'69/350 POWERJECTION III issues - Team Camaro Tech
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post #1 of 3 (permalink) Old Jun 9th, 13, 09:06 PM Thread Starter
Join Date: Mar 2008
Location: Langley, VA
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'69/350 POWERJECTION III issues

I have a POWERJECTION III on my 69 Camaro with small block 350. I have had nothing but problems with it. I cannot get the car to turn over. I have fuel pressure, the pump in running, but I am not getting any fuel spraying into the curb - thus not starting~ I re-hooked the computer program back up -- the computer over rode the system and the car started (for 3 mins-hicupping until it died) and it wouldn't start back up. Back to square 1 No fuel spray in the curb, but fuel pump running and plenty of pressure at the source? Any ideas? has this happened to anybody else? Trouble shooting thoughts? Thank you! T.J.
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post #2 of 3 (permalink) Old Jun 10th, 13, 03:10 AM
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Re: '69/350 POWERJECTION III issues

Have you read here, might find some insight:

My suggestions
Check wiring connections?
Check the hook-up for battery and ign/acc power?
What is the difference between the OE program and the new program?
I ask this because you stated entered the comp program back uop and it started.

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post #3 of 3 (permalink) Old Jun 10th, 13, 09:03 AM
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Re: '69/350 POWERJECTION III issues

There are a couple of things that will cause no fuel pulse during cranking:

1. Control power on the yellow "Key" wire for the unit NOT connected to the IGN spade on the factory fuse block inside the car. If it is not connected here, it has no 12V during cranking but instead only when the key is in RUN. Unit effectively turns off during cranking and back on when key is released.

2. Bad TACH signal to the unit. The signal must be connected to the correct wire and if not using V3.0 only one wire can be connected. Also in the Main Setup the system must be set for what type of tach input you're using, coil or 6A (square wave type from ignition box and some distributors)
-If using version 2.1 or lower:
Green "CP" wire for connecting to the tach output of an ignition box if using an MSD system etc. OR
Black "SP" wire connected to the negative or - side of the coil (tach terminal of HEI) if using a standalone ignition system.
-If using version 3.0 the black wire gets connected to either tach terminal of box or - side of coil, and the green wire is used for timing control or not used if not using timing control.

Also be aware that if you're using a newer standalone MSD distributor with a gray tach output wire, that is the same type tach signal as an ignition box. Also they usually have an RPM limiter function that will sweep the tach to set limit when the key is turned on. That must be disabled using MSD's instructions OR the coil - used for PJIII signal since it effectively tells the ECU it's at high RPM and the system will dump a load of fuel initially. I have one of those and use the coil for tach signal and use the gray wire for cruise control signal.

Also battery voltage MUST remain above 9V during cranking or the ECU file will become corrupt. You can easily datalog during cranking to find out what is going on.

For more help, try here:

'69 Camaro
Dart 400-AFR 195-224/224 HR-Powerjection III TB with F.A.S.T. Sportsman XFI
TKO 600-Moser 3.42-Detroit Truetrac

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