Quote:
Originally Posted by PRAY
So here is some more analysis and some silliness. The tires are obviously effecting the MPH in the logs but the time under power and getting to the same rpm and mph are a constant since tire pressure was the same on the runs. I logged out each gear and the time it took from peak rpm to peak rpm. Another way to say it is how long the car was in each gear. Both runs were from 0-122 mph on the scanner. On the converter run the rpm at 122 was 5,329 and on the stock converter the rpm at 122 was 5,346.
_________1st_______2nd______3rd________4th______5t h_______0-122
Stock C__2.277_____1.639____2.823______3.026____2.045___ ___11.76
Circle D__1.872_____1.607____3.073______3.416____2.183___ ___12.15
What this is showing us in my opinion is that the car was dying in 3rd, 4th, 5th which are gears where the converter is locked and doing it's job. So I am leaning towards a fuel issue. The Circle D is slipping no more than the stock converter once it is locked. Even thought the ET's were almost identical the time to mph shows the real story. The car just wasn't making power. So I have to track that down now.
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IMO I would replace the o2 first, make no other changes, and compare. If the problem still exists work at it based on new logs. If you have a way to look at MAF lbs/min then that will give you an indicator on power.
The screen shots above don't really relay any usable info for me other than at one point IAT's were significantly higher in the second screen shot. Having actual files would be useful but I understand if you don't want to share that publicly.
I also agree locking the converter after the 1-2 shift will be key.