Anyone else ever have a D1 brake not want to release or delayed release? This was the first test at the track. I had both the 2 step and t-brake armed and activated by the same switch.

Line lock, 2-step, T-brake test video

 

Tested again with nothing but a switch between the t-brake wire and ground. On the street with street tires it instantly smoked the tires, but at the track, launching on slicks, it was still a no go until I released the throttle. Same result with either switch. On one pass it didn't release until the second time I let off the throttle. Here's my first pass. Had some other issues also as bank 1 was way rich and the ID1000s are maxed out if I run higher than stock shift points.

You can see in the log of this pass where I had to back off the throttle to get rolling.

 

Is that an efi live file? It isn't opening properly for me

 

Yes, EFILive. Opens for me off of the PT link.

 

I'm not seeing much wrong with that log, it looks pretty damn good to me (other than the blip at 6 mph likely artifactual).

You're getting 216 kPa of boost at the line with 3800 rpms - can't ask much more from a converter than that.

Nice steady boost down the track, no KR.

2-3 shift needs to be 800 rpm higher, leaving a lot on the table there.

This was a 1/8 mile run I'm assuming?

 

Yeah, only KR was during the burnout and not sure if that was real. 1/4 mile. The blip is me letting off the throttle after the green because the truck wouldn't move. I released the switch on the third yellow. Also note that my bank 1 wideband(LC1) reads 1 point more rich than bank 2(AFX). Could be a sign of whatever was slowing down my ET by 1.5 sec yesterday. Used stock 80E shiftpoints on this pass. When I command a 6500 shiftpoint I go through the traps right at the top of second, but my IDC logged at 108% and I was over 512g/s on a 50% scaled tune.

 

My shift points are set at 4400 for a 6400 rpm shift. You need to tweak them until you get it right. The more power you make, the lower you need to set the shift point - it's a well known issue with 80 tuning.

Also, the LC1 wideband is a POS. If your NGK has the NGK sensor (and not POS bosch sensor) then it is much more accurate than the LC-1 and I would use it for tuning purposes.

I need to go back and check the log, but there is a huge drop off in power production (based on fuel usage) below 6000 rpms. I understand it's a 7 liter 17-18 psi, but something seems a bit off to me.

 

Commanding 6500 it shifts at 6800 to 7000, so I guess its fairly tight. I tune off the AFX, but I installed some narrow bands the other day and they confirmed what I was seeing with Bank 2 being leaner than Bank 1 on the widebands, at least at heat-soaked idle. So, it could be that I have an injector issue, injector driver issue, engine issue or my left bank is drowning at WOT. Still don't know why my IBPWs are not identical. Were good for a while, but have reverted to be slightly different again.

It was feeling sluggish out of the hole and down the track yesterday. Have to get out and check things over, but the heat/humidity sucks and my home AC decided to quit yesterday, so I'm feeling sluggish too. Don't know how you southerners do it!

 

Here's a log shifting at 6500. This was the only pass yesterday where the t-brake actually released without me having to back off the throttle. The log not the video.

And here's a no-brake launch with the AFCOs cranked full tight.

 

And what did it run?