Hi 2JZ, as stated you need to run the latest Holley Firmware.

The MS3 has a MAP based dwell table.
Your Coil Dwell (510) should be 4.8 ms at max boost.
I would MAP reference the Coil Dwell.
The ECU Negative should be connected directly to the battery using a high count wire. The battery itself REMOVES the EMI as it acts like a capacitor.
The High Frequency "noise" travels on the outside of the copper, not the center.

I offered, when you purchased the "510's", a future upgrade if the 510 coils were returned.
I still offer this upgrade for just the cost difference.

Lance

 

Lance I wonder how that cam test would have worked with a T6 instead of the T4? In the threads I tracked the T4 seems to become a constant source of problems regardless of cam once the compressor gets bigger than 76mm. The 80+ especially 88 on T4 builds show a lot of failures. While the T6/80+ seem to work well, and reliably.

Too much chaos in the big T4 combo maybe

 

UPDATE.

Made some minor changes before going to the track last night. Changed alternator cabling and now have 14.V at idle and 13.5V on track at full load. Also built a dwell table to provide 4.6ms at full load instead of the fixed 3.5 I was using. The main focus though was to determine if I had a back pressure issue with a test unit I rigged up thanks to Forcefed86. Plan was to start low, work my way up and see how it performed relative to the recorded back pressure.

Made 3 passes and spun/pedaled on all 3 so I'll just focus on MPH. On the 1st pass, 15.8psi netted 152.18mph. 2nd pass, 17.3psi netted 155.69mph, 3.5mph increase from another 1.5psi boost. 3rd pass was 18.8psi and logic (wishful thinking? ) says another 3.5mph would put me over 159mph. Yeah, Right. How about a whopping .63mph gain, despite being 2.2mph faster at the 1/8-mile than the previous pass. It just fell on it's face. As for back pressure, worst case in the 3rd pass was 1.6:1. I'm thinking turbine housing but the back pressure numbers say no. Hopefully Forced Inductions can shed some light on this and maybe LJMS or one of the turbo gurus can chime in. Also gonna talk to PTC as I don't think the converter is right.

Thanks to Zac Brown, Lance at Pantera EFI and Adam (Forcefed86) for helping me chase this issue.

 

Borrowing a set of those "super coils" sure would be nice to put the spark theory to rest.

Whats the rpm vs speed look like on the 17.3lb vs 18.8lb? The fact that it picked up in the 1/8th and not up top makes me think something is slipping at higher power levels? Trans fluid still look/smell ok? Trans temps?

Do you have a VSS installed?

 

Spoke with Jose at Forced Inductions this morning and he does not think it is a turbo/back pressure issue. He thinks one possibility might be the I/C. I have a 4" Treadstone. Would be nice to know what I/C Mark Frederick was using on his car.

Would be nice to "borrow" a set of those coils but that means coils, brackets, coil sub-harnesses and plug wires. Again I refer back to Mark's car as has engine bay pic showed 581 coils with 7mm OEM wires. Granted he ran pump gas and meth, but later switched to C16 which is also hard to light.

Don't have a VSS.

Don't have the laptop to give you that specific information. One of the reasons I want to speak with PTC is because the converter is super tight. I can spool it no problem and ramp as fast as I want, but once I reach max boost in 1st, it couples so hard that it drags the engine down, unloads the suspension and the tires spin. I am seeing about 1,500 drop on the shifts and IIRC, about 6350 RPMs at 155 mph which factors out to about 3% slip.

Trans temps last night were good. I was seeing mid-160s on the return road. I have the same cooler as you do. Using a 50/50 mix of type F and JD low-viscosity.

 

Mark ran the popular 31x12x4 china IC on the mustang.

http://www.vsracing.net/catalog/prod...roducts_id=797

 

Come to think of it, that looks just like mine. On my 2nd pass, I put 2psi on the gate and got 1.5psi. Did the same thing on the 3rd pass and got the same boost increase but the engine laid down. If the I/C was a restriction, I don't think I would have seen a 1.5psi boost increase and the IAT is not high. Looking more and more like weak spark energy under load.

 

UPDATE.

Installed some IGN-1A coils and Firecore wires and tested again. Turned the boost back down and pulled 2* timing for the 1st hit. Only made 2 hits and quit as it was doing the same thing, only now at lower boost. After the 1st pass it was blowing coolant out the overflow and I could see the MS was already pulling fuel at max boost. For the hell of it, I cranked it up a tad and no surprise, same results. After only 2 passes, the MS had pulled over 25% fuel at 7K / 17psi but the tailpipe was extremely sooty. Odd and even odder for E70. Pulled a couple of plugs and they showed signs of detonation, which could only mean that whatever I was burning, didn't have enough octane.

With the coolant system being pressurized and what was going on with the fueling, I can only conclude that the head is lifting (ARP head studs) and I am getting coolant in the cylinders. Pulled the engine and busted off the heads and nothing glaring jumped out at me except that the chambers don't look normal. Don't see any telltale signs on the decks or gaskets but I'm not experienced enough to read the tea leaves. Trying to get hold of a buddy who can, to help. The heads are untouched 317s, except for Comp double springs and stock-sized Ferreas. They came with a LQ4 I bought over 6yrs, so probably have the equivalent of a gazillion miles on them. Gonna have them checked for warpage, cracks, leaks, etc.

On a positive note, I wanna give another shout to Lance at Pantera EFI for working with me on the IGN-1A coils, adapter harness, brackets and coil boots for my Firecores. Ran into a little issue and called on a Saturday to leave a message and he was there to help. Can't ask for more out of a vendor.