I added some timing, that may have helped but not sure because weather conditions were changing all day.
It actually warmed up to 62F and that's around where I ran that time slip.
My previous best was in 40F weather?
Nothing made sense today, it was 32 degrees last week and went up to 62 today, WTH?
Some other things to mention.
Since the 3.2 and 3.1 pulleys raised boost but did not give me quicker 1/4 mile times, I think I finally realized my sweet spot with boost.
Any more and it just heats up the air.
I could never find that point before.
The boost dropped from pinning a little past 20, to around 16-17 with the heads and cams. And my maf counts went a little higher.
So the heads and cams are doing something for flow through the engine. I now need to work on getting intake air temps as low as possible and move timing up.
I hit rev limiter a few times today. Got fed up with it and said time to raise the rev limiter from 6250 to 6500.
Never hit rev limiter again.
Something new happened though. The shift points seemed to all align up to about 6,000 and if the shift didn't happen fast enough timing was pulled.
The timing being pulled cut power big time. But it was not the rev limiter. A way different feel. Just a major drop in power, no cylinder drop outs.
It happened real bad once between 3-4. Smooth but major drop out in power.
So in my tune there is a place for rpm shifts in the shift schedule section, I think I was hitting those points and that was causing the timing to be retarded to cut power. This gives me a little more understanding on which tables to change when I feel either condition. I might be able to play with these numbers to get things working better.
The other thing I noticed was when the timing was retarded to cut power, the rpm had a major false reading in it. went up to like 16,000. Very unrealistic number.
I know the PCM can put false data into the pids because I see it and teach it at work. With O2 sensors if the PCM can not get the O2 sensors cross counting they often put in false values to drive fuel trims the other direction to see what happens. When that doesn't work it goes back to the real readings and eventually the PCM will go into open loop.
Also with coolant temp sensors I have seem multiple times when the PCM put the intake air temp readings into the coolant temp readings when the coolant temp sensor went open (circuit or component).
So all this makes me believe that the 16,000 rpms is just false data the PCM is putting in the data stream to control things.
Today I added 2 degrees timing, then 2 more, then 2 more, then 2 more and detonation finally showed up.
So I removed 2 and thought it would be ok.... But it detonated again and I had to remove 2 more. Then no more detonation.
So I was running a total of 24 degrees timing. I think stock is 28.
I also think I am too close to detonation with intake air temps going to high.
But what is too high? Especially on a highly modified set up with water methanol injection and a liquid intercooler.
I will spend more time looking at the data, and plan to modify my intercooler system if possible.
Maybe I can even get a bigger jet for the water methanol system.
I lowered the shift points for 1-2,2-3,and 3-4 by 4mph each and my next run was 13.032
So that may not have been the right move with shift points.
I need to try raising shift points now.
My head is spinning with all this information and the weird things that happened today.
Atco said they were not opening tomorrow, which sucks because I was going to experiment with shift points.
Maybe they will be open next weekend.
