Powerjection III Install and Review

Battery is grounded to both.

Spacer is metal.

The 12V+ is connected directly to the battery. As far as getting a crate LSX motor, it's ultimately what I plan on doing if I keep the car. I just prefer the smooth, quiet, efficient operation of the LS motors. I know it would take a lot more and wouldn't be plug and play but it's more of a pipe dream at this point.

 

So what did you decide on this?

Still working on it or did you surrender to the iron?

 

I sent the throttle body to Retrotek this afternoon so I'm in the staging lane until I get it back which could be up to 3 weeks. Still not sure if I'm going to keep the 455 or go LS...once I get the throttle body back I'm going to take a recording of the engine and post it because the damn ticking is really annoying and I'm certain it shouldn't be that loud...that being said, there's no loss of power and the oil pressure is perfect so I'm at a loss. Anyway, I'll be sure to report back once I get the car back up and running. I'm even entertaining the idea of getting another FPR and a carb just so I can drive the damn thing and get performance parts put on my GTO finally.

 

Do you still have the carb that came off of there? If you bolted it up, and put a gas can on your roof, the gravity is enough to feed the carb for idle. Might give u an idea if its the carb or the EFI gving you headaches.

Also, you said ticking, and fluid on ur garage floor?

Fluid you should be able to tell by the smell. Usually they all smell different enough that its easy.

Ticking, have you tried removing ur valve covers? You might have an issue with valves. Or take a quick timing reading and make sure the timing isnt bouncing around, taht would indicate a bad timing chain.

Not sure if those are it, but might be a good place to start.

Good luck.

 

The problems were the same when I had the carb on there. The fluid was from the power steering reservoir and as far as the ticking...I did remove the valve covers and evrything seemed fine. Nothing was loose and I was getting oil to each of the rockers. I'll have to do the timing check...although I'm pretty sure the last time I set it, it wasn't bouncing around and holding steady at 4* BTDC.

 

hey, do you know if the powerjection3 has a PWM output?

 

I don't know what that is.

 

Pulse width modulation would be my guess. Not sure what it has to do with anything here as most of the systems like these work off of a pulse width anyway, not a true VE like others. Their fuel pump operation is what goes by modulation.

 

itd be the better option to control my fuelab electric pump, thats all..it'd switch it to low speed to high speed when needed.. toggle swith would be another option or just running it in either constant low or high speed..and i beleive theirs also another option ontop of those


quickly browsed through the manual and they have it for idle control so I could possibly make it work

 

PWM is also used for idle control as mentioned above.
I'd be curious to know how you define PWM.
ALL of your EFI controllers also do PWM for your injector as your injector will deliver a specific amount of fuel over a specific amount of time. In other words: To control the amount of fuel into your engine the Pulse Width is what determines that. Pulse width (modulation) is the length of time your injector stays open for a given squirt, usually between ignition events but can overlap if necessary in a larger cylinder engine or a large amount of fuel necessary.

 

In this case it's PWM to control amount of fuel being pumped. (slows down the fuel pump.) These work great if you know the pressure drop thru your fuel system, or if the computer has a sensor to tell it fuel pressure at the rail. It could cause a varying amount of fuel per injection cycle and could make tuning a PITA.
On return line equipped cars like most of our Buick's, and the additional cost of a fuel regulator, IMHO it's not worth messing with a PWM controlled fuel pump. I'm running AN-8 supply (nearly full length) to AN-6 return right into my old supply line. I have no problems at low fuel requirement speeds (idle) with my XS performance fuel regulator.

 

The PJ III does not have a separate PWM output.

 

I called Retrotek today to check the status of my ECU, the tech guy told me 2 weeks ago it had been finished and mailed back to me, only to find out he had been mistaken and they haven't done anything with it. It in fact needs a new ECU and he asked me if i wanted to have them transplant a new (used) ECU or wait another week for a brand new one...I went with the new (used) one letting him know if there were any problems I'll just be sending it back. More and more, I'm finding companies to be lax in their customer service. I mean, if they KNEW it needed a new ECU, why the two week wait and why oh why did I have to call them to get the ball rolling? Sigh. I guess the one thing to come out of all this is I have decided to go ahead with my LS swap. It won't be anytime in the near future, but I plan on selling the PJ III system as soon as i get the throttle body back and get a SAT optest on it and put a quadrajet back on it to drive it around until I can get the LS ready. So, if anyone's interested, I'll be posting it up for sale next week sometime here first before I put it on eBay. I'll probably sell the brand new 200-R4 I bought as well so keep a look out.

 

Why don't you just buy a good EFI system and use some of the rest of the parts you've already purchased? I might be able to help. Good luck nonetheless.

 

The EFI system i have IS pretty good. I just would rather have an LS motor and all the benefits that go along with them.

 

O.K. it just seemed that overall you weren't too thrilled with it. I know I'm not.

 

It was the overall experience I didn't like. But more because of the fuel system problems I had than the actual EFI system. The EFI itself is great and the differences between it and the carb are night and day. I just must've gotten a bad ECU, who knows. We'll see when I get the throttle body back.

 

Keep us posted.

 

Still waiting to get the throttle body back. I ordered a carb rebuild kit for my quadrajet and a FPR to allow me to continue to use the Walbro fuel pump with a carb, so HOPEFULLY, one way or the other I'll have the car back on the road this weekend or early next week.

 

Finally, the throttle body arrived with the new ECU and after reloading my tune, priming the fuel system a few times it fired right up. Drove it around and everything seemed good. After the drive, I re-parked the car and began the dis-assembly of the system. Once, I get the wiring harness un-spliced and the O2 Sensor and stuff disconnected, I'll go ahead and take some pics and put it up in the For Sale section. Now, I'm just waiting for my rebuild kit for my Quadrajet and I'll be set.