89gta383

iTrader: (5)

I need all the help I can get, this car is taking me into depression.

History:
89 gta
Bought the car in 1999 with the 383 motor in it. It had slp 1 3/4 headers and cat-back with dual cats, stock tpi intake, crane 214-220 cam, 2400 stall, pro-built trans and AFR 190 heads (9.1 compression ratio)as the only mods. It ran 13.70's at 101 mph in that state.

2001
Added accel 58mm tb, ed wright chip 30lb injectors, and comp 1.6 roller rockers, it dynoed 300 rwhp at 4600 and 380 tq at like 3200. With drag radials, car ran 13.10-13.00's at 104-106 mph in that state.

2002
Installed ported superram intake and base, got the AFR 190's ported and milled(10.7 compression now), added LPE 219 cam, yank 3500 stall with 3.73 gears. On drag radials spinning with a 2.17 60 ft time it went a 12.98 and 13.00 both at 110 mph, went lean and I hurt some pistons.

2002
Rebuilt motor myself with srp pistons, eagle 4340 5.7 rods and 4340 crank, all clearances checked by me and machine shop. Mains and rods were all within .0015-.0018, and piston ring gap was set by me at .026 top, .022 second, rod side clearance, crank end-play, piston/bore clearance were all within specs. Added LT1 intake, wells maf sensor and comp 230-236 .604-.608 114lsa cam and burning my own chips now, dynoed 345 rwhp at 5800 rpm and around the same tq but can't remember rpm right now. Best run was 8.10 @ 85 mph with 1.76 60 ft in that state.

2003
Added port-matched miniram intake, 36lb injectors, AI 242-254 .555-.585 110lsa cam, hooker 1 3/4 longtubes and mufflex 4" exhaust and dynoed 366 rwhp at 5900 rpm, didn't get a good torque reading due to the tranny kicking down. Car ran 12.77/12.83 both at 107 mph with 1.71 60 ft with et streets.

2006
Changed cams to 230-230 .600-.600 107lsa, went back to stock maf sensor with no screens(wells maf died)added rhodes variable duration roller lifters(to get more vaccum compared to last cam) and just dynoed 335 rwhp at 5900 and 348 rwtq. Just did a compression test and all cylinders were between 200-210 motor warm. I will degree the cam tonight and do a leakdown test also.

I am hoping that the cam is off from spec and something significant shows up from the leakdown test so I can have some kind of excuse. If that doesn't happen, does anyone see a trend here, that the car won't get past high 12's at around 107 mph with the current combo? Compared to some other dyno's with miniram's and 383's mine consistently dyno's low. The trap speed equals the low dyno numbers also. On a 175 hp nitrous shot it made 482 rwhp and 520 rwtq the same day it dynoed 335 hp. Car has always weighed 3750 with me in it.

Besides putting a vacuum guage on the intake at wot to check for any restrictions before the tb, what else do I need to look at?

89gta383

iTrader: (5)

Forgot the flow numbers for the heads:

AFR 190 Ported Ported
Lift Intake Exhaust Exh/Int %
.100 67.3 55.6 83%
.200 146.3 115.2 79%
.300 207.6 154.2 74%
.400 255.5 194.0 76%
.500 282.1 220.8 78%
.600 295.2 237.5 80%
.700 301.2 252.7 84%

HiTech5

iTrader: (4)

First question. Who ported your heads? Killer numbers!

From my experience with my 383, I dynoed 385 hp to the wheels with AFR heads, MiniRam and a Comp 230/236 HR cam. That was on the 17th dyno run at 220+ degrees. The week after the dyno tune, the car went 11.8@115.

Further tuning got me to 11.61@117.5.

In my opinion, you have the right combination of parts. Questions:
1. Is the computer pulling out any timing?
2. What is your WOT A/F ratio's?
3. How much total timing are you running?

