Got the Moates s/w and the max232 going. WOW! This much better than Winaldl @ 160 baud!

Noticed the LV8 acting wierd.
On every WOT run in 2nd gear, the LV8 max's out around 3300-3400 rpm at around 250, then starts decreasing down to 200 at 5000 rpm. I thought LV8 was calculated using RPM and MAF.
How does the LV8 go down with MAF and RPMs both rising the whole time??

I've increased the max ign timing from 36 to 42 degs by adjusting the last 3 columns of the main spark table and haven't seen a single knock count. Seems like I should have seen a little knock by now. Anyone know if there's an issue with the s/w regarding the knock counts? I tried hitting the headder flange with a small hammer. Taped on head too, but no knock counts.
Everything else seems to be working perfectly.

Has anyone tried the "Speed and Time pass" function at the strip?
How accurate is it? It shows me going from 14.5 to 13.2 with just the spark and PE adjustments I made recently. :lala:

 

LV8 is about airflow, and rpm. So while the rpm maybe going up the actual airflow maybe going down. Spinning and engine higher doesn't always mean making more HP.

Adding too much fuel with too much timing can gain some performance, right up until you knock the corners off of the pistons. You can get to where your adding so much fuel that your overly increasing the Effective Compression Ratio of the engine and HAVE to use alot of timing to get it to run well.
The key is the least timing with best performance, not the most timing and most fuel, unless your racing, for money, or have a big engine budget to afford going fast for a while.

 

But the airflow IS increasing along with RPMs as the LV8 trends downward. That's what confuses me.

I originally had the WOT A/F at 12.5:1, but when I started advancing the timing (+3 degs@ 4800RPM), the mixture went to 13.5:1 @ WOT.
That's why I started adding fuel. Currently at WOT, my A/F is 11.5:1 and my inj P/W is close to 10 ms. I think I'm getting close to max for the LT1 injs. I was going to leave it at 11.5:1 while I tweaked the spark tables some more, but I'm getting concerned abt adv the spark more than 42 degs (at WOT and 5000 RPM).

I understand it's not really desireable to run the timing right at the verge of detonation. I was meerly trying to find the detonation point so I could back off 2-3 degs for some cushion.

I'm thinking abt building a stand-alone detonation monitoring device for that extra piece of mind.

 

Pulled the plugs,. They looked OK at first. Then I looked at them with a 30x handheld microscope. WOW! I can see little shiney ***** fused to the electrode. I'm assuming they came from the piston being erroded by detonation.

I built and installed a stand-alone detonation sensing system. It uses a regular knock sensor installed on the drivers side. It shows that I still have detonation between 4-5K rpm @ WOT and I'm only running 29 degs adv at WOT. A search brough up a discussion abt iron 350 TPI heads. It was mentioned that TPI heads don't like much spark adv. Can anyone confirm that?

The memcal that came with the ECM had a knock sensor thingy on it. It was removed along with the EPROM and a zif socket was installed. The ECM harness is from a 87 GTA and I have the underhood ESC module installed.

Will this set-up work? (Having the memcal knock sensor thingy removed and the underhood ESC installed all using the 87 GTA harness)