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Mueller |
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914 Freak! ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() Group: Members Posts: 17,146 Joined: 4-January 03 From: Antioch, CA Member No.: 87 Region Association: None ![]() ![]() |
What a waste of a day off.... (IMG:http://www.914world.com/bbs2/html/emoticons/headbang.gif)
I knew it was going to be one of those days when my laptop wouldn't communicate with the Link ECU, luckly I brought a back up unit that I normally use, it's just that the 1st laptop I had was way, way faster...(normally) Mark D (McMark) showed up and helped stomp on the gas while I played with the laptop, we started @ 1000rpm and went up in 500rpm increments...strange feeling with the pedal @ WOT in 4th gear and the motor would not go over the set load... I kept hearing a misfire and then all of a sudden under load it got real bad, we changed out the distributor cap since the original one had some viewing holes cut into it for timing....it just got worse...then I noticed the air intake elbow was a little loose so I fixed that...I was hopeing that was it...nope still really bad misfires coming out of the exhaust....finally I load a new MAP setting and the car seemed to be idling better, then all of a sudden the car dies..."hey Mark, did you turn it off???" "nope" "oh $hit" I get out the voltmeter, I have voltage like I should, no apperant spark.... So, it's one of the following I think (IMG:http://www.914world.com/bbs2/html/emoticons/wacko.gif) a bad MSD box, a bad optical sensor in the dizzy or the Link is messed up....I have a check list of items to go over before sending the Link back for testing.... I think i want to replace the optical sensor within the dizzy with a hall effect unit, any leads or ideas? McMark dyno's his car, I'll let him tell you about it...he had better luck than me |
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TimT |
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retired ![]() ![]() ![]() ![]() Group: Members Posts: 4,033 Joined: 18-February 03 From: Wantagh, NY Member No.: 313 ![]() |
always check total advance, granted what happens regarding ignition advance between 1000 rpm and 7000rpm does matter, but total advance matters most, on distributor based systems. Checking timing wit h MSD or Crane multi-spark boxes is the same as with any other system. Another note to add is many aftermarket EFI systems rely on a crank reference. usually this is Cyl 1 TDC, however you cant expect the system to fire Cyl 1, 24 or so degrees before TDC if the ECU sees the TDC event at TDC?. (wondering if this make sense) So you tell the ECU how many degrees to offset the Cyl 1 spark event. To do this you need to know the static timing.. ie how many degrees the system makes with no correction from the ECU I have lots more to add to this but I can hardly keep my eyes open now LOL. Work get in the way way to often |
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