Finally got a chance to spend some time with the Cobra again last night.
On the dyno (and street) my Voltage was dropping down to 12.3-12.5 at WOT, causing the MAF Counts to drop for a brief moment. This obviously made the car difficult to tune at that rpm.
Mind you the car has a new NAPA (most expensive) Alternator on it and is advertised as being 130a. Aside from cleaning all connections, I added a PA Performance Wire upgrade kit, Ran an additional 6ga ground wire from the engine block directly to the negative terminal on the battery, Made a very crude heat shield to place between the drivers side header and the alternator, then ran a 3" flexible drier duct from the Drivers side hole next to the foglight all the way to the back of the alternator.
BINGO. I logged it a few times on the way to work and voltage stays at or above 13.1 volts at 6k+rpms. Cruising around the voltage is now 13.8-14.2, where before it would start at about 13.7 and steadily drop to around 13.3-13.4 as the engine compartment heated up.
Im quite relieved its fixed! :clap:
On the dyno (and street) my Voltage was dropping down to 12.3-12.5 at WOT, causing the MAF Counts to drop for a brief moment. This obviously made the car difficult to tune at that rpm.
Mind you the car has a new NAPA (most expensive) Alternator on it and is advertised as being 130a. Aside from cleaning all connections, I added a PA Performance Wire upgrade kit, Ran an additional 6ga ground wire from the engine block directly to the negative terminal on the battery, Made a very crude heat shield to place between the drivers side header and the alternator, then ran a 3" flexible drier duct from the Drivers side hole next to the foglight all the way to the back of the alternator.
BINGO. I logged it a few times on the way to work and voltage stays at or above 13.1 volts at 6k+rpms. Cruising around the voltage is now 13.8-14.2, where before it would start at about 13.7 and steadily drop to around 13.3-13.4 as the engine compartment heated up.
Im quite relieved its fixed! :clap: