Powerjection III Install and Review

So i decided to disconnect and plug the vacuum advance on the distributor to try and chase down the part throttle pinging I've been experiencing and some weird things happened:

-The idle speed immediately went up.

-The was much more responsive at ALL throttle positions.

I adjusted the throttle blades to get the idle back down to around 750 and the car pulls like a freight train. There's still some very slight pinging at the very high rpm but the car feels completely different. Very strange.

Still having the issues on start up too with the rpm's surging and then dying if i don't feather the throttle for a little bit.

 

How about that, this thread lead me to a possible solution I'm having with cold start up. When my car is cold, I usually have to start the car twice, as it'll lean out and stall a few seconds after starting. I had played with the after start enrichment, etc with no luck. Then today I was looking at the cranking settings and there is a value for the IAC during cranking in the Megasquirt separate from the IAC table (based on temp). I wasn't aware of that. There is also a cold IAC value that I could specify the temperature that it applies too (it was set to 0*F).

So basically I thought the engine was cranking at the what the IAC table would set it at based on temperature, when infact it was cranking at a more closed off position. Then when the IAC would open up to what I had it set for, for the high idle, it would lean out. Or at least that's what I think is happening. I should have a better idea on the next cold start.

Just thought I'd share here.

 

LOL, I wish I could tune my system to that minute of a degree.

 

Has anyone read a review of an installation with the new Holley Avenger system yet?

 

just an artical on pro-touring introducing the hp, avenger, and dominator lineups..no real reviews that i know of as of yet

 

Haven't seen any reviews yet either but it's still a pretty new system. I HAVE watched every video I could find and read every article I could find. I even went so far as to download the software. The system looks awesome. You have the ability to tune everything you want and the adaptive learn is worlds above anything else on the market. Here's a good video of the adaptive learn in action:
http://www.youtube.com/watch?v=qwkqjotkDJQ

 

The system IS fully programmable, you can tune every aspect of it. It is a fuel only system and was sold that way. If you want spark and fuel then by a Powerjection+Plus. What more does the holley system have? If you want a multi port fuel system then buy a Turnkey EFI www. turnkeyefi .com That system is spark and fuel

 

Bruce the hard part about the cranking is figuring out if you need more or less fuel or air. Once you figure that out then it's easy to fix. Most of the time more fuel is needed. That could be from loss of key power or loss of tach signal... Have someone stand behind the car and see if it puffs black smoke or not. If it does then you need less fuel or more air. What engine are you working on? I don't remember.

 

I'm working on the linkage for you right now. If you bend the rod down in the middle it will make it shorter and take up any slack in the linkage, takes about 3 seconds to do. Dont change the holes around because that will change the ratio at which the secondary butterflies open.

I see one BIG problem in your logs, well the last one. There is an insane amount of ignition interference it looks like. You TPS remains at zero while the RPM is going insane. What does your ignition system consist of?

 

Cody,

It is a Ford 306, GT40X (58cc) heads, b303 cam, 1.7 roller rockers, Crosswind dual plane intake, stock cam, rods, & pistons.

Thanks for the help Cody.

Bruce

 

Do you have a wide band O2 sensor on that? Do you have the wide band's heater ground in the same spot or area as the sensors or by the ecu ground?

 

My ignition system consists of a Mallory Breakerless Distributor, Summit Racing Ignition Box (Basically a Mallory), MSD Blaster II coil, MSD 8.8mm wires.

Is that one of my logs? It doesn't look like any of the ones I sent you...

 

Also, when i make the bend in the linkage do I need to back the secondary adjustment screw all the way out or anything?

You mentioned if i change the holes around, it would change when the secondaries open. Could the secondaries be made progressive this way and if so could the injectors be controlled in such a way that they are only on once the butterflies start to open? Not sure if this would help with mileage or anything.

Oh yeah, about the PJ Plus. I wanted to ge tthat when I first bought the system but it wasn't available at the time. I also just checked the current catalog and it still says the plus kits are not available. The other problem with the plus system, is the distributor. From what i've seen in the catalog, there is not one being offered for Buicks. Not sure if aftermarket ones can be adapted to work with the plus system.

 

Yeah that was the last log that you sent to me. You can see the file name in the title bar at the top of the screen.

The first file was blank (you probly accidentally hit the button when you weren't connected to the EMS, or the engine was not running). In the second file it seemed as though there was no RPM signal while you were cranking but it was hard to tell. And the battery voltage was 25.58volts!

You can back the screw out if you want, it really doesn't matter because, it really wont be used.

No change in MPG would be achieved... The EMS controls air/fuel ratio and that would be the same regardless if it was achieved with two injectors or four injectors... The injectors cannot be staged to use the progressive linkage, it needs to be EXACTLY 1:1, beside you would need a different linkage arm to make it work correctly.

I am not sure if and or when the PJ+ would be available, youd have to ask Bryce. Yes you could use an aftermarket distributor with the new system.

Lets remember that the EMS only does what you tell it to do and if there are any other little issues going on with timing or fuel pressure or anything ... The EMS cannot correct for that.

 

I think the log files i sent you got screwed up somehow. I went back and looked at the one's I THOUGHT i had sent you and they weren't the one's I actually DID send you. I'll take some logs tomorrow and shoot them your way to see if I still have the same problems.

Good news though, I put the upper step limits to 120 in the rpm follower and the number of steps in the stall saver and when i went to start it up, it turned over and didn't die! I guess maybe I wasn't letting the IAC open enough, which would explain why i needed to feather the throttle to keep the engine running before. One question though, once warm is the engine supposed to run in rpm follower mode? The whole drive home it stayed in that mode. Didn't really seem to affect anything, I just always thought it was supposed to switch to temp based after it warmed up.

The real test will be when i go to start it tomorrow morning in 28* weather.

 

the fuel on demand portion is available..like 350ish? and deletes the fuel return line. havent heard much about the release of the computerized ignition timming portion of the +plus...

 

Well, I went out this morning and it did the same thing it always does. Cranked over and died. Had to try 4 times before i could finally get it to stay running.

 

If you are in Virginia Beach area it's what about 20deg F. today? Are you babying the throttle at all or just turning the key and hoping it will start and idle? Something I don't think I've seen come up is what kind of advance are you running at ilde?

regards

 

The FuelOnDemand is available and should be around $295. It does allow you to setup a fuel system without a fuel return line. This works out excellent if you have a stock fuel tank and have no easy means of returning fuel back to the tank. The best feature of the FOD is the boost reference that allows you to increase fuel pressure according to boost. The FOD works with carbs, return style systems, and as returnless.

the Powerjection+Plus is being sidelined for now and possibly indefinitely due to new more advanced and user friendly products to be released in the future. I do not know what it might be but I am hoping for a spark amplifier module with timing control.

 

I turn the jey to on and let the lines prime for about 3 seconds and turn the key. The engine will usually fire after about 3-5 rotatations of the crank and die. If it doesn't catch the first time, then each time I try to crank it after that I baby the throttle until I can get the rpms up to around 1200. I hold it there until I hear the IAC start sucking in the air and that's when I let off the throttle.The initial timing is set at 12* BTDC.

I know I am a novice tuner at best, but it seems I've exhausted my options at this point. I've tried damn near everything and nothing seems to work. I'm not quitting by any means, it's just frustrating that I'm having a harder time tuning this than I ever had tuning carbs. It's just frustrating.