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When you get to intermittent Knock on the 2-3rd gear change look at what the commanded AFR is doing.

You also, are twice during a pass TRYING to force the injectors to a STATIC condition.

While folks seem to think that's OK, some folks are still amazed why they blow headgaskets. Injectors can miss entire cycles of Off to ON when you try to do that. ie the injectors stays OFF for a while. Not a good thing.
 
What chip is that? Is the blm in cell 15 being 146 enough to drive the commanded a/f to 7.7:1 and inj pw to 36.9 ms? I assume you are running alky and high boost, so I'm not sure with you are not hitting 255 gps on the maf.

Ewww, is that what a slip shift from 1st to 2nd looks like :)

Mike
 
I thought you could run 11's on the stock injectors. :D

Got some bosch greentops 42.5Lbs. to put on in the spring. :)

Reds' allegedly 100 chip I think it's a 108 or better.

Tranny needs some help I guess. :(

Not sure about the MAF thought it would be pegged also at 19 psi. boost or so.
 
Hey there's no knock at all on Run2?

Don't have Run1 on this computer to look at.

Tons of KR during the burnout however, I assume it's wheel hop KR.

Tranny does not look too good that's for sure, that and the MAF not pegging isn't good.
 
Looks pretty good to me. I dont see what Bruce was talking about. Only thing I see is it looks like you backed off the gas to make it shift to fourth, oddly the 1-2 flared (Youj can even see LV8 drop because of it), the 2-3 looked tight, and the 3-4 just sliiiiiiddddddd into gear.

I didnt see and MAF dropouts which is strange. There a MAF lock in that chip?
 
I don't know Jim maybe, didn't say in the little blurb that came with it.

I think Eric Schertz is gonna have another customer. ;)

I think I let off and shifted after the 1/4 was over for some reason.

Also I hit the lockup switch I think somewhere in 3rd gear maybe that was it.

Car ran 99mph.

That was the run against the 9.9 car (Rick Martinez GS) and he was waiting for me a bit down the end of the track. :D

I think the tranny, a line lock, SP10 MM chip and the Bosch 43's will help the car with alky. At least up to 22psi. boost or so.

Then I will need a higher timing alky. chip.

Jim you burn alky. chips for the bosch 43's?

PS: Bruce just checked Run1 and see the KR is large at hitting 5700 rpm or so on the 2-3. Not good. Tranny problems for sure on Runs 1+2. :eek:
 
I dunno, I dont see what looks like a converter lock, but I DO see you let off to ~1/2 throttle either where it shifted to 4th (which is NOT indicated by the 4th gear switch) or the TCC locked and pulled the motor down BIG

Youre in Ct, why not get with Joey Burkhart? Otherwise yes, Eric is your man.

I guess I didnt see your other run. I looked at cat1-5.dat.

99mph is somewhere mid to high 13's and you wont necessarily peg the MAF at that power level, so I wouldnt be concerned with that.
 
If your having problems it looks like your voltage is a bit low which can cause some wacky readings.

Sully
 
Oh yeah Sully I saw that too when I played it back at the track. I think the connector was loose on the alternator or an intermittant field wire. Not quite sure about that.

Scanmaster reads 13.5-14.2 mostly now, but I haven't had the direct scan back in the car since Englishtown. Could be an ECM ground or voltage problem going on.

Run was a 13.5 so I guess I did okay.

Joe doesn't always have much free time. ;)
Only talked to him about a billet tranny big $$$ for salvageV6 the WE4 car.

GN only needs the street/strip one. It's kinda slow for now.

Thanks for the help. :)
 
Finally had a chance to look over 1-5.dat

Some observations (for what they're worth):

Tranny doesn't look to bad, EXCEPT, what I did see was your TCC is locking simultaneously with the 2-3 shift :eek: Notice the engine rpm dropped over 1,600, all the way down to 3,300. Pretty bad bogg because of it too. If you're not locking it at that point, something else is. Probably why the 2-3 shift felt so "luggy".

Never did shift into 4th, or didn't indicate such.

Driving those injectors to 150% :eek: I think you'll find that 42.5's might be close to 100% by the time you get them in. You may have to go larger. I'd seriously re-think your next injector upgrade!

Judging from the fact that the chip is running 27.4º of WOT spark timing, it's likely a 108 chip. Most 100 chips are closer to the 23-25º range. You have too much timing for a 100 chip.

As for the voltage that was mentioned. It's really NOT too low. Anybody runs DS will probably notice the voltage "seems" to be lower than it should be, but that's more a function of DS than it is voltage, simply because of where it's "tapped" and read inside the ECM. I wouldn't worry too much about that. A perfectly normal operating system will usually indicate voltages in the 12.4-13 range on DS during WOT.

Other than that, not much else. Just don't lock the TCC until after you've been in 3rd for at least 2 seconds, then you won't have that HUGE 2-3 bogg.
 
I have to disagree with you on the voltage. I have pretty bad MAF drop when my voltage was below a DS reported 12.3 or so and it was really bad when it was in the 11's.

Here what I see:

RPM - 5125
MAF - 215 (seems low)
o2 - .780
Injectors 142%

then a bit later you have:

RPM - 4650 (lower RPM should be flowing less air)
MAF - 231 (indicates that your flowing more air)
O2 - .820 (richer indicates your flowing less air)
Inj. - 131% (Lesss injector but richer than with more inj)


Now I know you can't always compare 1st gear data with 2nd and 3rd gear data but this data doesn't quite add up. Then you throw in the 29.9º of retard he gets and I think there is a problem.

I think the MAF should be closer to maxed in 1st and maybe the voltage is causing a low reading. I used to have the run in DS that showed exactly what happens when voltage drops but I can't find it. If I do I will post it later.

Sully
 
Found a run that shows what I am talking about.

DL it here

notice how anytime the voltage drops below 12.3 or so the maf and Lv8 drop off.

Sully
 
Can someone explain to me what is needed or how to view this? I just got Direct Scan the other day but can't get this to open up. Any help-TIA
 
when you click on the link... pick save and save it to your DS directory(or right click and pick save TARGET as ...). Then go into DS and pick file open and select the file. Then after you open it pick buffer redisplay and look at it.

HTH

Sully
 
Thanks! I can see it now. What is the best way to step through it to get an understanding of what it has to tell?
 
Originally posted by V6 Beast
Found a run that shows what I am talking about.

DL it here

notice how anytime the voltage drops below 12.3 or so the maf and Lv8 drop off.

Sully
Click to expand...

My voltages (as reported by DS) are typically in the 12.0-12.3v range during a WOT run and never suffer anything because of it.

I must add one note however. In looking at that trace, your voltage trace is VERY non typical of a DS voltage report trace! Most are always very flat, while yours is all over the place and far too synusoidal. It's a pretty ugly trace and indicates there may be a more serious voltage problem than you think. Remeber, the voltage signal that DS reports is filtered, and taken from inside the ECM, not the engine compartment. And as such sould be fairly flat. Moving all over the place as that display does indicates a far worse problem out under the hood where the raw voltage is. :eek:
 
Originally posted by TurboDave
I must add one note however. In looking at that trace, your voltage trace is VERY non typical of a DS voltage report trace! Most are always very flat, while yours is all over the place and far too synusoidal. :eek:
Click to expand...

Which is exactly why I pointed the problem out in Cat1-5 (which you scoffed at). :D Now the volts aren't as bad as the run where I had a bad alternator(the one I posted), but may very well be the beginning of something on the way out. BTW I replaced the alt and now they look like THIS :cool:
 
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