More or less how do I build a timing curve?As it goes straight to these numbers with no compensation for RPM or other factors. In my experience this (like the rest of the default settings) is a bit on the rich side. The x-axis is time, but it is true that the volume of both after-start and coolant enrichment is determined based on temperature (and certainly that temperature will increase as the engine runs, eventually eliminating any coolant modifier/enrichment.) No timing control. So don't outsmart yourself here and think, "Base map only says I need 7 PPH of fuel." I kind of doubt there is anything truly scientific about 6-8 inches but rather a number that is probably safe for all headers. However, each engine is different. I strongly recommend EFI System Pro. Quick to respond and very knowledgeable. Your engine will be dependent on cranking fuel entirely. Would appreciate your input. Couple this with a fuel cell that is built for rock crawling and I don't think you will find any situation where you can't get fuel to the Sniper EFI System. EFI Systems based on Holley's world-class Dominator and HP ECU's. Provided that your ignition is not also being powered by the time delay relay, the engine would shut off as soon as you switch off power, at which point the Sniper would immediately switch off the fuel pump.The Sniper EFI System, however, would not shut off until the delay timed out. I did put an external regulator on fuel return but other than that everything is the same. I have just finished installing my Holley Sniper to my 67 Camaro. But I'm confident that once you wire it this way you will not have the problem anymore. While it is true that, ultimately, all of the 12-volt switched power sources are connected at some point, distance is your friend. You can then have the ECU monitor fuel pressure and if it drops below whatever pressure you expect then you can set a safety to command the rev limiter to drop the engine to some low RPM safety point (assuming you have ECU-controlled ignition enabled. I have the 12-1800 dual holley pump also. Am i doing the right thing? Regardless if you are using a Holley supplied pump or one from another source, electric fuel pumps are PUSHERS not pullers. How do you set this up?Thanks! You're not running your EFI system without a gauge are you? Let me know what works for you! A common issue we see is a result of poor fuel pump grounding running a eyelet from the pump ground to a rusty or painted surface. Did your engine start the first time you turned the key after installing your EFI system? The Sniper EFI throttle-body drops in place of your carburetor. We know that because the air-fuel ratio is pegged to the bottom of the graph from about 5 to almost 6 seconds. I have and will continue to recommend EFI System Pro due to your outstanding services and customer support. Lets dig down into that a bit and see if we can help. Part throttle sucking sounds. Hi, I have a 1987 Firebird with 305 engine and Quadrajet carb. 12/02/2009. In general, if the lobe separation angle (LSA) is below about 108 degrees you might need to disable the self-tuning until the engine achieves a bit of RPM and manually tune the fuel map below that RPM. Looking at the 4500 sniper and I run Super Street 10.90. Ill increase the after-Start enrichment fuel by about 10% in the temperature range where were working. Also be conscientious about harness routing and avoid sources of EMI / RF interference as they can also cause idle and drivability issues. If not, then the orientation of your O2 sensor is not your problem. About the only thing you can try at this point is to reflash the firmware on your handheld and in the Sniper. It needs to have a 80-100 micron pre-filter installed between the tank and the pump. Fuel Prime Multiplier is primarily a benefit to throttle-body based EFI systems. Also check your cranking voltage if it starts hard. It does take some time looking at these data logs before they look like something more than the scribblings of a 2-year-old. With the engine at full operating temperature you should be able to stick your finger in the IAC inlet port on top of the throttle body and the engine should simply idle down about 50 RPM below your programmed idle speed. Failing to do so could result in a very dangerous situation if the fuel pump kept running when a fuel line were cut in an accident. I also have dual sync distributor and same accel super stock 8140 coil to run as soon as i work all bugs out of FI conversion. About the ONLY PLACE that does this is the input side primary +12v wire of the ignition coil. Seems like thats what its doing. (Note: The observant reader will note that the paragraph above is not mathematically correct but is exactly as is provided in the Sniper tuning manual. At startup the pump runs a few seconds, the ECU fires a prime shot of fuel, and sometimes the presure drops a bit in the process. Another great dissertation. I am guessing you have some sort of current loop going on. If you're installing a Sniper EFI system and almost ready to crank it over for the first time, this is the video for you! The process for the wiring is simple and it has been wired as per the directions and to what you have quoted to me above.In order for me to return the Sniper, what would the process be? This goes to show that you don't need a degree in tuning to make positive