Probably not till next week as I've got my kids basketball tournament all weekend so will be away. I'll scuff/sand the wheel arches and underneath tomorrow then it's paint time. It no doubt looked better than it did at the time but that paint just didn't stick all that well so fast forward to now I had to scrape heaps of it off with a scraper which was mind numbingly tedious! I then decided I wasn't happy with that so ended up attacking the whole bay with a scotch brite pad on the die grinder before then hand sanding the whole thing again with 60 grit sandpaper.Īpart from welding up a few holes the engine bay is pretty much done and ready for dusting off, wax and greaser wipe down then masking up prior to Epoxy. Injectors with low response times such as PE and others may not be delivering enough fuel under low fuel pressure and voltageĪdd fuel to the "cranking Enrichment" and or "Start Primer" maps under the coolant temperature trouble rangeA lot of the purpose behind stripping it right back was caused by my own mistakes about 8 years ago (when the thought of a restoration of sorts was not even a twinkle in my ballsack) when I thought I was helping by spraying around a bit of rattle can paint while the engine was out for the very first time. If after the car is warm, and the AFR is leaner than 14.7, the "Main Fuel" map is too lean. This will keep the car running so you can asses how lean the AFR is. Increase the idle under "select/settings/ISC" and increase the "Min PWM" to around 40-50 to idle the car higher. Primers were designed using the in-house primerXL pipeline to cover all 252 exons of. White connectors always in front, black in backĪdd fuel to the "Post Start Enrichment" map under the coolant temperature areas where car stalls However, a major challenge remains to enrich regions of interest. This is rare but if the crank triggers are wrong the Hydra will not see 2 syncs of the crank and therefore will not attempt to startĪ tell tale sign of wrong triggers is no RPM reading (monitor with Hydra software) while cranking the carĬar tries to start or does not stay running:Ĭar may start with OEM ecu but will not with Hydra Increase the values in "Main Fuel" Map by using the "Injector Change Trim" feature under the "Tools" Menu
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Injectors with low response times such as PE may not be delivering enough fuel under low fuel pressure and voltage In terms of LLY injector problems, GM had sorted out the internal failures with the 2004 redesign, but the LLY Duramax would occasionally exhibit a trouble code for the injectors, but in most cases it turned out to be an issue with the injector harness rubbing through and causing a short or open in the wiring. mocks altobeam geeni jamal browner program v2 pdf rv not cranking xerox workcentre factory reset rk3568 linux psl looksmax protective friend meaning hi5. Main Fuel map may not be appropriate for injectors: These are the lines coming out of your fuel filter Replace battery with more cold cranking ampsĪ tell tale sign of not enough voltage will result in no RPM reading (monitor with Hydra software) while cranking the carĪdd fuel to the "cranking Enrichment" and or "Start Primer" mapsįuel entry and return lines to fuel rail reversed: If this only occurs when below freezing or colder temperatures Monitor Voltage while cranking with Hydra Software. Less than 10.4 Volts while cranking will result in the car not starting. Water Injection wire taps in OEM ecu harness together with previously predicted gene sequences and the cloning primer locations. General wire taps into ecu harness where a wire may me not be passed through in the Hydra.ĭefi Link, gauges, tachometer wire taps in OEM ecu harness tion start site (TSS) enriched data on human preimplantation embryos. These apply to cars with no damaged sensors, coil packs, or spark plugs, and that start with OEM ECU (just try them anyway )Ĭar cranks and makes no attempt to start: Focus on the items not related to the Hydra since your car will not start with the factory ecu: Below this, multiply by between 2 - 4 in a non-linear fashion owing to the far less volatile nature of ethanol at these temperatures. This so far has been the root of all recent problems and all started after one or more of these was resolved. Overrun initial injector enrichment (pulsewidth) - apply multiplier Cranking Fuel Injector Pulse Width (ECT) - apply multiplier for change in injector size, then gradually multiply by around 1.25 - 1.5 down to 68F. If it won't start with the factory ecu then it could be a million things.