Rcr 40-31

I see what you're referring to Neil and will take a look at how I can improve.

In other news, there was a box of parts from Vintage Air on the doorstep this afternoon and like a kid at Christmas I ran out to the shop to see if I could coax the AC to life. Removing the old TXV, I was a little disappointed when I could just blow my breath through the thing which was supposed to be stuck. At the same time, I also made sure I could blow through the new one as well. Yep, check...

In a flood of troubleshooting genius, I thought I'd make sure the compressor was compressing and fired up the motor to witness its power. All seemed to go well as I got pressure to build on the line from the condensor. The other side of the line was sucking too, so I put a check in that box and carried on.

I swapped in the new TXV and pumped down the system. Vacuum held so I proceeded with the charging. Long story short, in about an hour's time, I had the car charged and cooling. To say I was excited was a massive understatement.

I'll need to see just how effective it is on a really hot day, but right now it's blowing cold enough for me to think it'll get the job done.

I can't believe I waited this long to get it done!
 

Rick Merz

Member
Lifetime Supporter
Many of the guys here prefer their GT40 raw and as accurate as possible which is great but I just gotta have AC. I like to be comfortable whether driving on the highway or pushing it hard at the track so the AC is always on. Keep cool and enjoy your GT40!
 
On the road again... Headed to Redding today to help Vaughn with a few things on his car. FANTASTIC drive down through fall colors and NO traffic. This car just inhales pavement!







More pics to come through the rest of the trip. Gassing up in Weed, CA where I did the math: 349 GPS miles, 16.0 gallons = 21+ MPG. WHAT??!!??
 
Had an excellent time catching up with Vaughn and Debbie. We swapped boots on his CV's but in the end will need to get new flanges as the ones he had didn't seem to have enough lip on them to effectively hold the boots securely.

The operating table:


Once this was done, Vaughn held a gun to my head and made me wash my car. Well, it was more like he shamed me into it washing it, but in the end it actually looked really good when it was done:



With all the labor done and with blue skies and temps in the 80's, we took the cars for a walk...



This didn't go as planned... Following Vaughn, I started to notice some liquid spatter on my windscreen. Then I noticed it was coming from under his rear clip... I passed him and got us pulled over. It was trans fluid puking out of the vent. Not knowing what the deal was and having no real explanation, the smart money was to call a flatbed.

The "cool" thing with my car at this point is I noticed the AC was starting to work well. Still may need some additional charging but it was definitely making a difference in the sunshine and 85° weather. Very stoked about this.

Waiting for the tow home:


Back at the ranch, we drained the box to investigate and discovered he still had ~4 qts in the box- he had recently changed the fluid and over-filled it, but with the boots being ripped, never really drove it far/long/fast enough to discover the issue.

He swapped the GT for his roadster and we went out for dinner.

Tough choices:



Dinner was all good, but what was not... was that my car died on the way back to the house after dinner... ~450 miles from home. The ignition just quit like there was an open circuit or blown fuse. We were close enough that we just grabbed Vaughn's trailer and brought it home. Troubleshooting the next morning revealed no issues with power delivery, and jumping voltage directly to the EFI brain wouldn't bring up the system, so I think I lost the computer. Will need to call Edelbrock on Monday to troubleshoot more.

To get me home and back to the joys of working life, Vaughn told me to keep it in the trailer, drag it home, and bring the truck and trailer back "sometime". That's a mighty generous and open-ended door he just opened, although he does know where I live.

Tucked in at home:


All in all, it was still a great fun time. The car is fantastic at speed. Running down from Portland and through the hills with Vaughn was fantastic. The car just screams!

Once the EFI is sorted, I will do more weatherproofing and tuning of the AC. After that, I've been thinking about some better shocks and maybe stiffer springs to go with them. I think I need some stronger valving in the shocks (or the stiffer springs too) as I can go through the suspension travel pretty quickly if things get bumpy. A more sorted suspension will also bring on a new set of shoes, and if it'll be as sorted as I hope, I will pitch for the Avons- unless someone starts making an appropriate road-oriented alternative.