The MiniRam likes ignition timing. I was playing around with timing and fuel ratios and ran the car with 34 degrees total timing. Could not run faster than 12.3@112. I run a DFI engine management but could not make adjustments due to laptop problem. The next weekend put the timing back to 38 degrees and went high 11.7's.

Dan Burke can testify to the increased power with additional timing. I believe he runs 40 degrees. Now my compression ratio was higher than yours. I was closer to 11.5-1. my chambers were 62cc and my pistons sat at zero.

Email me for more specifics.

89gta383

iTrader: (5)

Total engine airflow ported the heads. There was a 'suspect' guy who ported them the first pass and only got 4 cfm out of them, then someone else ported them and got the numbers I have now. I think he was new and the guy who ported them after was a more experienced porter. If nothing shows up on the leakdown test then I have to cast doubt on how good the heads really are.

AFR was 12.6 at peak hp.

Total timing was 38 degrees for the first run, then 40 for the second run.

I datalogged each run and have been doing that everytime I've gotten on the dyno. No knock retard on n/a runs, and 3 degrees on the 175 nitrous run.

Dyno runs are attached compared to the old dyno with the old cam. The funny looking graph is the tranny locking the convertor.

89gta383

iTrader: (5)

Compression test has all 8 cylinders between 200-210 psi with the motor warm. Just bought a leakdown tester so that's next and the front of the motor is apart so I can degree the cam.

Any more ideas?

89gta383

iTrader: (5)

Hitech, how heavy is your car? Trans and gear?

I would expect to be down 2 mph from your 385 when I did 366 rwhp so that would put me at 113-114 mph instead of 107, right?

HiTech5

iTrader: (4)

My car weighs 3350 lbs and depending how much winter fat I put on another 175-185 lbs for me.

With the combination of parts you have, I would estimate your car to run mid to high 11's with good traction. My car is an auto with a 3600 vigilante and 3.70 gears. The tires are 26" tall.

1989GTATransAm

iTrader: (3)

I agree with those parts your car has a lot more potential. Any idea what your dynamic compression ratio is? Help me if I'm wrong guys but the new way of thinking is that the 2nd ring gap should be larger than the first. Cuts down on ring flutter.

My mechanic just did the ring gaps for my new build up and I think the specs were .016 to .018" for the top ring and .020 to .022" for the 2nd ring. This is for the 4.030" bore on my 355.

89gta383

iTrader: (5)

Dynamic with old cam was 7.1, current cam is 7.8, static stayed the same.

I followed the instructions with the srp pistons when I set the ring gaps, and I set them a little larger for the nitrous. I also used the Lingenfelter book and I don't remember his book using the larger second gap, but I may be wrong.

1989GTATransAm

iTrader: (3)

The ring gap deal only has only become known to the general public just in the last few years at least with the people I hang out with. You are leaving some horsepower on the table with your 7.8 dynamic compression ratio but no where near what you are missing.

With the AFR 190's you could have gone to about 8.5 on the dynamic and run still run 91 octane with proper quench. Do you know what your quench dimension is?

Here is something that is odd. You had at one point 366rwhp and ran a 12.77@107mph. I have virtually the same car you do including weight and here is what I run. 12.71@107mph but with 36 less horsepower. That tells me your power under the curve is not what it should be. You have peak horsepower but not broad horsepower. Maybe you tune is still off. I run a maximum of 30 degrees spark advance. With my next motor it probably will not be that much.

Another thing I have noticed is that your power seemed to go down hill when you went to the Lt1 manifold and then the mini ram. To me these manifold are very similiar. What was your A/F ratio during those dyno pulls?

Another point. I have a Yank SS3600 torque converter and my dyno graph does not look like that even when it locks up. Maybe there is a problem with your torque converter. Call Yank and maybe send them a copy of your dyno graph for evaluation.

89gta383

iTrader: (5)

The deck height is .015 and head gasket is .026 which makes .041 quench. Pistons are srp -16 dish and 58cc heads.

