I am looking at the Holley Pro Jection for my truck. I was wondering if anyone has tried this. It looks pretty simple and straitforward so I dont think it will be that bad its just a matter of getting myself to spend that kinda money on the truck. If any of you have one that you want to get rid of let me know. Anyways if you have any ideas about installing it or know how its done let me know. Thanks

 

What truck are you putting it on?

 

1985 F150 with a 351W four barrel manifold. C6 Transmission

 

My father has an early 70s Bronco with a later-model 302 in it that has been converted to fuel injection using some sort of Holley system. If this is what you're talking about, my advice would be to stay away. my father has had any number of problems with the thing, I think they were mostly related to the fuel pump pressure. I can ask him for more specifics if this is the same thing you're talking about.

-chris
colorado, usa

 

I think that that may be what I am talking about. Its a full kit that converts over to a throttle body system.

 

OK, I asked my father to write up his experiences with a Holley aftermarket FI system, his comments are pasted below.

Apparently his Bronco has the original engine, I thought it was a later model but it really shouldn't matter.

He talks about modificatios made to the system, I don't know if he or the PO or somebody else made those mods or when. I *seem to recall* a Holley rep coming out here to investigate/adjust/fix/whatever but I very well could be wrong on that, it was a LONG time ago.

Anyhow, read his comments below, let me know of any questions you have and I'll ask 'em all at the same time, OK?

-chris
colorado, usa
--
I have the Holly 2D system on a 1974 Bronco. The 302 is rebuilt and the
projection system installed. I have put about 60K in 10 years on the
system. The system was converted from an analog to digital controller in
the second year. The system was also modified to correct fuel delivery
problems due to the duel tank selector valve, a significant
modification. The good, bad and ugly of the system.
The good. The system works very well as a replacement for the downfalls
of a carburetor. It works well 4-wheeling at lower elevations but the O2
must be disconnected above 10K. Street performance is reliable.
The bad. The relays used in the system are not sealed and are a weak
link, I've replaced three. The high pressure, in-line fuel pumps, are
not as reliable as an OEM pump, 20K may be a good guess for a life span.
The ugly. My system, two high pressure pumps feeding the selector
valve, was a disaster. The selector valve created enough of a flow
restriction to "fry" two pumps in a 200 mile trip. My system was
modified with two low pressure volume pumps feeding the selector valve
and a third high pressure pump installed downstream of the selector
valve. I was led to believe that a better, flow characteristics,
selector valve would have been another option to correct the problem??
The digital controller has worked reliably but an occasional "tuning" is
necessary, the idle circuit most apparent. The O2 sensors are the second
most common replacement part. The system, mine, has a tendency to run
rich, and carbon foul the O2's. I have a high quality, low restriction,
exhaust system and was told (by Holley) that an alternative placement of
the O2 may "help"??
Finally, my most frustrating experience is the "extraordinarily long"
wait times on Holleys' HELP LINE and it is NOT on an '800' line. They
"know" their products but expect to wait, at least 20 minutes, before
you talk to someone.
Good luck!

 

First off when did he get this system and if you can remember what system was it? (I am wondering if maybe they updated it since he got it). Also, should I put the fuel pumps in front of the switching valve to fix the restriction issue? Thirdly where did he install the O2 sensor? And finally did it significantly improve his mileage and just overall driveability?? Cause thats what I'm really looking for. Thanks for your help.

 

He got that Bronco around 10 years ago, the guy he bought it from had only recently installed the Holley system when he had to sell the vehicle.

It turns out that no Holley rep came out here like I mentioned earlier, but rather my father took it to a local service place that Holley told him to take it and *they* investigated & updated components per Holley's direction (I guess in 2004). He tells me the Holley Tech Support guys are really good - they'll tell you to go take certain voltage measurements, go twiddle with this & that while they're on the phone telling you exactly what to measure & do. But the phone calls aren't toll-free (which maybe doesn't matter so much in this day of free cross-country long distance available with many cellphone plans).

Anyway, his most recent response is pasted below, let me know of any more questions, ok? I see he didn't answer your question about the location of the O2 sensor so I'll ask him that + whatever new questions you have.

-chris
--
The system was updated in 2004. It is the Holley Pro-jection 2-D system.
The updated system has three fuel pumps, two volume pumps feeding the
selector valve (@ 5 PSI) and the in-line, 15 PSI, downstream. I don't
think the in-line, hi-pressure pumps, are good in "suction"
applications. Holley would be able to tell you about the characteristics
of the restriction of their "current" selector valves, which I believe,
are different from the model I have installed. I have a Pollak 42-149.
As for improvements in mileage, I don't think there is any significant
improvement from a carb., however, the Holley system allows you to
adjust the rich/lean characteristics throughout acceleration curves. You
can adjust either mode, low, med, or hi RPM mixtures. Since I don't know
which Holley system he is looking at, I have no idea what is
"adjustable" on their current multi-port systems.
The overall drive-ability of my system is very good. Response to all
driving conditions is excellent. The cold weather operation is MUCH
better that the old choke system with a carb., a real improvement. There
is, also, no "lag" in throttle response as in carbs with vacuum operated
secondaries.