For now I'll settle for getting it running again. I miss it already!
 
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So....... Would anyone have one of these laying around? It's the Magneti Marelli EFI ECU from an Alfa Romeo 155 2.0 twin spark 16v:



Since I'll assume the answer is a resounding "no", anyone have a good (reliable) source for (reliable) Alfa parts? The part number is IAW 4W6.

Why Edelbrock had to use some obscure ECU is baffling. Wouldn't it have made sense to crack an LSx ECU or other domestic offering and have that run their system? WHY???
 
Well that was disappointing....

Tech support (Pete) was supposed to be an expert resource but offered little in terms of additional suggestions other than it could be my harness, my distributor, my ECU, or my ignition amplifier. Oh, really? No suggestions on how to troubleshoot them.

And then he hung up on me.

Based on everything running perfectly well and then being dead in a split second, I am strongly leaning toward the ECU. The refurb one above is looking mighty attractive right now as the only thing Edelbrock was recommending was a ~$1800 complete system replacement.

A carburetor is looking pretty attractive right now.
 
Ian,

Would they be the items on the right side in this picture? There's one more on the bottom left as well.



Detail shot:

Was also thinking of just replacing the capacitors and seeing what happens. There are three of them in the lower left as well.
 

Rick Merz

Member
Lifetime Supporter
Your ECU must have 1 or 2 relays (my ECU had them included in the wiring) for incoming power and 3 or 4 fuses to protect the outputs. (also included in the wiring) check all fuses and relays to ensure that they are good.
 
Rick,

I believe I have only one relay and it is external to the ECU box itself. Nothing else is clicking on or off with the key inside the ECU box but I did confirm I have power delivered to the outputs of that external relay (one goes to fuel pump, one to the ECU).

Nothing else that I am looking at looks like a relay on either side of the PCB, but I wouldn't say I have a highly trained eye for this sort of thing.

I don't see anything which looks like a fuse either. THIS should link to the high-res (zoom-able) photo of the top side of the PCB, and THIS is the link to the back side. See anything fuse-like which I should check?
 

Ian Anderson

Member
Lifetime Supporter
Hi Chris in my ecu I have 3 external relays, small current from the ecu clicks relay to activate something else, in my case fuel pump, coil and ?
Have you done basic checks, do you have fuel getting to engine? Check power to fuel pump and listen for clicking on injectors to know they are opening and closing, check fuel filter, amazing how blocked they get in a hurry!
And do you have spark? Check wiring to coil and earth connections.

Ian
 
I never actually quantified what I did:

Power confirmed to the ECU - got +12v at the keyed wire which supplies the ECU, also confirmed at the pin going into the ECU box.
Fuel pump runs - jumpered to the + post on the pump and it fired up and sounded like it always did
Ignition coil has 12v - Voltmeter showed 12v at the coil

Conversely:
There is no activity upon key on/external relay clicking - fuel pump does not cycle ~3s like it always did
Hand-held calibration module is dead - It does nothing (no sign of power even being delivered to it); supposed to display temps, RPM's, advance, idle settings, etc...
No spark.

The manner in which it cut out and back in those two or three times before the final cut (instantaneously, not at all in a ramped fashion) makes me believe it isn't a fuel pressure or filter thing. The symptoms are screaming electrical to me.
 

Paul Hendrickx

Member
GT40s Supporter
Hi Chris
seems to me a logical diagnostic, and to be the "edelbrock" chip which cut out.
if you purchase new computer you will have to transplant chip anyway otherwise the v8 will not run on a 4 cyl ecu ..... so hope she(the edelbrock chip) is not flashed throuhg low voltage
if you go over the various Alfa forums, the ecu suffers from voltage drops over starting, and at a while and brake down
for my proper curiosity..... what kind of phonic wheel do you have on the crank shaft? 60-2 or 36-1? or you have other engine speed info?
coil pack or distributor? do you found a wiring diagram?( i looked for it but no real succes )

anyway i hope you fix the bug,
Paul
 
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