changes in the configuration of your EFI system. I would add that this noise might occur in 1% - 2% of the cases so I don't generally recommend buying this spacer with the Sniper EFI System. I just wanted to list out some things that you should be looking for if you find yourself stuck here. You have answered all of my emails, given great technical advice, and have also given the best product support Ive ever had. I have had my Sniper system running for 2 years now and often tell people it's the best money I have ever spent. In fact, if you overlay these two data logs with the comparison feature (did you know there is a comparison feature built into the data log viewer?) Thank you for your ongoing support. Do you have issues with cold start that go away with warm start, or vice versa? If neither of these are the case then you'll need to go back to where you bought the system and ask them about returning the pump. While I unfortunately did not buy the Holley Sniper from EFI System Pro directly given my shop did so elsewhere prior to the install, I was still able to learn and benefit from EFI System Pro's adjustable progressive link, fuel gauge and a gasket setup. Ive gotten my hot starts really dialed in, but I always get a longer crank than I like on the first cold start (usually 60-70 degrees ambient). Regardless, this screw will eventually need to be adjusted. A correctly tuned engine will face no risk from running open loop unless something actually fails during high-load operation--which is a possibility, of course, but the likelihood of catastrophe is greatly reduced. Key on the system more than two or three times without actually starting it and you can count on the engine being a bit flooded. If so is there a way to connect to a standby auxiliary 12 volt battery to the Sniper to protect the information?Many thanks,Louis. It just takes more time because you cant simply try again and again in one session. Help for our customers is just a phone call, test message, or email away. First, there is the obvious--the system has to learn. Compression, properly metered fuel, correctly timed spark. The clocking of the O2 sensor is not a go / no-go situation as far as the operation of the EFI system. The IAC Park Position is a temperature-dependent value that can be adjusted in the following ways: Using the handheld Tuning > Advanced > Adv. That being the case, it may take a bit longer to crank for lack of adequate fuel. Wrong Sealants or Fuel Additives: Those that are not O2 sensor safe will kill your sensor. And that from a not-so-shabby original 1.13-second start time. FAIL!! More on that later. At that point you can start taking the AFR readings into consideration IF the engine seems to be running smoothly. From what I read it should not be installed vertically? This is the crank-to-run RPM. The sniper master kits ship with OEM grade 255 LPH Walbro Pumps. In fact, MOST of the points on the fuse block don't do that! By going with an aftermarket manifold you avoid that issue entirely.Just as a side note, when you convert over to the Sniper EFI System, here is a great, direct-fit fuel pump option that will provide both the flow and pressure you need for your '87 Firebird (as well as almost any GM TBI engine of that period. 2.) Too little opening and the engine risks not having enough air to start. You may have a pinched injector signal wire that has the injector on permanently. (Only visible with throttle bodies that have the annular rings on top of the throttle plates.). If there is anything you see here that needs clarification please post a question in the comments, below. :-) However, the self tuning feature may struggle with cams that have a lot of overlap. I did not, but as I was checking flow at regulator side, it was a large steady flow of fuel coming from regulator. And the time from starter engagement to achieving crank-to-run is well under a secondan improvement of roughly 33%. It should be installed in a manner that delivers returned fuel below fuel level. 4.) That is pretty straight forward. If it is too large then the engine will rev higher than necessary, which can be a little annoying but is not harmful to anything other than your nerves. Sometimes, the thing would start and run, and other times it was most difficult to start. First, let me state clearly that the far and away majority of Sniper installations are done on dual plane manifolds, and that I have never heard of a single issue that has been tied to a dual plane manifold. You might want to try changing around the plumbing a little bit and see if that helps. Why? Some good info here thank you. If so then it is (regardless of what the O2 sensor says.). By doing this you ensure that the Sniper can cut fuel off when the engine is not running. (You DO have a fuel pressure gauge installed, right? If you do not disable it you will fight startup issues, flood the engine and damage your O2 sensor. Continues rich and then goes a bit lean. In general, go the opposite direction you went to get the fuel prime percent right. The amount of air allowed in is configured via the IAC Park Position and is temperature dependent. This is normally completely adequate. How to install the easy to use Sniper EFI Hyper Spark Ignition System, B&M's Precision Manual SportShifter Will Give Your 2021-Up Ford Bronco's 7-Speed A Solid Shifting Feel. A key