Howell Odd Fire V6 Fuel Injection Kit Install

Oh no..... My wife's car is perfectly operable, way more comfortable and gets literally twice the mileage as the jeep. She is choosing to drive the jeep the 50 miles round trip every day.....
Hopefully I can convince her to drive the 39' Model A next week so I can work on the Jeep.

 

Sounds like you need another jeep.

 

That's a hard No!.... and its by my own choice.

I currently maintain:
My jeep
Moms 37 Plymouth
Wife's granfathers 39 model A truck that lives at our house.....
My dads 09 Solstice GXP turbo coupe.
I have a feeling that there is a 68/69 AMX street legal road race car in my dads near future.....

Back to a second jeep..... maybe some day..... I have hoarded away engine, T18's, transfer cases, axles, frames, slot mag wheels, disc brakes....... literally everything but a solid tub......

 

I can’t get past the 39 Model A. April fools?

 

I think I have her convinced to switch to it next week.
It’s a 302, c6 combo with a/c, posi, sitting on a dodge front clip.

 

Thanks for posting all the fuel injection information. It has been a real eye opener for me.
Ford introduced the Model A in the late 20’s to replace the Model T. The Model A was replaced by the Model B (4 cylinder) and Model 18 (V8) in 1932. Hence my comment about your “39 Model A”.

 

Wow, that truck is full of awesome style..The lines are very appealing to me.

 

Ok..... I finally got the jeep away from my wife long enough to come up with a crank fire setup this evening.
It didn't take nearly as long as I anticipated. I was out of beer.... so that hindered creativity.... bolstered critical thinking capability....
More pictures and info in my build thread. Norcal69's Common Sense Build.
We have a 2012 Corvette cam sensor, fuel pump block off plate, steel, aluminum, and 7/16" bolts with 1/4" key stock welded on them.



Close up of the balancer sensing nodes.

 

@Norcal69 Nice job!

 

Did you get a chance to test the trigger yet?

 

Update in the morning...... it’s too long to type on phone at dinner....

 

Sensor terminal A- 5v- connect to terminal C14 on ECM
Sensor terminal B- Low Rev- connect to terminal B3 on ECM
Sensor terminal C- Signal- connect to B5 on ECM
I sourced the proper female ECM pins to wire in the sensor.
On Sunday I wired up the sensor as described above but the engine did not fire, fuel pump did not run during cranking and injectors did not fire.
Monday afternoon I got my multimeter out and probed the sensor connector. When probing terminal A and B the meter did not produce a reading. When probing terminal A and C the meter read 5.05V, the fuel pump kicked on and the injectors fired. Next I probed terminal A and the other probe to a ground on the frame and the meter read 5.05V.
At the ECM I probed C14 and B3. The result was 0.02V. Next I probed C14 and B5. The result was 5.05V and the fuel pump kicked on/ injectors fired.
This lead me to believe that terminal B3 was not making the necessary ground connection. I pulled the pin from the ECM connector and touched it to the body of the ECM. The fuel pump came on and the injectors fired. I clamped the wire to the ECM body and turned the key.............
The engine fired right up and ran smooth. I hooked up my brick scanner and saw that the computer was reading a very steady 700 RPM !!!!!!! My dreams have come true!
All along I had suspected that the odd fire spacing in the distributor was causing the the computer to read two cylinders fast RPM, two cylinders slow RPM.... Modern ECM's can handle this but these older TBI ECM's process the information too slowly. I literally did a little happy dance in the shop......


After about 1 min the check engine light came on and the engine died.......
The scanner shows codes 22 and 34. No power to TPS, no power to MAP sensor. The scanner is showing 0.00V for the TPS and 0.02V for the MAP.
I probed the sensor connectors with my multi meter and they are not getting power.
I have looked online for 1227747 ECM wiring diagrams but they do not seem to match up to the Howell setup.
I have an email into Howell to see their opinion. If I can get a hold of their wiring diagram I can start to probe out the power to these sensors from the ECM. I suspect that there may be something wrong with the ECM due to one of the grounds being bad internally.
By the time I get this figured out I will be pretty good with these older systems and could probably piece a junk yard system together really cheap.

 

And this is crazy?

 

Kyle have you unplugged the crank sensor and checked if the 5v ref. Came back to the Map and Tp sensors, it sounds like the crank sensor is pulling down the 5v ref
If the voltage comes back try connecting the crank sensor low ref Terminal to Ecm pin A11 or D2, one of those is the sensor ground depending on how it’s wired

 

I'll follow along if you do a writeup on a junkyard system!!!

 

Total brain fart....... Don't want to talk about it..... but the TPS and MAP are powered and operating again.

 

Is it still running well then?

 

On startup the computer threw a lean code, I need to make sure that all my nodes are activating the sensor. Basically turn the motor over by hand to hear the injectors pulse They are all pretty consistent so they should be functioning. This leads me to wonder if the tach input actually is reading 6 pulses per revolution.

 

You only need 3 signals from the crankshaft per 360 degrees of rotation
What are your block-learn numbers
What chip is in it