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the insightful advice is free.

(eliminate any and all instances where MORE THAN ONE GROUND CONNECTION PATH exists between any two pieces of equipment. the vehicles in question ARE NOT the problem.) the propensity of many here to grounding everything in sight is the cause of the problem. the solution is to use a central grounding point or "sink" and isolating all equipment with more than a single ground path connection between any two pieces of equipment using the engine block as the central grounding point connection.

duplicate ground paths form the equivalent of a loop antenna which gathers interfering currents and cumulative path resistance transforms these currents into voltage fluctuations. because of these loop induced voltage fluctuations the intended ground reference in the system is no longer at stable voltage potential so signals ride on the noise. the noise becomes part of the program signal and upsets the voltages used to control the ECM and hence the rough idle and stalling of the engine.

isolating these duplicate ground return paths then becomes mandatory in any effort to provide a solution for the problem that is the topic of the current thread. it's extremely doubtful that you'll be hearing anything about this from some "mechanic" working in a vehicle dealership anywhere as it's simply not their area of expertise. to effectively deal with the problem the loop coupling created by multiple ground return paths between the several pieces of equipment must be eliminated allowing only the rf component to remain. right off hand i can think of two basic electronic components capable of this function, those being capacitors (dc blocking) and transformers (isolation) which are able to break up the paths responsible for the induced currents and the voltage fluctuations created by them.

the understanding of these basic principles and their practical application is all that is required for the flawless execution of high power installations in vehicles equipped with CPU/ECM regulated fuel, ignition, sensor, timing and other control functions.

the link was provided for those here who are subscribed to the Members Portal.

<blockquote data-quote="freecell" data-source="post: 111964" data-attributes="member: 30">the insightful advice is free.(eliminate any and all instances where MORE THAN ONE GROUND CONNECTION PATH exists between any two pieces of equipment. the vehicles in question ARE NOT the problem.) the propensity of many here to grounding everything in sight is the cause of the problem. the solution is to use a central grounding point or &quot;sink&quot; and isolating all equipment with more than a single ground path connection between any two pieces of equipment using the engine block as the central grounding point connection.duplicate ground paths form the equivalent of a loop antenna which gathers interfering currents and cumulative path resistance transforms these currents into voltage fluctuations. because of these loop induced voltage fluctuations the intended ground reference in the system is no longer at stable voltage potential so signals ride on the noise. the noise becomes part of the program signal and upsets the voltages used to control the ECM and hence the rough idle and stalling of the engine.isolating these duplicate ground return paths then becomes mandatory in any effort to provide a solution for the problem that is the topic of the current thread. it&#039;s extremely doubtful that you&#039;ll be hearing anything about this from some &quot;mechanic&quot; working in a vehicle dealership anywhere as it&#039;s simply not their area of expertise. to effectively deal with the problem the loop coupling created by multiple ground return paths between the several pieces of equipment must be eliminated allowing only the rf component to remain. right off hand i can think of two basic electronic components capable of this function, those being capacitors (dc blocking) and transformers (isolation) which are able to break up the paths responsible for the induced currents and the voltage fluctuations created by them.the understanding of these basic principles and their practical application is all that is required for the flawless execution of high power installations in vehicles equipped with&nbsp; CPU/ECM regulated fuel, ignition, sensor, timing and other control functions. the link was provided for those here who are subscribed to the <a href="http://www.firecommunications.com/portal.txt" target="_blank">Members Portal.</a></blockquote>

[QUOTE="freecell, post: 111964, member: 30"] the insightful advice is free. (eliminate any and all instances where MORE THAN ONE GROUND CONNECTION PATH exists between any two pieces of equipment. the vehicles in question ARE NOT the problem.) the propensity of many here to grounding everything in sight is the cause of the problem. the solution is to use a central grounding point or "sink" and isolating all equipment with more than a single ground path connection between any two pieces of equipment using the engine block as the central grounding point connection. duplicate ground paths form the equivalent of a loop antenna which gathers interfering currents and cumulative path resistance transforms these currents into voltage fluctuations. because of these loop induced voltage fluctuations the intended ground reference in the system is no longer at stable voltage potential so signals ride on the noise. the noise becomes part of the program signal and upsets the voltages used to control the ECM and hence the rough idle and stalling of the engine. isolating these duplicate ground return paths then becomes mandatory in any effort to provide a solution for the problem that is the topic of the current thread. it's extremely doubtful that you'll be hearing anything about this from some "mechanic" working in a vehicle dealership anywhere as it's simply not their area of expertise. to effectively deal with the problem the loop coupling created by multiple ground return paths between the several pieces of equipment must be eliminated allowing only the rf component to remain. right off hand i can think of two basic electronic components capable of this function, those being capacitors (dc blocking) and transformers (isolation) which are able to break up the paths responsible for the induced currents and the voltage fluctuations created by them. the understanding of these basic principles and their practical application is all that is required for the flawless execution of high power installations in vehicles equipped with CPU/ECM regulated fuel, ignition, sensor, timing and other control functions. the link was provided for those here who are subscribed to the [URL=http://www.firecommunications.com/portal.txt]Members Portal.[/URL] [/QUOTE]

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