Alright. Went to the track last night hopeing for the 12's and got this instead.
Problems on my first and only pass.
Let me give you the numbers on that pass:
60 ft. 2.25
1/8 mph 83.16 (PB)
1/4 mph 102.5 (PB)
I was so worried about traction, I intentionally granny'd it on the short time. My best is a 1.92 and rolled out a slow 2.25.
Once I jumped on it I started moving. The car was accelerating hard and felt good. I had my best mph's for 1/8 and 1/4. My previous best 1/4 mph with no/low wheel spin was 100.7. On that run I had a short time of 1.92. On last night's run I had a short time of 2.25 with a 1/4 mph of 102.5. I think that's pretty impressive and gives me hope.
At the end of the run I nuked a spark plug. It was in the the driver's side cylinder by the firewall. I think that's the number 6 cylinder. My fuel pressure stayed good and my A/F's were in the low 12's. I believe I leaned out that cylinder due to the inconsistent distribution of throttle body augmentation.
Regardless, I noticed there was a problem when I reached the turn around. The car definitely had a miss to the engine. I quietly 'felt' the car in 'park' while at idle and it felt like a vacuum leak. I pulled the plugs and saw the damaged one. I then reinstalled the plugs and replaced the damaged one and the car still had a 'miss' to it. I could also hear a much more audible hissing or whining sound. I checked all my vacuum lines and everything was secure. My wideband was showing a wildly swinging A/F ratio in both banks, not just the one with the damaged plug. I went ahead and did a compression test to ease my mind and found all cylinders with 10-15% of each other. Lowest was 160, highest was 178. I let out a sigh of relief and sat there thinking.
Normally, when the engine is cold, the A/F stays in the upper 14's until the O2's get heated up. The PCM takes control at that point and you see a mild, slow swing from the 15's to the low 14's. Now, you see an A/F in the 12's, a 12.4 to be more precise, until the O2's heat up. The PCM takes control and begins struggling to get the A/F right, with wild swings from the 16's back to the 12's. Keep in mind, all this is done at idle. When the engine is slightly revved the miss smoothes out, the engine sounds good, but the A/F is still wildly swinging under PCM control In other words the car is running rich at idle, even with the nuked spark plug replaced. Now, the only things that could cause this would be bad spark, too much fuel, or not enough air. I ruled out bad spark by swaping the coil pack on the nuked plug cylinder to the opposite bank and the A/F's with a cold engine was still 12.4ish on that side. Therefore, that leaves fuel supply and air supply (not the band). It would be very unlikely that an injector would go south to the fat side, so I'm left with air supply. Right?
Given the car felt like it had a vacuum leak, I'm thinking I dislodged or blew out the upper/lower intake gasket. I'll be pulling the plenum to investigate in about 10 minutes. My question is, if there's a vacuum leak, will that lead to less air filling the cylinders? If so, I think we've got a winner. If not.....HELP!
As for the nuked plug, I detonated it. I was running a 125 shot and I'm not exactly sure what happened. Here's what I think happened. Eventhough fuel pressure was at 60 psi at the end of the track and my A/F's were in the low 12's, I wasn't getting a good distribution. Keep in mind that my wideband is located in the exhaust manifold. That means my readings are for all three cylinders on that side of the engine. In other words, I could have had readings of 10,12, and 14 in each cylinder, but by the time they hit the wideband, they read 12 (average or combined). After this problem is fixed, I'll up my fuel jet, see if the pump can keep up, and try again next week.
Anyone who walks this road has to be aware of the consequences. I know there is a real possiblility I may destroy the engine and/or the transmission at any time. I'm trying to take safety precautions, but stuff happens. I go into this venture well aware and accepting of these facts.
On last thing to make me smile. My short time was almost 3 tenths slower than my best short time while my 1/4 ET was only 1.3 tenths slower than my best. If it's true that one tenth of short time yeilds 2 or more tenths in ET, than I could pick up a half second on my ET. That would put me in the 12's. I have hope. Now let me go fix this thing....hopefully.
If anyone has any ideas, share.