Nate1647545505

Become a car theif. Feel / look around for the latch. You many need a long screw driver to reach it.

www.books4cars.com Decent.

seems like a wiring gremlin, check wires by bulbs for loose/rusty connections. check fuses, if there is no power at all, that usually means theres something up with the power going to the system itself. Also, did the 4 way hazards work during any of this? If main combo unit is faulty, my guess is nothing would work...

thanks man, I'm going to take a trip up to Cleveland this weekend to see what can be done

it is the VORTEC system (still researching) [ 20. January 2004, 09:56 PM: Message edited by: bavarian built hot rod ]

Well, we stumped our dealerships. Back to the truck..98 Chevy 2500 This we know: -Its a 350 -Its an electronically advanced Distributor -LS1m Scan Tool reads data accurately. -No Compression Leaks, all new sensors, complete test down. -We have to advance the timing to start the truck, 8 degrees This we are unsure of: -The Cam Position (stock) Haynes states 6 o'clock along with Chilton’s, All data states 12 o'clock. When we ran it at 12, it wouldn’t even start, it was firing on the intake stroke. We are at 6 which is at complete TDC, a kit was used to verify. It will start and run very LEAN with misfires. (Advanced Timing) -The effects of the cam The cam is not an extreme lift or duration cam In open loop the truck starts up, no code is set until the car has warmed up, and it cycles to closed. First off, Is it normal for cammed engines to advance timing during cranking (Centrifugal Advance Distributors did’nt advance until the engine was started?) Second, Is this Ignition System HEI? If anyone could enlighten me on technical names, that would aid our search. As far as DTCs, We are getting a Crank / Camshaft Position Code. Is there a CASE learn procedure for this? I’m taking a shot in the dark, but would the duration change from the cam cause this code? If so, would delaying the current or voltage impulse by a static time be a possible fix, accompanied by a MAF mod to compensate for any A/F conditions? [ 21. January 2004, 08:12 PM: Message edited by: bavarian built hot rod ]

very usefull for troubleshooting and watching ignition timing. Also good for logging data. Its not best for live viewing though, that is lift to gauges.

roger that

What are these ICE's you speak of? Can anyone suggest any books on engine control systems? Thanks, still learning alot, my quest to become a bmw tuner has just gotten a hellova lot funer.

HPs are kinda picky though.. All of the ones i maintained usally needed to have their minds erased.... I'd reccomend throwing that thing out the window.

if the above didnt work, try popping out the calculator type battery, the cmos battery. check all your connections, reseat the RAM, yadda yadda yadda http://conferences.computer.org/bioinformatics/hp.gif = graemlins/gay.gif

nice. smile.gif

i think theres two systems at work here.. the DRLs...which he has disabled... and the auto headlights.... id try popping out on the photoeye and jumpering a wire in its place... that and measuring the delay it takes for the reaction to occur..like when im stopped under a bridge, there is a dealy before the lights go on.. might be a photoelectric sensor is wired in an inverse system, that way when it sees the absence of light, it creates resistance, that resistance is fed to the computer, delay, lights go on... just a theory, i'll try it on my GP, see what happens

easiest way is to spoof the photo eye, or you can buy the kit from ZZP/Easy Performance http://www.easyperformance.com

run spybot and housecall, i like the google tool bar, it keeps pop ups at bay like punk ass mofos

your still fired. graemlins/gives.gif

The cam is installed properly, along with the distributor. We are now leaning on the chip time. We need to modify certain aspects of the computer. We are sure that the cam is causing the lean condition, but i will have more data from logs of the O2s. We just need to know what to modify. If the cam is to extreme, our guess is that we need to adjust spark and timing along with fuel delivery. Any ideas? Thanks! Merry Christmas!

Hello all, Had a conversation with some tuning friends about what the A/F ratio under high boost should be. One of them mentioned STP, standard temperature & pressure. Apperntly 14.7:1 is stoic dependant on many variables. Just want to know what common "scale" we use here in Ohio (they were California based) For example : They consider 10:1 to 11:1 R graemlins/thumb.gif 13:1 to 14:1 L graemlins/thumbsdown.gif 14:1+ = graemlins/nutkick.gif

Dave, What other mods do you have planned for the car?

graemlins/wtf.gif oh no.... animuL....or whatever... graemlins/bubbrubb.gif [ 18. December 2003, 05:41 PM: Message edited by: ///M3 on crack ]

Just want to add my [.02] in.. Get headers/exhaust....they are worth it... [/.02] Anywho...Hey Dave, If you need my LS1M for another Dyno, just an earshot away graemlins/thumb.gif , wonder what your KR is

Not that we are aware of. We reseated the timing chain cover with a new pickup plate and new sensor. Whats up with GM's one time use crapola? It is a 350, with the EDI ignition system. My LS1M Scantool reads it accurately and with no problems. Late 98 build?

annnnnnnnyone ? graemlins/bubbrubb.gif

uhm................................ graemlins/gives.gif

in the world of "its just a grand prix"...there lies one man....two men...oh hell, lots of people, constantly proving them wrong. when are we gonna do lunch?