I checked all the grounds a few months back when i had a plug wire arcing to the dip stick. They are all good.

Yes I have done a write entire and I have a GM LS2 90mm throttle body on there at this point. Could the X link still be the culprit at this point? I dont see how but I guess anything is possible.

 

I think that the TB isn't the issue, if it was the TB it not be 1400rpm specific.

 

Throttle bodies are more throttle percentage problematic and throttle percentage is load sensitive.

 

cam/crank Realearn should be in the bi-directional test under the scanner. It's always good to do when you build a new engine or modify an existing one... It basically relearns the tolerance and variance of the existing set up.

 

I agree, it's always a great idea to perform the relearn after any major or minor repair... I recently had a LS3 have a cruising speed misfire due to this not being performed!!! GREAT THINKING!

 

Well... I know my next plan of attack.

Thanks for the advice guys. I really appreciate it.

 

I cant get HPT 3.2 to do a god damn crank relearn. Seems the old version of the software was far more capable and user friendly in this regard.

Can you tell I've had enough yet?

 

I honestly would consider taking a look at these sensors. Not sure how you would graph on a tuner, my father is a mechanic so I have access to a snap on scanner, but my old tahoe would cut out consistently at 4100 rpm. You could stay under that and it would run fine, but hit 4100 rpm and regardless of gear, speed, throttle position, it would cut the signal to the coil. Noticed the crank position sensor would stop giving a signal at 4100 rpm, changed it and never had an issue after. Odd, as this was a 99 and all it provided was a 0/5v reference if it hit a tooth on the crankshaft's target wheel, but it worked.

 

Know anyone local with efi live? If you were local I'd let you use mine and put a good cos3 tune on there.

 

If you have an oscilloscope you can go old school on the sensors.