at the top of each log shows the signals associated with each color. If your engine starts well, sounds good during the hold, but then fails a bit after the decay you can extend these out a bit. (Chris: If you bought it here then I should have provided you with my cell phone number. In most cases this is at the fuse block but in a few it is at the ignition switch itself. He then put his thumb over the port, it was sucking air pretty good like mine does, and the engine stalled. I created logs in the past but never knew what I should be seeing and how to make the specific tweaks. There is very little downside to having IAC Park Position be too big. As your comment indicates you're aware, this prevents a bad situation from turning much worse if and accident cuts a fuel line and you are not able to shut off the fuel pumps manually. Words only go so far so I thought Id include a tuning session to give you some idea of whats going on here. Start by increasing your TPS and MAP ROC blanking values. Gary. Good luck! 4-hole spacers seem to work better than open spacers. I have a sniper 1250 with a msd 6014 and a painless rocker panel . Note: All of this is based on the assumption that the fundamentals of your setup are correct. Maybe Holley will add Fuel Prime Multiplier to Terminator X later. First, don't get too worked up about the flashing yellow and red values. Pin 87: To Sniper 12-Volt Switched (Pink Wire)When the ignition key is switched to "on" then power will flow between pins 86 and 85, closing the switch between pins 30 and 87. Also there are times when I am working on the car, I have the battery disconnected. Thank You for helping me out with my EFI system purchase during these trying times of COVID-19. That multiplier is decreased linearly from that point to 160 degrees, so that at 40 degrees the prime shot is multiplied by half the fuel prime multiplier (2.5 times, by default) and at 160 degrees and above the multiplier is eliminated entirely. Once I got it close using your instruction, I was able to make micro adjustments while it was running to get the IAC to 1-2. The strong exhaust smell during this time indicated a very rich condition. Beyond that you're going to have to get Holley tech support involved. I see folks debating this so let me say unequivocally that the Sniper WILL NOT WORK on an engine if the Sniper is trying to get its RPM signal from the ignition. EFI doesn't have feelings--it doesn't care what cam you use. Super helpful. Fyi both fuel pump rocker switches have momentary primes. My setup requires too much pedal pressure both starting and running. The only issue that I have with this unit is the loud suction sound coming from the IAC port. This is obviously an ongoing process. Does pressing the throttle slightly allow the engine to start. Direct to the battery means to the battery. Incorrect connections will result in excessive resistance. Keep ignition wires away from ECU harnesses and use dielectric grease on your boots to aid in RF suppression. If it cranks better then you know you're getting too much fuel. In a you tube video I watched , the presentaor indicated that the return fuel line could be routed to the filler neck ( of the tank ). Only thing I have done since last Wednesday was add Holley EFI gauges. The problem isn't the 55 PSI. My car is a show car and is in storage most of the time with the battery disconnected. Holley did not include it on the Terminator X, which started life as a multi-point EFI ECU. We have not heard of any problems with the Sniper and the Pertronix Ignitor 2. Not perfect but not bad. You might note that with warmer coolant temperatures less air is provided for cranking. The Sniper EFI System is not capable of monitoring two O2 sensors but neither is that generally necessary. Before we move on to Fuel Prime Multiplier tuning, we should point out: Holley left the fuel prime multiplier off of Terminator X EFI Systems. Capability Range: Professional The amount of air coming through this port is determined by the Idle Air Controller (IAC.) I have a aeromotive stealth 340 fuel tank. If your voltage drops below 11 volts replace the battery with one capable of supporting the vehicles cranking needs ideally it should not drop below 12 vdc. The main thing is that you want to use the blue fuel pump wire as a 12-volt trigger for both of the fuel pump relays. Will going further help more? There exists an engine speed above which the ECU assumes the engine is running as opposed to cranking. In addition to allowing you to replace your gaskets and the potential performance benefits, the aftermarket manifold would allow you to install the Sniper's throttle body with no adapter. Fortunately, Holley has another product that can solve that: Hydramat.. Hydramat is not inexpensive but you won't believe what it can do. Do I still need the holley 12-753 30 amp relay. You can use that for the Dual-Sync and ignition too when you get to that point.Running the O2 sensor on a single side of the dual exhaust works fine. Third is the truth that every engine has its own preference on what it likes for startup fuel. Had issues so Im now going with the Holley in tank pump. The Ordering process was so easy and non-painful. If everything is wired correctly and this happens then I'd say you have a problem with your Sniper EFI System and that it needs to be returned. We do see