Using a used 360 ECU?

No, not if you are going to use it on the right hand side, that is the master side and needs to be burned to the immobilizer....why don't you just swap left to right if you are just trying to determine if it is a faulty ecu?... that you can do.

 

Try checking for leaks at the inlet manifold. Very common fault. You should see a huge long term fuel trim correction in the parameters too...

 

Agree with above, gasket below intake plenum have been documented to fail, allowing excess air into cylinder. Injector/coil connector loose?

 

Interesting.

Have you pulled the plugs on that bank and visually inspected them? When two coils on my car went, the leonardo didn't indicate anything wrong, pulling the plugs showed different color of ash on the plug. Ultimately this led to 2 coils being replaced and no problems since..

 

I am a factory trained tech and I do it all the time, they are the same ecu.

 

You have tried all the tricks and have not solved it, you don't want to swap ECU's, and you don't want to spend the $$$ for a new unit.
Seems to me you are between a rock and a hard place here.
If you swap them and the problem follows, then you know you will be buying a new one regardless, no?

 

Maybe some more detailedfigures would allow us to help you with the silver bullet.

Can you list the actual #s for cylinder leakage? How about fuel trims? Those of us with shops might then compare to our own experience/data. I would certainly pursue the intake angle with a smoke test again FWIW.

Further a fuller profile might be more 'inviting' for others to chime in. Many REAL experts have sadly exited these types of forums due to lack of courtesies like a full profile.

 

Well thanks for the fill ins!

I have never carried out a leakage test with that low of an input pressure. typically set at 100psi in, I would expect 5-6% maybe 8 on a good engine, certainly have to look at the numbers for every cylinder for each engine to draw any conclusion.

A smoke machine has proven to be the more reliable method for intake integrity for me as well.

Brian

I probably would take a peek inside as well with my scope FWIW.

 

I'm not a real tech but lots of Ferraritime since the late 70's. After reading your progression I vote for intake or exhaust leak followed by wiring issues and lastly injectors.

I have used propane with a torch head around base of intake manifold since it is long and reaches in there but sometimes that still does not work yet the gasket is failed and you can see it upon removal of the manifold. I'm surprised at how many times I see the picture below (this one is really bad). I'm not sure how this happens whether it is sloppy install or some other design issue.
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Exhaust manifold leaks are less of an issue in 360's but we all know what happens with 355's. I have not experienced them in 360's but I hear about them too. I guess all you can do is smoke test them. I wish I had access to one of those machines.

Wiring is a real issue I got many many stories there. Once on a 348 misfire on a known cylinder just like you did all the tests and all that work still the SD1 pointed to one cylinder. Out of a fit of rage I got a tool and bent the unwholly living crap out of the female pin socket of that cylinder on that bank plug and the problem went away permenantly. If you open up the wire bundles to the injectors you will be absolutely shocked at how Ferrari puts them together. This is a fixed harness under a 550. Inside here is where it is scary.
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Closely inspect the pins of the 2 prong connector going to the injector. I would even pull back the boot to look at those connections to the pin. The tin pins used by Ferrari are really bad. They loose spring pressure or stay open and leave you with very poor contact. This is a very typical look of a spread open pin and why the Helms gold connector kit is all the rage.
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Last story of a tricky miss... Ferraris fail according to a disease profile. You need a number of issues to all gang up on you and then you get sick. One problem or even two might not be enough. Those are the tricky ones. I would get this missfire code on a 550 maybe after 20 miles. I was on track to install Helms gold connector kit figured I'd deal with it later. Installed GCK and anxious to try it and miss went away for about 50miles. Ferrari in the OM and WSM never talk about injector cleaning. I don't know about what you pros think but I think it should be part of a major. Like this 360 having 50km and built 2003 the spray patterns are for sure no where near optimal. I send the injectors out for balancing and cleaning and the tech tells me one injector is 3-4 ohms out and might be OK. That is not much. I install and run the car and now it takes about 70miles to throw a code. I replace that injector and everything is fixed. I just find it interesting how sometimes you can sneak up on a solution. My point being you could have a couple of little things not just one issue. Sorry to butt in if my posts are way to rudimentary for you pros.

 

But if you have done all you can, you may not have a choice but to replace, unless you want to bring the customer in and explain the pros and cons of swapping ECU's, but even then, if the customer gave the OK and something fried, you would probably still be expected to fix it and eat it. That's what customers expect in today's world. It sounds like you have done everything you can safely do, for the most part.

Not at all, FBB, it's good folks remind us that maybe it could be several things working in cahoots to cause an issue, sometimes we lost sight of that.

 

I GIVE UP!!! The only thing that is going to happen by swapping ecu's is that you will not be able to use that right hand ecu on the right hand side of a different car... no big deal.

 

Typical internet chatter unfortunately. There never will be a reliable source of information until people stop asking then doing the opposite. I've asked Rob to get you onto our network Casey. Thanks for your insightful inputs.

B.