The cam was spec'd to make the same power as the last one, but with more torque in the midrange and vaccum. I have thought of pulling the motor and changing pistons. If the leakdown test comes back negative, then it would be a good reason to pull it and go up to 11.95 compression(srp -5 piston).

AFR ratio on all pulls was close to 13.0. Total timing has gone from 36-40 degrees with minimal change.

The lockup is funny. On my old dyno graphs, it spiked then power went up. On the last dyno, power goes down and the afr goes up to 14. I added 10% fuel with no change. After I dyno'd I found some old posts about changing the lockup speeds in low gears, which I didn't do. The changes I made only moved the lockup mph higher.

I was going to ask yank about the slippage. The fluid is red and regular smelling.

1989GTATransAm

iTrader: (3)

Hmmmm. At this point I agree with you on the cam. That would be the next place I would look. If you can have it checked by someone that has a "cam doctor" that prints out the cams as ground specs that would be best. Then make sure the cam is degreed properly when installed.

I would check with Yank on the torque converter as another posible problem. You may be leaving 10 or 15 horsepower on the table with the lower DCR. But that is not the big problem. All I can think of for the moment.

Edit: Couple of more thoughts. I read a post where a guy had installed the Roades lifters and lost horsepower. Might want to put factory lifters in there for a tryout. Second thought is your valve springs. Are they compatable with the high lift of your cam and have the proper pressure? I'm going with the beehives on my buildup.

89gta383

iTrader: (5)

Degreed the cam and got 105, 106 and 106.5 for an avg of 106 on the intake centerline. Cam card says 107, so it is only off a degree.

Funny thing is, I only get .306 as the lobe lift when it is supposed to be .375. .489 lift vs .600 lift is a big difference.

Bret told me to change lifters also. I have some comp 875's that I can put back in there. The leakdown test looks funky also

1989GTATransAm

iTrader: (3)

You got that right on the lift and the Rhoades probably are not helping either. Sounds like you have found one of the problems.

89gta383

iTrader: (5)

He designed the current cam.

I tried the rhoades lifters when I had an Advanced Induction cam which was 242-254 .555-.585 110lsa and had no vaccum even with a canister. I didn't have enough compression for that cam, but that is the one they designed for me.

1989GTATransAm

iTrader: (3)

Actually I goofed on my question. I had meant to ask about the LSA not the ICL. Oh well disregard my thoughts on the 106ICL. If Bret is on the case you can't do better than that. I think you will get the problem(s) solved.

89gta383

iTrader: (5)

With a regular lifter on the cam the lobe lift is .37, so the cam is not the problem.

I pulled the heads and am sending them and the intake to Lloyd Elliot to get checked out. Others whose heads have been ported by TEA were down 40-50 cfm's after getting them flowed on other flowbenches. I am hoping there is something seriously wrong with the heads so it can be fixed. Otherwise, I don't know where else to look.

The head gaskets looked fine, no broken rings around the cylinders anywhere.

If the heads and intake come back with a clean bill of health, then I will dyno again after swapping to the 730 ecm, try different cold-air set ups and put a vacuum guage on the intake at wot.

If all of that fails, then I'll just put the 250 shot on it(200 rwhp) and be happy if I can get a 10.99 out of it with 535 rwhp.

gixxer92

Here guys, dont' know if its been thrown out there yet but its a dynamic and static compression calculator. One of the guys on the eastern Iowa board posted it a couple of weeks ago, made me go back and change the pistons in my motor so I have a dynamic/nominal ratio of 9.32 : 1 now, from the 7.2 I had with comps xfi 07-466-8 cam I had boughten with 58cc heads and flat top pistons now (had blower pistons 20cc dished)

Tony

Not2Fast: Compression Ratio Calculator

gixxer92

Changing a cam to one with a large "After Bottom Dead Center (ABDC" on "Intake Valve Closing (IVC)" can seriously change dynamc compression. If I had used the LE2.2 (Friend has it on sitting in his shelf) it would have helped but changing the pistons allowed me better cam swaps later on since I plan on runnning a NA motor and not a blower/turbo application

vernw

iTrader: (2)

Any idea os the specs on that LE2.2 cam? I've been considering having Lloyd port up a set of heads for an LT-1 I have sitting in my garage that will eventually be a 383 LT1 and would probably use his cam if I do....

