logged.The PJ3 does not have a fuel pressure sensor on it. I remember reading somewhere that a fuel pressure sensor was add to a unit but that may have been a PJ1. It was mounted up under where the injectors go.
     

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  5. schum

    schum Well-Known Member

    Found this in the instructions for the PJ1
     

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  6. brucesnyder

    brucesnyder Active Member

  7. rxl158

    rxl158 New Member

    Guys, the BROWN "for future feature" wire is for Fuel Blend Offset %, ie. switching between 50% E85 Blend and 100% E85 on the Dashboard's Main Set-up page. There are no extra wires that I know of in the PJIII harness.

    I think Cody has the stand-alone FOD (fuel on demand) unit which "reads" fuel pressure and adjusts electric fuel pump pulse width accordingly.
     
  8. bohica2xo

    bohica2xo Member

    Hello everyone.

    First post here. Seems that this has become the default discussion area for the Powerjection III.

    I have been on the fence between the Powerjection and the FAST EZFI units for a while.

    The "no turbo" part of the FAST unit has kept me from buying it.

    The Powerjection unit handles boost, and looks like a good unit, but...

    I am concerned about the ECU being bolted to the 200f engine. Add a couple of turbos under the hood, and underhood temps soar. For icing on the cake it is about 110f here today.

    Since I drive my toys, reliability is an issue with me Putting down a couple hundred miles on a saturday just for fun is common. A quick trip to Kingman AZ from Las Vegas for lunch, things like that.

    Have any of you folks put some miles on the Powerjection units?

    Thanks!

    B.
     
  9. schum

    schum Well-Known Member

    Here is a log I did at the end of a drive Sat. Went for about 1 1/2 hours. Some city and highway. The engine temp went to 173 and the ECU was at 130. Right now I have a 1/2 inch phenolic spacer under my PJ3. Out side temp was about 80F. And here is a log from another day that was a little warmer outside and I was beating on it a little. Engine temp went to 183 and ECU temp was at 145.
     

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  10. bohica2xo

    bohica2xo Member

    Thanks for the quick reply Schum.

    I can believe the airflow through an aspirated unit would keep it cooler than the engine while running.

    How many miles do you have on your unit?

    B.
     
  11. schum

    schum Well-Known Member

    I pulled up the hours and minutes on my last log and it shows 14 hours 30 minutes of run time.
     

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  12. bohica2xo

    bohica2xo Member

    Thanks for the info. 14 hours is not a lot, but so far so good.

    Hopefully someone can tell me about triple digit run times.

    B.
     
  13. rxl158

    rxl158 New Member

    Although not in the 100+ hrs yet, I've got 60 hrs on my PJIII unit. So far it has no issues on a hot running 454 driven daily with A\C in SC heat. From my latest logs the ECU averages 135F. It has seen 180F when allowed to heat soak (stopping for dinner) after a long drive, but cools down in a few minutes once engine is running.
     
  14. Professor EFI

    Professor EFI Well-Known Member

    The stage III EMS has been tested in a thermal chamber cycling the temperature from 0-400 degrees fahrenheit. They are also completely potted into the case to prevent any moisture from getting to it. Even the harnesses have moisture seals on all wires.

    I have yet to see a Powerjection III fail from a contaminated or overheated circuit board. To be perfectly honest if I ever found one that failed because of this I would submit it to be warranted even passed the one year warranty. Unfortunately I do not call those shots but I am sure my supervisor would agree. We stand by our product and I have no same to say "okay you are right, we fudged this one up."

    Sorry if this sounds like a rant, I think I have a little pride in me today.

    USA USA USA USA!!!
     
  15. bohica2xo

    bohica2xo Member

    That is good to hear Professor.

    With less than 100 hours on a unit, we are talking about less than one oil change on the car. Generally for a pleasure car with a little freeway driving you can use 35 mph as an average speed. Thus 100 hours = 3500 miles. I did oil analysis from hour meters several times and this usually is a fair number. Unless a vehicle ides a lot like a limo.

    I just don't like coming home on the hook due to an electronic problem. Holley Projection put one of my cars on the hook a half dozen times a few years back, and I will never buy another one. Nothing like a 165 miles worth of flatbed to leave a bad taste in your mouth.

    I can't find anyone online with (real) complaints about the Powerjection. I am just looking for a bit more information on units in service / miles driven.

    I can put the Scott mechanical injection on for a while, but that is a lot of work, and it gets awful gas mileage. Hoping the wideband o2 will improve that.

    Thanks again everyone, keep the info flowing.

    B.
     
  16. Stroker-Porsche

    Stroker-Porsche Active Member

    Update:

    I finally got to do a straight 2 days of driving for the self learning to jump in. She's a total beast now. Even though I lost some of that lumpy idle, I'll never go back. I still need to play with the acceleration PW a little more. Right now a quick stomp of the gas at 30mph in 2rd gear lights up the 295 tires and she turns sideways. I need those 335's quick. :laugh:

    I am now ready to install my nitrous back on the car. My system currently has spray nozzles, not a plate. So I need to get a plate to convert. I have a couple questions regarding Nitrous with the PJIII

    Since the PJIII doesn't have a MAF per say, would there be any issue with a wet shot above the throttle blades at WOT? I can work my current dual nozzles into the air intake piping very close to the PJIII. This would save me $$ on a plate as well as a much needed 1/2" of hood clearance.

    [​IMG]

    Also do I need two ECU profiles? 1 for everyday. Then one for Nitrous days with a lower A/F target? I'm curious about how the adaptive learning will react to the nitrous. If I jet it for 11.8:1 will the PJIII then pull fuel to get back to 12.8? Is there a way to add fuel to the PJIII only when the nitrous is in use? I'm looking at a 200RWHP shot on track days with slics. I will not use nitrous on the street or for road races so a dual profile could worked around.

    Thanks!
    Mike
     
  17. Steiner99

    Steiner99 Well-Known Member


    Mike,

    Have you tried the settings in the accel window I posted a little while back?

    Also if I understand correctly, you can input an additional fuel percentage in the E85 fuel offset window on the main setup page. Then you would use the brown "future use" wire as a 12V trigger which would enable the additional fuel percentage you input. The only question is whether or not you would overrun the maximum amount of fuel the standard setup can supply.
     
  18. Stroker-Porsche

    Stroker-Porsche Active Member

    Steiner, now that I think about it I think I have the big block base settings in there still. I'll try yours and see what happens. Right now I get a tad of hesitation and a small lean spike when I mash the go pedal.

    I thought about the brown wire to trigger more fuel, but as you mentioned I am at the limits of the stock injectors already. I can adjust for A/F with the jets, just want the system to leave it at 11.8:1. I have dual fuel pumps now so with bigger injectors perhaps it will work.
     
  19. schum

    schum Well-Known Member

    What fuel pressure are you running.
    You could use this for your nitrous.
    http://www.summitracing.com/parts/NOS-13400NOS/
    It mounts above the throttle bores on the air cleaner stud.
     

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  20. Stroker-Porsche

    Stroker-Porsche Active Member

    Fuel pressure is 60psi with two blue pumps in parallel.

    I looked at the top shot before. My cleaner is less than 2" tall so its a no go. As long as a wet shot is okay, I can use my current set up. Just need to account for A/F under the juice.
     

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