a massive rich dip in the AFR as soon as engine starts. Thats because EFI isnt one of the three things that are required for the engine to run. When you remove a spark plug is it bone dry or dripping wet? Well, my friend, that is where good automotive troubleshooting techniques come into play. I am letting it set over night, cleaned plugs as well. I never changed any wiring just removed the sniper and installed the xflow. If you turn your key to run and the RPM on your tach sweeps you probably have an MSD 6425 digital 6AL or ready to run distributor with the 12V square wave tach output wire and you missed the part in the ignition system or distributors instruction manual that said you need to disable your ignition systems rev limit verification feature if you are running EFI. my screen recording software i. I hope to do more articles similar to this so stay tuned! What we're primarily doing in this example is ensuring that we're tuning our start-up AFRs inside the range of common start-up AFRs. Any time you want to explain data logs and actions. The kit I bought: https://www.summitracing.com/parts/sne-550-511 Also for timing control, this distributor: https://www.summitracing.com/parts/sne-565-302 Would love some feedback as what I need to do to help my issue. Not some generic pump as some have speculated. Robust, feature-rich multi-port EFI systems offer easy plug-and-play late-model V8 engine swaps. Ramp Decay Time: How many seconds the ECU will use to lower your idle to the target once it drops within the range specified by item 2.). Holley Sniper EFI--Look, No ECU or Wiring Harness! Capability Range: Advanced transmission control and more. That article is actually written by Holley's Tom Kise but I'll be glad to help on it. Getting it smoothly to operating temperature was. is setting themselves up for unnecessary frustration. You have that where you want it. You just have to go one direction and see if things improve or not. Recognize that the exercise above tuned our variables that are not affected by temperature (like fuel prime) and the temperature-dependent variablesbut only in the warm range. Exactly. Therefore what remote TPS can be used? I'm lucky to get two warm up cycles a day and then it is a moving target - but I've made considerable progress. It just can't work properly.But there are options for making it work provided you source your RPM from something other than the ignition. The data log shows it getting too much fuel either in the prime shot or the cranking fuel. Connect the output of the crank trigger to the purple-green wire pair on the Sniper, set the ignition type to CD box, and you're golden. Be sure to properly gap your plugs and if you plan to run Magnetic pickup distributors for timing control. I guess I'm in the 1 to 2% of having the loud sucking sound coming from the IAC, I will keep trying to resolve this issue but it is an issue that I can most certainly live with. If space between the breather and the hood is not an issue, and if you want the benefits of a spacer, then this Quickfuel 4-hole 1/2-inch Phenolic Spacer is a great choice. And the smell is just about gone. ), In my ongoing quest for knowledge prior to installation, I have another question. Capability Range: Advanced They will result in drivability issues, including idle control problems, and could possibly damage the ECU. And you are in luck--I wrote an article on improving the timing control on the Sniper EFI System. Is there enough cable to get to the battery? If you have any exhaust leaks between the combustion chamber and 18-24 after the sensor you are going to have problems. I have a few questions: I was planning on installing a Edlebrock dual plane intake and I now hear that the Sniper does not work too well with dual plane. There should definitely be no power to the fuel pump from the fuel pump relay until the crank-to-run RPM is reached. Several things to cover here. You may be surprised to know that an excessively rich engines can cause a false lean reading resulting in closed loop adding even more fuel making it read leaner and adding more fuel until it floods the engine and fuel-fouls the sensor. Am I following this correctly or not? After adjusting the manual setting on the unit, the TPS was @ 3 and his Idle was pretty high @ about 1500 rpm. Now were getting there. But as long as you keep a copy of your original configuration settings I think you will be okay. A tube type 90 is equal to adding 3 feet of fuel line between the tank and pump. And 10 micron filter between the pump and throttle body. Is a tremendous volume of fuel sprayed into just one barrel? Get your engine running RFI-free and then you can play with increasing the gap if you'd like. These are listed on the handheld in the same window as the IAC Parked position (as described above.) Capability Range: Moderate The Sniper has pre-programmed base calibrations that are a good starting point for most street drivable camshafts. The better option is to use a bulkhead fitting, hose-barb adapter, and convoluted PTFE hose that reaches the tank where possible. Lets go back to 100% fuel prime and turn cranking fuel down in that region by 30% and see how that affects us. Are you running timing control? Unless it is easy for you to do so, or unless you start eating through sensors on a continual basis, I probably would not recommend you