89gta383

iTrader: (5)

I think everybody is tight-lipped about cam specs on his cams.

89gta383

iTrader: (5)

Just got an email from Lloyd Elliot about my heads. The portwork that TEA did was ****:

heads showed up yesterday and I have good new and bad news.

bad new is that who ever ported the heads did very little to them and
they
are basically a stock AFR 195 CNC head that has been "buffed" a lil and
flared out at the gasket area. The real areas of restriction in the
port are
still the same size that they were when they left AFR. The flow #'s
provided
are about 25 cfm off on intake and about 50 cfm off on exhaust like
they
were flowed on a Flow Data bench instead of a Super Flow bench. These
heads
are the problem with why your 383 is making peak HP at 5900 RPM. You
might
have other problems like ignition, fuel, tuning, CAI restriction, TB
size
restrictions, exhaust restrictions, etc, etc, but regardless, these
heads
are gonna make peak HP at 5900 RPM on a 383 with the cross section they
have
at the pushrod pinch.

Good new is that we have found alot of your problems and when going
back
together, the heads will be able to make peak HP at 6500 RPM or so even
with
that cam you have. I can get the heads and intake lined out so you are
"capable" of making more power and "capable" of makinbg the car much
faster
and as longa s there are no other restrictions mentioned like the ones
above, the car will fly.

There are LOTS of ways to lose HP and I can't speak for the rest of the
car
but the HEADS and INTAKE will NOT be the problem as far as making HP
and
track times once I am done with them.

1989GTATransAm

iTrader: (3)

Here is my two cents. The heads would still flow 257cfm at .500 lift and 180cfm on the exhaust as they were installed on the car going by Lloyds numbers. Those are not bad numbers just not what you probably paid for.

I know of 355's putting down more power and running with Superrams. They are running Trickflow heads with about the same flow rate as your heads currently are. They are both putting down around 370rwhp with more to go in the tuning.

When Lloyd gets done you will have an awesome set of heads and the potential to make some serious horsepower. You should at least be in the 400rwhp range. Good luck with your project.

89gta383

iTrader: (5)

That is what I replied back to him but haven't gotten anything yet.

I think the Rhoads lifters might be 5hp, and the cold air intake, maybe 5hp. If the heads give me 20, then that would put me back at 365rwhp, which is where I was with the 242-254 cam. Problem is, I still ran 107mph when I put down 366 rwhp, so it might be in the drivetrain somewhere?

I have all the stuff for the speed density swap so that is next. I am thinking that the 3" cold air and 2.75" maf sensor might be holding back some air. I am going to dyno after the heads get back and make one run with the throttle body boot connected right to the maf sensor and the maf sensor sucking air with nothing in front of it. Maybe that will tell me how well it is flowing and if it is costing power. That, along with the vacuum guage should tell me something.

The speed density swap may or may not show anything, but the maf flow didn't hit 255 for some reason on the last dyno runs. There also wasn't a big fan in front of the car to simulate the airflow moving over the front of the car, but it still should have maxed the maf out. I have never had a problem maxing it out when running on the street and logging data.

I know my set-up isn't perfect, but when it had the superram, 219 cam and shorty headers with a 3" cat-back it went 110mph, went lean and popped the ring lands off some pistons, so I'm thinking it had another 3-4 mph in it, which would make it 113-114 mph. The magnum tpi car in gm hi tech magazine went 11.99 at 113 with 324 rwhp.

