.justin.

Their place is the northern most on the cul de sac... Pretty decent place. And it's still standing today. The fire to the north hasn't advanced much at all and they can't see flames from the one to the south. The house to the south of them is huge!

How did you try and contact them?

Yep, I'll be teaching that class. If you're interested, I can sell you the seat. Shoot me a PM or email at justin at blackbearperformance.com for more details about the course. You won't need the EFI-101 course as a prerequisite. The EFILive class will be an in-depth dive into the software, both the scan tool and the tune tool.

We emailed a bit last night.

Cool. Let em know that Justin the EFILive guy sent you. We may be talking to them about holding a class there at some point in the future.

The inlaws are in a real tight spot right now. They just decided to hightail it for the night again... they're located in a pinch spot between the Harris Fire and Witch Fire in eastern San Diego county... The fire is approaching from the north about 2 miles away right now and they can see flames getting closer from the south as well 2-3 miles away... Really fu(king sucks. This map was last updated 3 hours ago (at time of post)... their house is on espinoza road, fire to the north is just above El Monte Rd. http://maps.google.com/maps/ms?hl=en&i...093555&z=14

F-body central is nearby and should be able to install that for you. Justin

It's definitely gotta be at the crank.

By my calculations here... On those 42# injectors, assuming a target AFR of 11.5:1 and a 95% VE at 6000rpms, you were maxing your injectors (100% IDC) at 3.5psi of boost. Crank it on up to 8-9psi and you're at 134% IDC... your 11.5 target AFR has become at best, 15.4:1... Your fuel injectors went static at 4400rpms... I'm surprised you only lost one piston. To fuel your setup (again, assuming an optimistic 95% VE) to a 6000rpm shift point and maintaining 80% IDC, you'll need the mototron 60s (putting you at 81% at 9psi). Raise your shift points and your requirements change. To turn it up to 6400rpms, you can get away with the 60s, but ideally would want at least 80#/hr. 6800 rpms requires around 84#/hr to maintain an 80%IDC. The 96#ers that Quik suggested would require low impedence injector drivers, but would leave you with plenty of fuel... At GM's 58psi of fuel pressure, they flow right at 110#/hr, giving you ample fueling to run 235kPa of boost at 6400rpms... right at 20psi.

Dan, You're going to need a lot more fuel than just the multec 42s. The SVO 42s are 50# injectors at GM pressure and would likely be overtasked with your setup. You really should step up to some mototron 60# injectors... they'll flow 72.3# at GM's 58psi of fuel pressure...

His FPR should be fine, but I'd definitely suspect inadequate fueling. If your injectors are big enough (svo 42s at the bare minimum), I'd have them flow tested while the motor is apart. Install them in the following order, with the highest flowing injectors being installed first... #7, #5, #8, #6, #3, #4, #1, #2 making sure that there is no more than 5% variance between any two injectors... This will ensure that the rear cylinders which tend to get more air will also tend to get more fuel. Justin

My sister lives in Tierra Santa (15/52) and is just sitting around waiting for them to tell her to evacuate. In-laws live out in Blossom valley and saw flames a few miles away, decided to pack up and head out as well.

He's in Delaware. Drove up yesterday to pick up the rear bumper.

Yeah, I've got two SC trucks going. Mike's (laynlow77) and his buddy's dad is coming with his whippled 5.3L RCSB. I'm worried about the 5.3... stock transmission was slipping the day after the whipple was installed...

I just MIGHT be able to make it out there. I need to make a trip out to Fresno sometime in Nov, that could work perfectly.

Love the points that he brings up.

I am interested as well. My bumper is trashed from all of the bad parkers around here. Will gladly drive up to Delaware to pick one up in good shape. Front or rear (rear hopefully). Also, how much for the valve stems and floor mats?

Here's a clickable link

Unless that boost is being lost out the exhaust valve from excessive camshaft overlap.

The 01 PCM won't work for your truck. The 01 is a 512kb PCM with red and blue connectors. Interchangeable with 99-02 V8 trucks, 99-02 LS1 fbodies, 99-03 Vettes and a few other similar vehicles. Your truck uses a 1mb PCM with green and blue connectors and is compatible with all 03-07 NBS trucks, 04 Vette and GTO, and a few others.

Yes, you do want it as accurate as possible, but it'll never be perfect, so pick your battles... In closed loop, fuel trims will always learn out any "error", and fueling "errors" will constantly be occuring due to atmospheric changes, fuel quality changes, etc. At WOT, you've got a pretty large range of AFRs that will yield the same power (~1-2hp difference). As long as you're erroring .4 AFR points to the rich side and not down in the 11:1 range to begin with, you'll be fine. There will be almost no power difference from 11.5 - 13:1. The difference you were seeing could also be something as simple as wideband calibration inconsistencies.

I agree with Reynaldo. Having used the tailpipe hookup for a number of vehicles on the dyno, I haven't had any problems, especially in richer than stoich conditions.

Awesome man. Arvil should be able to set you up quite well, he's a good guy and knows what he's doing. Shot the sh!t with him and his guys for a couple hours when I was driving through in July with my WS6.

Yep, that is exactly it. Difference in valve overlap.

I'd REPAINT mine arrival blue since it's so beat up from all of the assclowns that have hit me over the years. Other colors... Bermuda blue or the teal GM used from the mid 90s.