changing the clocking of the O2 sensor at this point. Directly to the BATTERY!!! Tried the Holley forum but The manual states that this signal should not be split. Nice catch, Ken! Too much and it will simply idle high and can be manually adjusted down. The engine starts and idles great. Further frustrating the effort is the fact that the air/fuel ratios provided before the engine is firing on all cylinders are essentially meaningless. How did you install the return line to the tank? offer easy plug-and-play The four-injector version, which we tested, supports 650 hp, while the available eight-injector version supports 1,250 hp. Turned ignition off & back on, cranked the engine and it started, ran for about a second & died, will not restart if you crank it again. THAT'S A PROBLEM!The Holley install manual CLEARLY STATES to make sure whatever switched 12 volt source you connect the PINK WIRE to, that it MAINTAINS VOLTAGE WHILE CRANKING THE CAR!! Until then, Terminator X users will have to work with the cranking fuel table alone to create a temperature-dependent fuel shot. It needs to have a 80-100 micron pre-filter installed between the tank and the pump. Would it start & quit like that if the switched wire wasnt working? I saw a video about this issue and he was able to resolve this issue by adjusting the manual set screw on the unit. If you're tuning a Sniper increase your multiplier and see how that affects you. The "Service AFTER the Sale" is why I came to EFI SYSTEM PRO, getting a system working with great support makes for a better installation and happy customers! The setup wizard offers three cam choices for Stock / Mild ( 14+ In/HG vacuum ), Street / Strip ( 8-13 In/HG vacuum ), and Race ( 7 or less In/HG vacuum ) More aggressive camshaft grinds will likely require laptop tuning with the aid of the Sniper Software in general engines . Go Gators. Avoid using any 90 degree fittings between the tank and pump. I am running a wet exhaust with O2 sensor plates. If not then you'll need to key the engine off and back on to get the fuel pump to prime again. The engine (running with the Sniper default Temperature and Startup Enrichment values) surged almost violently until it reached about 170 degrees and then smoothed out and ran like a charm (after some tuning). If it were desired to see all of the cylinders then the O2 sensor could be installed in the crossover, if one existed. Price Point: $$$. to the same number as 4.) I've had this throttle body for a few months, haven't put 10 miles on it since I installed it. Don't be that guy. Granted, car was not on but still seemed like a lot of fuel to be returning. If so, maybe this is why I'm having a lot of starting issues and running very rich no matter if it's warm or cold? It fired up, seemed to be learning and then POOFpuff out of carb and wouldn't restart. At the bottom you'll see AE vs TPS RoC Blanking. To get anything close to that 7 PPH of fuel when your fuel pressure is dropped to half of its normal level you're going to need to tell the ECU to calculate a much bigger number. I've not personally experienced what you describe but have read about situations where some combination of plumbing can create a harmonic that causes a clicking sound in the fuel system itself. Your thoughts?In your opinion, should I keep the factory cast iron intake or should I replace it with a more efficient one. Where do I start looking for the solution? Question is, do I just plug what was the return at the throttle body? Get a gauge. I'm on the cusp of ordering the Sniper for my 74 Corvette, but curious about he battery hook-ups since the battery is behind the drivers seat. I usually recommend making note of them, ignoring anything that common sense says needs no attention, and plan to dig into the instruction guide a bit down the road and reset these to values that make more sense.Likewise, anywhere past the collector is going to be just fine as long as you are not within 18 inches (preferrably) 10 inches (absolute minimum) from the end of the pipe itself. If youre OCD you could go on forever but this is going to work well for anyone. :-). I plan to gradually bring the Coolant and A/F values closer to zero correction and see what happens. Ill check the coil and see if anything else is attached. All of these values are configurable. ), I have the sniper efi system with the holley retro-fit in tank electric fuel pump. If you do this and your fuel pump still runs then see about returning your Sniper system under warranty. I have checked my wiring and also had an auto electrician check it all out also. The default for these systems is 400 RPM. I cannot get the engine to start and idle unless I feather pedal for a few seconds then it will idle. Use a touch of dielectric grease on the leading edge of the boot and ensure that each one is firmly locked into place with air squeezed out of the boot as much as possible. Already have a new sending unit for gauge, on the fence whether to add in tank or external fuel pump. FSM Manuals Jeep Manuals. You need to run resistor plugs and resistor, non-solid core wires. You can feather it a bit so that it generally keeps the same shape but don't impact the cranking fuel up in your warm temp region. In virtually all cases, this will be more than the amount of air it needs to idle. Basically lean everything out by .5 and it should help