Maybe I don't have those options? I looked under the general tab and also the airflow tab. I can't find those. Do you have a pic of that area or table?

 

Go under edit-->view-->select advanced first to make sure you're able to see all the options. Should show up after that (have to close/reopen that window I think first)

 

 

Maybe not the case for you but... A few times over the years, when my battery gets a little low, for some reason the meth system seems to activate the test circuit it's own...even with the key off.. When it does this, it fills the charge pipe and IC with meth.. Then when you go to start the car, it acts like its flooded.

It's done it twice to me. The second time, pulled the charge pipe off and watched the meth run out.. So I directed the charge pipe to a bucket and started the car to blow the IC clear and it had about a 1/2 gal in it..


So next time you shut the car off, turn the meth **** to 0/off, then start the car how you normally would and make sure that you are not getting meth in there when you shouldn't be.

This probably isn't your problem but I have seen it twice on mine. Weird but.. It happened. Emptied my whole meth tank into the IC when the car was parked over night..

Odds are, the M15 nozzle is gonna knock your AFR down .5 at least.. Probably more like 1 full point. If your final AFR is below 10.5, you need to trim back the VE table... Running that rich just kills power, increases EGTs and runs the risk of washing rings out if it's REALLY rich (like 9 AFR)

That car should trap 130+ in the 1/4, no problem. Probably more like 135.

 

Now that's pretty scary. I'd be worried about hydrolocking an engine with that much liquid

 

You are the man! I did what you told me and now I can see it. Thank you! I'm going to give it another chance tomorrow once I drive her again and see if it continues.

 

Well what I'm experiencing happened even with the **** all the way in 0/off. I actually thought about what you just suggested and that's why I turned it off. You could be right for all I know.

Btw, I think you missed my post but last Wednesday I ran 10.54@134 on 1389DA. I didn't even used the gto spares I have. I also ran with the **** all the way to 6.

 

Naw man I missed that post! Congrats on that run. That's getting it done. That's where it always should have been. Crazy how much difference it makes when timing gets yanked and IATs are high. Glad you got it figured out.

Probably has more in it once you really get it dialed in!

I would leave the **** at 6 and trim the VE table back. More consistent meth operation and more efficient on the tune, but it will be "meth dependent" at that point, so keep tabs on the system.

 

Thank you! Yeah it really sucks running without meth. Unbelievable the difference that the meth makes. I honestly don't want to have a meth dependent vehicle. Next time at the track I will have the gto spares, make sure the weight is in check too. I normally have about 50 pounds of extra stuff that shouldn't be there while I race. Of course the weather is getting better too, so if I can get me a 10.2-3 I'll be more that happy.

 

Well I experienced the same thing again today when I left work for the day. I didn't move the car since I arrived in the morning...so that's odd.

I've been thinking about pulling the charge pipe and see if it's spraying/leaking meth while the engine is off like suggested.

 

I had a pretty similar issue on one of my previous cars. My issue was really only after parking the car with a hot engine and letting it sit a while before firing it back up. It was always fine on a totally cold start or an immediate hot re-start. Taking away a bunch of cranking fuel in that area helped but never really cured it. The amount of fuel I needed to remove to make it start decently is what leads me to believe it was meth related.

Unfortunately, my issue started after doing a ton of work to the car -- including installing some $hitty drilled-out injectors that A&A supplied with my kit. So it wasn't cut and dry like your situation. I ended up selling the car before I really got to the bottom of it.

If you can, I'd try to disconnect the meth line and plug the charge pipe for testing. If it goes away, some meth must be getting inside the engine. That would be my guess, as you haven't changed much else. The IAT sensor in the manifold shouldn't read all that much different than in the charge piping.

Oh... and something else caught my eye. You said "IAT2" table in one of your earlier posts. Our cars don't use that table. Not sure if that was a typo, but you want to put the ZR1's IAT2 data into your IAT1 table. Not that I think it's causing your issue....

 

What you described is exactly what is happening to mine. There's another member that mentioned about the meth getting into the engine. I have keept the meth kit turned off during my daily driving since that kinda keeps me from the temptation to beat on the car lol I've been keeping an eye on the meth level and it hasn't moved since I went to the track last week.
However, I think you may be onto something regarding the IAT2 parameters on my ECM. I did changed them both, the IAT1 and 2 using the ZR1 axis/calibration. Now that I think about it while I was still considering about changing the parameters due to the sensor being a little optimistic, I don't recall having those hot start up issues at the track.
I'm going to try changing the IAT2 parameters back to stock and the bias/filter table as well. If it continues after making those changes, I'll probably change to the stock IAT1 parameters too. FWIW Pat G doesn't recommend making any changes to those tables.
Thank you for your input!

 

Got your text.. sucks that the bias/filter tables didn't take care of it

I started thinking about this and I've had a few weird starts that sound similar. It's when the car is hot but has been off an hour or so. It starts... but instead of starting, revving to 1200 or so then coming back down like normal, it would just barely start then slowly RPM's would go from 300-400 up to normal idle.

 

Exactly! I'm going to try to correct the tables and as a last resort relocate the sensor to the charge pipe. I just don't get why is suck a pain because the sensor on the ctsv or zr1 are mounted on the sc case/manifold and I bet it gets hot as heck there too.

 

Could it be injectors leaking down? Seems unlikely since yours started at a totally separate point from when you changed injectors

 

I really do think it's a small amount of meth vapor that's causing it. I don't think it would take much for it to choke on startup like that. When I still owned that car, I pulled the charge pipe and looked inside after letting the car heat soak. There was no liquid to be found, but I still think a small amount could have been getting in and causing a rich condition on startup. Turning off the system isn't going to answer this question, as there will still be meth in the line. You should really disconnect it for testing.

I'm not sure why Pat doesn't recommend changing that table, but I'm pretty sure Dave posted in this thread saying he thought it was a good idea.

I went through this exact same thing myself with my Heartbeat blower. It uses the LS9/LSA IAT2 sensor, and when I left the table stock, my IATs definitely read too low in the ambient temp ranges. Since I have a break-out harness, I was able to do some easy testing. What I found was that the LS9/LSA sensor shows much more accurate values when you use the ZR1 IAT2 table data and axis .

All you need to do is open the IAT2 data for a ZR1 in graph form and compare it back to back with a stock LS3 IAT1 table. There is a noticeable difference between the two, and it's easy to see.

Here's the screenshot. This is comparing my stock IAT1 table to the ZR1 data I have in it now:

 

Actually....

Compare does weird things due to the axis labels being different, so it makes them look much more different than they really are in practice. Compare just compares cell 1 to cell 1, cell 2 to 2, etc. and doesn't take into account anything else

If you take both curves, plot them in Excel and overlay the graphs, they are very close to the same

Still.. Dave said to use ZR1 IAT2 data, so I use it.

 

That's actually what I first did. Just opened 2 different HPT sessions and could cycle back and forth between the two. Unless I'm missing something, I'm pretty sure there are some big differences at cooler temps.

 

Well well well...you hit the nail on the head! I did change the parameters on the IAT2 side but not on the IAT1. I'm a dumbass for that! So I returned the IAT2 side back to stock and used the zr1 data to change the IAT1. I didn't have time to test but a quick start showed the temps to be much more accurate. Before I'll see this high temp just to get below ambient in no time. Now it stayed like it should since I was idling.
Thanks a lot! I'll update once I get to do more testing tomorrow. Now is the old lady's time....lol

 

Did you change the axis labels as well?