[Daves1SS]

Originally Posted by toohighpsi

Dave,

How much boost is it making? Did you log MAP with HP Tuners? Was this a tailpipe O2 reading?

You shouldn't be able to read boost off of the bypass reference line, there should only ever be vacuum on that line. Do they have the bypass connected to the boost side of the blower?!?

Something really off here, especially with a manual, is the car otherwise stock?

Car is all stock save for a catch can, the Edelbrock E-force kit, and their canned tune. The dyno operator stuck his usual external WB 02 sensor in the tail pipe like he does with all the cars he puts on his dyno. Who knows how much boost it's making. I expected 6 psi but the numbers were all over the place. I didn't bring my laptop, as I truly didn't expect any issues like this to pop up seeing as how I sent Edelbrock numerous WOT street logs (full 3rd gear pulls) and they came back and said the tune looked good and no changes were needed. That coupled with the feedback from others such as Ed that the canned tune seemed spot on, had me confident that I would come away from the dyno pleased. That was not the case obviously. Edelbrock routes the bypass actuator vacuum line from the actuator around to the back of the blower on the driver's side. I'm going to copy and paste what they said to me below in an email today:

Once we receive the HP Tuner logs you mentioned we can give you a more direct answer as to what your issue may be. At this point we can only make assumptions. We can start off by saying don’t worry about teeing into the bypass actuator hose causing any issues or false readings. All our MAP readings are being taken at the same location when we dyno vehicles in house. Your low power numbers are more than likely due to a combination of high IAT’s and catalyst over temp protection. We had an almost identical issue with another 2016 Camaro MT that was being used for a television show. Ideally you would want to start a pull with the IAT’s at 100-110F and exceeding no more than 125-130F at the end for optimal power. As for your tailpipe AFR reading being in the mid 10’s it would only make sense that the IAT’s was initiating the cat over temp causing your rich condition. We always take pre-catalyst readings during R&D testing but we have had numerous customers report to us that mid 12’s are common tailpipe readings for these DI LT1 vehicles. Once you can provide us with the data logs we will be able to shed some more light on your issue.

The guy that logged the second and third runs with his HP Tuners said he sent me the email with the logs, but I never got it. I think he is going to try again tonight. Surely he measured MAP but we didn't discuss what his laptop said on the MAP, as we were just really taken aback at the bouncing numbers that T'ing into that vac line gave us. I also don't understand Edelbrock's response saying that was ok and not addressing why the boost numbers seemed all over the place. But again, once I get my eyes on Jeff's HP Tuners scan, it should tell us a lot.