Using a used 360 ECU?

Nope, swapped left to right. No start. Swapped back. Started and ran really rough. Swapped back again and made sure for sure I had a good ground, no start. Now that the boxes are back to the original spot and bolted to the chassis, no start. It had P1571 immobilizer active but cleared and stayed out.

 

I figured it would be something like that. It was late in the day and I had a date with my wife . I'll make sure I have a good reinforced ground and let it clear her self out.

Thanks,

J

 

Lots of good insight here and no I don't thing anyone should take offense. I did swap the injectors from the cylinder ID along with (but not as the same time) coil and plug to see if the problem (misfire #3) would follow. I also had all injectors, coils and plugs out. At that time I did a visual inspection of connectors/pins, reach/lean, tracing, resistance of coil/injector/plug (I've seen a plug bust out and conduct to ground internally...just a thought), gap, coil springs, and boots. I also did submerge the injectors (all 8) in cleaning solution. I did not carry out a spray pattern test as I was only looking for a #3 misfire resolution (but very good point about cleaning and testing). I carried out an injector buzz test with the Leo and a sound scope, all seemed normal...click click click. Like I said the intake was pressurized with .5 bar for 10 minutes with no fail. The continuity on the injectors was something like 3.8-4 ohms, all within one tenth.

I'd like to think I'm somewhere between "pro" and really good at my craft...you guys be the judge.
http://www.granturismo.ca/

Thanks guys,

J

 

That's exactly what I'm talking about! I'm the tech that will take the risk with the informed decision. With hours and hours of research...fchat, phone calls, books, mags, hands on experimentation...

You guy's have really been very informative.

J

 

I looked at the notes I had made and we in fact did the leak down test at 80 psi not 60. The reason being is the graduations on the guage are very accurate up to 80 but coarse after that.

I tried swapping the ECU's side to side again. It took 2 attempts of cranking after leaving it KOEO for 10 minutes, but after that it started. After running for about 3 minutes it generated code P0303 again on the left hand side this time not the right (is this because that "right hand ECU" is still the master?) It also generated front 02 sensor high (rich) on the right hand bank.

I'll verify what cylinder is actually misfiring again and go from there.

 

No codes in the ECU from before. I deleted the codes with the Leonardo before swapping them. I will do some more run time when the weather is more suitable.

Thanks all for the continued help

J

 

Oh yes, stubborness is a trait all of us probably have here. I thank formally for that thought, because I have never given up on/or let one beat me and I'm not about to start with this one.

Your right, I should go back and take a good look at and re-fresh my charts on the problem. Its not the primary operation in the shop at the moment and the mind does get a little stretched.

Thanks for the input,

J

 

That's the problem I've been dealing with. Location. They clearly (ECU's) move P0303 from bank to bank as they get cleared and swapped, however is it because *master* stays master and *slave* stays slave? The Leonardo reads the P0303 (as stated) moving from bank to bank as they get swapped.

Also the fuel trim values go opposite (+/- short term) as a result of swapping (observing strict rules of "no throttle input and minimum 10 minutes run time).

Thanks for chiming in,

J

 

So a side thought...the customer also complained of a "harsh shift/clunk" (it's an '03 F1). As the weather here does not permit me to test drive at this time, I have not verified the complaint. I know these box's can be noisy and it has some age on it, however he seems to think there is a correlation between the two (misfire and gearbox noise).

This maybe a topic for another thread but I wanted to feel out the thought of a misfire issue disrupting/confusing the calculations made for F1 shift change.

 

So, finally the car has come out of winter storage. We got a new ECU from Ferrari NA and after installation I've got crank-no-start with P1570 (immobalizer). I could not have been any more careful with the installation (battery charger, grounded ECU, 10 min KOEO before crank, etc.) Davide at Accinni said its probably a bad bus line to/from ECU.

Is there anything that I'm missing with this ECU installation?

 

Good point. The costomer purchased the ECU himself, however I cracked the seal on the packaging and it looked lagitamite.

 

Thanks for that, and it is in fact a spider. I was thinking of digging in that spot again. I had some of those panels off when I did the comp and leakdown testing and did a cursury inspection by defauld. However I was only dealing with the P0300 at that time. I will be getting the car back on site within 24-48 hours and will resume the hunt.

Thanks for all the input guys, much apreciated.

J

 

So gents, I've got the sultry red/tan mistress back in the shop. I only managed to get three hours into her as the shop is very busy (not a complaint as we are finishing a long and satifying resto project).
Everything started nice. Located security ECU (that had been *into* in the past). I Preformed a pin-drag test and failed two terminals. This prompted me to go back to the R/H ECU...thats when I became angry. Its one thing if your working on the some Ford van thats on its last leg but come on...pierce testing the main harness six inches below the main sheithing without puting ANYTHING on the hole you made! GRRR.
Sorry, anyway back to the point. After doing more tests and looking at the workshop manual I have found two lines from the security module to be bad on pin drag, one on high resistance. Also five lines from the R/H ECU to be bad, one to the security module and the rest to the engine (including cyl #1 #4 coil and cyl #2 injector, no wonder the ECU didn't have a chance).
My question, is there a differance in main harness length between Modena and spider? I pulled the harness out from the ECU location and it was double folded about one foot down from the connector (and made a craking noise like my wallet;-). It seemed to be incorectly routed. I have access to Modena WSM and the routing as such seems shorter.

Thanks again for the help guy's, even more so to those on the phone.
I've been asked many times what it takes to work on these cars day-in day-out and the answer is always the same...a clear head and lots of patiance.

J