I'm running a 165, 6E and scanning with Moates. I've just swapped from an Accel LTR setup to a LT1 intake. I've got the "tip in" hesitation stuff and part throttle BLM's in pretty good shape. I did some short WOT scans a few minutes ago to see where I'm at. Few things I notice compared against my last LTR revision...at the same rpm (~5200), my MAF rate isn't reading as high, lv8 load is lower and at the same commanded WOT A/F ratio the injector pw is lower. I used to always see values ~9.5-10.0 on the injector pw, now there ~8.0. I'll think about what's going on some more tonight, but I thought I would consult the experts. I didn't record anything up at 6000 rpm yet...could it be that since my curve has shifted up with more breathing, you can't compare at the same rpm? I'm really thinking about diving into the 730 swap.
TGO Supporter
An LT1 Intake is very similar to a Miniram. With the LT4 HotCam, you should be looking for peak HP somewhere around 6,000 rpm (depending on the heads, which you don't explain too much...and possibly the "Weakest Link").
Yes, you should expect all your readings to change because of the different VE of the Engine. Also, a WB O2 would help to ensure the mixture is right with the PE tables.
Do watch you airflow with the MAF. A good 355 generally max the MAF somewhere around 5,800 - 6,200 rpm)...sometimes sooner.
Yes, you should expect all your readings to change because of the different VE of the Engine. Also, a WB O2 would help to ensure the mixture is right with the PE tables.
Do watch you airflow with the MAF. A good 355 generally max the MAF somewhere around 5,800 - 6,200 rpm)...sometimes sooner.
The heads are the "weakest link", but they did have the Scoggin-Dickey $500 port job when the ZZ4 was purchased, so there not too bad.
I did a couple more scans today where I did some short WOT runs. At 6000 rpm the maf is at 243, so you're right it will probably hit max ~6200. Unbelievable how this thing wants to rev now.
I did a couple more scans today where I did some short WOT runs. At 6000 rpm the maf is at 243, so you're right it will probably hit max ~6200. Unbelievable how this thing wants to rev now.
TGO Supporter
Also, remember as the RPMs increase, you have less and less time to get ALL the fuel in the engine. At 6,000 rpm, you only have 10ms for 100% DC. For 80% DC, it would be 8ms. And over 6,000 rpm, the time is even less.
Max Injector PW usually occurs around where max TQ occurs. Alter the VE of the engine, shifting peak TQ at higher RPMS and the PW will shift accordingly. If peak TQ is lower (though higher rpms) the peak PW will be lower too. There is a direct relationship between PW and TQ curve.
Max Injector PW usually occurs around where max TQ occurs. Alter the VE of the engine, shifting peak TQ at higher RPMS and the PW will shift accordingly. If peak TQ is lower (though higher rpms) the peak PW will be lower too. There is a direct relationship between PW and TQ curve.
That's exactly what I'm seeing. On my old setup, I was used to seeing ~10ms at ~5300rpm, now I see 8ms at that same rpm. It's running 9ms at 6000rpm now. It's really weird how I used to watch the tach climb and wait to shift until I saw ~5400. Now, it is pulling so hard at 6000 I don't want to shift it. I set my Crane box rev limit at 6200 before I started doing any of the short high rev excursions and I've hit almost everytime before I can make the shift. I don't have a WB so I've got to make sure my PE F/A ratios are close, then I can get the G-tech out. I'm never sure when it gets to this point. I can add 5% fuel to the tables and never see it on the plugs, so I've almost given up on that. I do still look at them, hoping I can surely see signs of too lean, as long as I make small changes.