I've already calculated the converter slip at 6.4%, so unless the tranny is slipping or the posi unit is slipping, I don't know what it is.

1989GTATransAm

iTrader: (3)

The cold air intake may be costing you more than that. With the Camaro's in our club there is a solid 8hp gain on the dyno with improving their intake system using the speed density system. On a Firebird the gain is quite a bit larger. So I think you could be loosing 15hp right there. I went with a 3 1/2 inch cold air intake system I made myself. I can guarantee there is no restriction on mine.

One more thing is valve train geometry. With the different rockers, heads etc make sure you have the proper length pushrods. If things are not close to right your cam will appear smaller and the lift will be smaller. The action of the cam has to be transmitted to the valves. If not done so properly you will loose horsepower.

89gta383

iTrader: (5)

You are running maf right? If so, then your maf sensor is what is necking down from 3.5 inches to 2.75 inches. Mine is 3" pvc pipe from the hardware store and a k&n filter, so it should be way better than stock. I was thinking that the air necking down to 2.75 might be something to check on the dyno by putting a vaccum guage right after the maf sensor in the intake track.

Valvetrain geometry is right on. The roller tip only travels within the middle 1/3 of the valve stem from closed to open.

I'm starting to think it is the converter or tranny. Back in 2004 when I dyno'd 366, the last pull on the dyno with the nitrous the car jumped in rpm suddenly around 5000 rpm. I thought it was because the afr was so rich. On the old dyno runs, when the converter locked up, the tq and hp jumped up, but on the new runs, when the converter locks up, both go down and the afr goes lean.

ZimGTA

When I dynoed my setup, the MAF hooked to the T/B vs stock intake/air cleaner picked up 40hp. This is on a 383 miniram cc306 cam with 23 trick flows and way low compression. (I know don't ask)

89gta383

iTrader: (5)

Zim, rwhp or fwhp?

1989GTATransAm

iTrader: (3)

I have switched to speed density and I'm running a 3 1/2 pipe all the way to the 4" to 3.5" transition custom rubber adaptor to the throttle body. I did have a MAF in the middle of the 3.5" tube and yes I did have funnel type transitions down to the MAF size. I will be interested on how this turns out so keep us posted.

ZimGTA

rwhp!

Mkos1980

iTrader: (8)

Sure hope you get all the stuff figured out. I too want to get my heads and intake ported by LE. I was running a 383, 219, TF and LTR setup and it produced 323/424 on a dynojet with a 12.76@106. I changed to a miniram now in hopes of loosing some TQ and upping the HP. We'll see what happens at the track in a few weeks.

89gta383

iTrader: (5)

Pulled the tranny pan and the filter looks perfect, so the converter/trans isn't the problem.

Heads are done and should be here next week. I'm going to have to spend some quality time on the dyno and at the track to find out what is and isn't sucking up power and go from there.

This car has spent more time on jackstands than I've spent driving it in the 7 years I've had it. I need to stop messing with it and just drive it.

89gta383

iTrader: (5)

After many misc gremlins, the car is back running.

Went to a heads-up street car race and ran 7.75 at 91 mph with a 1.72 60ft, 7.86 at 91 with the same 60 ft. Tranny wouldn't shift into 3rd gear both times.

Sprayed the 150 shot and ran 7.31 at 97 mph with a 1.71 60 ft. I don't think the nitrous is hitting right. I should have picked up at least 10 mph with a 150 shot to the wheels and the 60 ft didn't change at all. Tranny still wouldn't shift into 3rd on the bottle pass either.

Might try to hit gainesville on Wed(1/4 mile) but not sure if I should if I have to get off the throttle and back on again for it to shift to 3rd gear.

I'm manually shifting from 1-2-D at 6500 rpm each time.

Craig (ZZ17iroc) ran 11.64 at 118 with almost the same combo, so I still have some work to do. All the stuff for the speed density swap is here, so I might start on that Monday nite.

