Guys,
Thanks again, I still have not been able to mess with the car but did have some other questions to help me figure this out. Dave, I'm concerned that my table is so different then yours, I had to really adjust my VE table down at lower engine speeds and pressures to get the correct Air/Fuel ratio. I know cams, heads, etc all affect the VE table so would you mind sharing your combo? I just want to make sure that my numbers are inline with what it should be for my heads and cam setup. Being a noob with the powerlogger, I thought I could use a power inverter in the car for the labtop like I do when we tune with FAST or Accell DFI systems. I found 2 things, 1 the powerlogger won't connect to the computer and 2, the TPS would steady out at a constant .44 with no jump (normally jumps between .42-.44) with the inverter plugged into the cigarette lighter. What really caught my eye is that the Air/Fuel correction (looking at the scanmaster) steadily started to climb to around 140-142. As soon as I unplugged the inverter from the lighter it would drop back down to around 128 and the TPS would go back to it's usual .42-.44 readings. This builds on the comments Eric and others made earlier about ground issues but I thought that the slight jump between .42-.44 was acceptable. Now I don't know if I'm wasting my time tuning the VE table due to a ground issue resulting in the tune being inconsistent. Any guidance on whether I should dig in more with the ground issue or continue tuning would be helpful (since I'm not 100% sure there is a ground issue). I do have a few other computers I could swap in to see if things change but I would need to have you guys tell me how to differentiate the 87 ecm from an 85 (car used to be a hotair). Sorry for the long post but I really appreciate and need yalls help on this.
Paul