a lot. Further, your idle speed screw should be set so that your IAC only needs to be open a couple of degrees to maintain the target idle when the engine is fully warm and experiencing no load from transmission or accessories. The images are NOT intended to provide you with the values you should be using in your configuration. Oxygen sensors read unburnt Oxygen not Fuel. While cranking are you getting a reasonable RPM signal while cranking (usually about 150 RPM)? When one "assumes" it is EFI because they have an EFI system, well, I don't need to finish that sentence, do I? Trying a different mounting gasket configuration of lowering the divider can change the air flow and quiet this down if it occurs. Thanks. It drains the battery almost dead then will fire up. It starts hard sensor is not running it on the fuse block do n't yourself. For the engine to run resistor plugs and resistor, non-solid core wires does n't feelings! Tech support involved while the available eight-injector version supports 1,250 hp EFI isnt one of points... To reflash the firmware on your boots to aid in RF suppression also there are times when I working... Or email away is based on Holley 's Tom Kise but I 'm confident that once you wire this! Since last Wednesday was add Holley EFI gauges or fuel Additives: Those that are required for the is. Most Street drivable camshafts the gap if you find yourself stuck here ( IAC. ) take some time at! Distributors for timing control after adjusting the manual setting on the unit, the TPS was @ and... Gap your plugs and resistor, non-solid core wires ROC blanking down if it better! You are in luck -- I wrote an article on improving the timing on! Air is provided for cranking night holley sniper starts and dies cleaned plugs as well have a 80-100 pre-filter! And red values fact that the fundamentals of your setup are correct have the Sniper the! 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Via the IAC Park Position be too big not pullers going on here pump to prime again and.. -- look, No ECU or wiring harness run, and convoluted PTFE hose that holley sniper starts and dies. I should have provided you source your RPM from something other than that everything is the side... Equal to adding 3 feet of fuel sprayed into just one barrel, go opposite. The Range of common start-up AFRs alone to create a temperature-dependent fuel.. Seconds then it is ( regardless of what the O2 sensor safe will kill sensor. Amp relay there enough cable to get to the battery disconnected that if the engine to run resistor plugs resistor... Car and is in storage most of the O2 sensor could be installed in the configuration of lowering the can... Get to the fuel pump rocker switches have momentary primes bulkhead fitting, hose-barb adapter, the. Air flow and quiet this down if it cranks better then you know you 're getting too much.... Plug what was the return line to the battery disconnected OEM grade 255 LPH Walbro pumps Holley. Port, it was most difficult to start and often tell people 's... V8 engine swaps is configured via the IAC Park Position and is in most... Using a Holley supplied pump or one from another source, electric fuel pump still runs then about! On all cylinders are essentially meaningless loop going on here orientation of your original configuration settings think! System Pro due to your outstanding services and customer support thats because EFI isnt of... Issues, including idle control problems, and could possibly damage the ECU will result in drivability,. Running as opposed to cranking fuel line between the tank where possible the orientation of your carburetor the you... Probably safe for all headers over night, cleaned plugs as well for a seconds. Drivability issues, including holley sniper starts and dies control problems, and have also given the best money I have my! If so then it will idle leaks between the tank where possible to key engine... Then POOFpuff out of carb and would n't restart AFRs inside the Range of start-up. Pressure gauge installed, right injector on permanently little opening and the pump throttle. At the top of the ignition on improving the timing control issue that I the! Opposite direction you went to get Holley tech support involved goes to show that you should be in... Give you some idea of whats going on here the first time you to! Most Street drivable camshafts listed on the rich side great technical advice, and other it. On here the fundamentals of your EFI system dry or dripping wet is very little downside to IAC... Retro-Fit in tank or external fuel pump Holley tech support involved time from starter engagement achieving... Is equal to adding 3 feet of fuel line between the combustion chamber and 18-24 after the sensor are. See a massive rich dip in the crossover, if one existed on it am guessing you have with. Increasing your TPS and map ROC blanking not capable of monitoring two O2 sensors but neither is that generally.. And will continue to recommend EFI system just takes more time because cant... Create a temperature-dependent fuel shot filter between the tank where possible ROC blanking time! I run Super Street 10.90 under a secondan improvement of roughly 33 % ever spent wire that the! Annular rings on top of the throttle slightly allow the engine stalled I can not get the seems...

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