89gta383

iTrader: (5)

Also found out that I wasn't getting full wide open throttle before I took it apart. Looking at the data logs, I was hitting 3.76 tps voltage at wot on the dyno and the maf airflow only maxed out on a few rpm points.

When I put it back together, I realized that the nitrous throttle switch wasn't adjusted so that I could hit wot, and it was limiting the throttle body from opening 100%. Using the tps voltage before, I was only running at 85% of full throttle. Now it hits 4.41 volts at wot.

Just an FYI to all to check the little things. I should have noticed that it wasn't hitting a full 4 volts at wot and investigated it, but I didn't.

Mkos1980

iTrader: (8)

I swapped to SD in 3 hours complete and with back to back tests I pulled 30more HP and tq with just changing to the 730. Prob helps that no maf was in the way eather.

89gta383

iTrader: (5)

Got two motor only runs in last nite, 12.07@113, 1.77 60ft and 12.06@110, 1.73 60ft. Added 2 degrees timing on the second run and the lower mph is telling me that the car didn't like it so back to 36 degrees it goes.

Tranny still holds up on the shift from 2-3. I shifted at 6500 and it seems like it takes 2 seconds for it to shift into 3rd. Scanner data shows the rpms hitting 7123 so I was bouncing off the rev limiter waiting on the shift into 3rd gear both runs. If it would have shifted, I would have had an 11.xx something et.

60 ft and mph are still weak so I still have lots of work to do. I should be 60 footing in the mid 1.6's and mph should be 115-116. Running the 1/4 mile felt good though. Lockup on the converter was the stock 75mph and I crossed the traps at 5300rpm. I'll try raising the converter lock to 120mph to see if I can get more finish line rpm next time and will swap to speed density next week before next Wed's track nite.

Didn't have time to get the bottle temp up to 950 in time to spray the nitrous on the second pass, my home-made bottle heater(heating pad and ac/dc converter) took too long to heat up the bottle from 700psi in time.

DAVECS1

iTrader: (2)

What springs are you using in the AFR heads. I just finished working on a 383 miniramed C4 with afr 195 heads. Had the exact same problem. So after checking leak down, cam specs intake gaskets and transmission. I got a little fed up and reved the crud out of the motor. Funny thing is when it reached about 7300 rpm it bogged out and died. I thought that was funny, so i did it again, same thing happened. To make a long story short, I got to doing some research, and found the springs from AFR were not rated for the lift on the cam I was running,, TPIS something or another,, I threw in a set of 918 behives and was at 375hp (dyno jet dyno) with stock C4 mufflers and SLP headers. Without stock C4 exhaust made 387 hp. When I took the stock springs out I did not even have to measure them, they were all different heights from being smashed!

89gta383

iTrader: (5)

Dave, springs are comp 977's about 145 seat pressure and 430 open. Pressures are fine otherwise the head porter wouldn't have put them back on.

What cam and compression to get the 387rwhp number? Any track numbers?

89gta383

iTrader: (5)

Made 4 runs last nite, first 2 runs the tranny wouldn't shift into 3rd until I took my foot off the gas and got back on, ran 12.44 at 104 both passes. Track wasn't hooking, best 60ft all nite was 1.79. Ran the car in drive and went 12.21 at 110 with a 1.79 60ft, so shifting manually is worth 2 tenths and 2 mph on the big end.

Sprayed the 150 shot in drive and went 11.14 at 127.64 with a 1.89 60ft. If I would have hooked on that pass I would have gotten my 10 sec slip.

Schultzy89GTA

Nice! Congrats on the new times. It sounds like you are getting all of the bugs worked out now.

-Schultzy

89gta383

iTrader: (5)

MPH is still way low. Even Lloyd Elliot says that mph with his heads and cam should be 116-119. His car is 3800 pounds and with his LE2 heads and cam, 3.42 gear and 3000 stall, stock suspension with swaybar removed, just went 11.55 at 117 with a 1.61 60ft.

