.justin.

P0174 is lean on bank 2. It's possible you have a bad injector or a bad exhaust leak since you've already changed your front O2 sensors.

Bummer... I actually liked having that static chat box at the bottom of every window, buggy or not... Oh well. I do like being able to see who's actively online now and in the chat.

Assuming that it's not a problem with your cluster or BCM, the oil life data is stored in the PCM. If it's not storing or computing properly, you may have some damaged memory in the PCM.

There was a 95 that hit it a few years back. Guy drove from Louisiana to tennessee daily, if I remember correctly, delivering newspapers or something like that.

01-02 camaro injectors use a different connector and are taller than your current injectors. Direct swap injectors would be 8.1L and 8.1L marine injectors. The marine injectors would be what I would suggest, as they'll be good up to about 450rwhp F/I, over 500rwhp N/A. These are they: http://www.racetronix.com/17113739.html I sold my set for just over $200 when I swapped up to the mototron 60s, others tend to go for around there on PT.net.

You will have a very hard finding anything of the sort. The EPA (or CARB) has sued the manufacturer and forced them to stop making them and recall all sets out in circulation.

You don't have the option with HPT to choose your own key in addition to a cable-specific key? To the OP: Any locked PCM can be unlocked if you have enough time to brute force hack it with EFILive. There are 65536 hexadecimal key permutations that you'd potentially have to go through to get it from $0000 to $ffff.

Congratulations! My wife and I have been in our first house for 6 weeks now and love it. House modding is as addicting, if not more than doing so with a car.

They're rated at 43.82# at 58psi.

VB seems great. Lots have done well with excelsior motorsports as well, but that shop is down in SD, quite a ways from you in LA.

So, you're looking for a stock PCM so that you can have it tuned?

And timing cannot be compared effectively from one engine type to the next. As a rule of thumb, an inefficient cylinder head/combustion chamber will require more timing to produce power than a more efficient one. Same goes with a larger cylinder bore vs smaller. While I had my truck on the dyno last year, the shop owner had a turbocharged 4 cyl sandrail on the other dyno. Thing was pushing 700hp at the wheels on pump gas with 28* of timing.

Thanks Mark. I hope to install it this evening.

Use Vista on my tuning laptop and have no problems at all. I'm in EFILive for a few hours a day on average.

Merry Christmas everybody!

Blue stripe? Damn. Looks like I've gotta change

I assume this information is printed on the box, right? I'll have to check mine out when I get them out of storage in the next few weeks.

Yes, it is.

Intake leak would be where I would be searching if you're getting a MAF code on a new MAF.

p0420 is bank 1, p0430 is bank 2

You don't have to have a perfect VE table. MAF is FAR more important in the final airflow calculation than the VE table is. Want proof? Go out and make a 20% adjustment to the VE table and see what happens to AFR or trims. Set that back to stock and make a 20% change to the MAF calibration. See which one has the greater impact.

To run in boost, you'll need to do that. It still doesn't change the fact that it was never designed to be operated that way primarily. SD tuning is not difficult, just requires patience and time.

Diesels are a completely different animal and shouldn't really be compared. They still have a MAF sensor though. Downside to speed density is that none of the Gen-III PCMs were designed to be run in SD. Simply put, it is a fault mode. Now, that doesn't mean your truck can't run great with the MAF disabled, it just has issues to work around. One major issue will be the tendency to spike lean upon throttle transition. It's not uncommon to see AFR spike 4-5points above commanded for a moment or two. MAF's biggest issue is its limits imposed by the PCM.

The MAF itself isn't the problem, it's the PCMs limitation in the MAF calibration that is the problem. 512g/sec (67lb/min of air) is the maximum value that the PCM is capable of storing for a given MAF frequency. With a marginal flowing setup, a 408 with 14-15psi of boost would be at that limit at just over 4000rpms.

Welcome to the site! I'll be glad to help you out if you decide to come my way for a tune. Justin