I still have a long way to go.

vernw

iTrader: (2)

Those LE heads and cam must be some kind of combination. Anyone have any idea how radical his LE2 cam is or how much the LE2 heads flow? I've been debating them, just haven't decided yet. A PM or email ot discuss them would be fine as well.

89gta383

iTrader: (5)

This is what mine flow:
.2 144/108
.3 199/143
.4 241/179
.5 279/202
.6 291/218
.650 293/222
.7 293/225

Intake port is now 216cc. His LE2 cam is similar to the gm 847 cam mid 230's intake, mid 240's exhaust duration but I think it's on a 109 lsa, but I'm not sure.

vernw

iTrader: (2)

Those are some awesome flow numbers, the E/I ratios are all in the mid 70's, too. What heads did you use to start with? The cam LSA sounds a little strange to me, but then what do I know? LOL

89gta383

iTrader: (5)

I have afr 190's that were ported before they went to him, and flowed less on his bench.

vernw

iTrader: (2)

Ah, I remember seeing that thread now. Thanks a bunch for the reply and info. I'm seriously considering letting him have a go at some heads for me, too.

DAVECS1

iTrader: (2)

Sorry it took so long to reply. I don't get emails saying some one has posted, anymore.

Anyway the cam was from TPiS

ZZ-409 Hyd Roller:
Advertised Duration 287/287
Duration @.050 226/226
Gross Lift .520/.520
Lobe Seperation 112

1.6 comp magnum roller rockers.

The springs I had checked fine but they were running into a slight bit of coil bind at high RPMs. Enough to kill some power, but not hurt the engine. With coil bind I was running about 340 some HP. Picked up 30HP by switching to better springs.


I will have to calculate the compression. They were JE pistons but I am not sure which ones at this point. Used a 1010 Felpro Head gasket, .05 deck and 64cc chambers. I would venture to guess the comp was high 9:1s or low 10:1s

I could get the dyno graphs if you are interested, its a matter of me remembering and caring enough to get loaded on my USB drive from the dynojet PC. That PC is not online, and it is usually on my mind at the end of the day to do that stuff. I am busy thinking about what the wife made for dinner

89gta383

iTrader: (5)

Swapped to speed density, removed the front swaybar, had the lca brackets welded in. Got about 7 runs in yesterday. Best one was my first pass of the day off the freeway with about a 20 minute cooldown:

1.655 60ft
7.592 1/8 et
89.88 1/8 mph
11.98 1/4 et
111.98 1/4 mph

This was with the lca's on the middle hole. The rest of the day the 60 ft's went downhill. I spun all day long. I lowered the lca's to the lowest hole, then some guy blew tranny fluid all the way down the track and after a half-hour cleanup with the spraying vht the first 1/8 mile, I still spun to a 1.688 60ft with the lca's on the lowest hole and went 12.01 at 111.42 on that pass.

Got into the 11's but the car is down 1 mph in the 1/8 mile versus the maf sensor. My best 1/8 mile mph with the maf sensor was 90.92 vs 89.88 with speed density. I took out some fuel because the o2's were in the 900-950's on the first pass and the car slowed down to a 1.789 60ft, 12.175 at 111.27. Added back the fuel and went 111.80 on the next pass. I didn't add any more fuel because of the o2's being in the 950's. My best mph with the maf was when the o2's were in the 850-880 range at 112.2 mph.

I'll add the 4inch cold air intake and do some more tuning in 2 weeks back at gainesville. I still think the car is down on mph from where it should be.

89gta383

iTrader: (5)

Track pic:

vernw

iTrader: (2)

Are you stil having trouble with the tranny not shifting correctly? Maybe I'm missing something, but it seems to me the tranny would need to be "up to snuff" for the best numbers. If it's not shifting right then the bands/clutches may be slipping and robbing some power as well.....