I still have a situation where the passenger side runs leaner than the driver's side. I've had threads before and have followed advice from those and then some, and it still exists...
I have a TT 97 cobra with an Aeromotive fuel system complete to the rails and back. I've had the injectors inspected and cleaned, no difference. I've replaced and rewired the entire ignition system, no diff. I've even tried wiring COP modules from my dual pack system to waste, no diff. I've sent my FAST ECU back to FAST to upgrade to SEFI and added indiv. cyclinder control hoping just switching to SEFI would do it. I thought at first it did, but that made no diff either. I've cured a couple anomalies with the help of some of you (Craig for instance) with such things as my injector harness pinout being wired incorrectly (was wired standard GM as opposed to small block Ford firing order). Thought that would do it too, but no. I'm running a custom sheet metal intake on it now, but this problem existed previously.
What I'm thinking now is this: Because it's a 4 cam engine, and the degreeing of the cams is so crucial, it may be that the passenger bank is off a bit causing it to burn slightly leaner. I do have one cylinder that's a bit lower in compression testing, but not more than 10% of the adjacent cylinders which is acceptable to Ford. I added fuel in that cylinder and it didn't make much difference, so I added 5% to all cylinders on the passenger side, and that brought the AFR to match the driver's side. My question is if the intake or exhaust cam on the passenger bank was off slightly enough to cause this anomaly, would that show in the compression test??? BTW, I've done a leak down test as well which checked out fine. Also, I have reliable WB afr readings and even if that was possibly a part, I've swapped from left to right and the lean reading stays on the passenger side. I've swapped electronics, injectors and about everything I can think of. The WB is the FAST WB and a separate Innovative WB. The FAST is of course better, but again I've swapped them to each side and the problem stays put physically.
So, in conclusion every logical or first place "chase and replace" have been done, but the imbalance is still there so it must be mechanical (internal)..? Is it ill advised to just adjust the right bank 5% richer to fix this, or am I asking for trouble? All things being equal this setup should push 600-650 RWHP, and so my concern is "band aiding" a problem... I'm the tenacious sort, and so the next thing to try unless I find the problem is purchasing the adjustable cam gears and adjusting them dead on to see if that's it. I also may resort to yanking the damn thing and inspecting the valves and or rings to see if that's a part of the problem, but the leak down or comp test would have justified that which it didn't...
Any suggestions?
I have a TT 97 cobra with an Aeromotive fuel system complete to the rails and back. I've had the injectors inspected and cleaned, no difference. I've replaced and rewired the entire ignition system, no diff. I've even tried wiring COP modules from my dual pack system to waste, no diff. I've sent my FAST ECU back to FAST to upgrade to SEFI and added indiv. cyclinder control hoping just switching to SEFI would do it. I thought at first it did, but that made no diff either. I've cured a couple anomalies with the help of some of you (Craig for instance) with such things as my injector harness pinout being wired incorrectly (was wired standard GM as opposed to small block Ford firing order). Thought that would do it too, but no. I'm running a custom sheet metal intake on it now, but this problem existed previously.
What I'm thinking now is this: Because it's a 4 cam engine, and the degreeing of the cams is so crucial, it may be that the passenger bank is off a bit causing it to burn slightly leaner. I do have one cylinder that's a bit lower in compression testing, but not more than 10% of the adjacent cylinders which is acceptable to Ford. I added fuel in that cylinder and it didn't make much difference, so I added 5% to all cylinders on the passenger side, and that brought the AFR to match the driver's side. My question is if the intake or exhaust cam on the passenger bank was off slightly enough to cause this anomaly, would that show in the compression test??? BTW, I've done a leak down test as well which checked out fine. Also, I have reliable WB afr readings and even if that was possibly a part, I've swapped from left to right and the lean reading stays on the passenger side. I've swapped electronics, injectors and about everything I can think of. The WB is the FAST WB and a separate Innovative WB. The FAST is of course better, but again I've swapped them to each side and the problem stays put physically.
So, in conclusion every logical or first place "chase and replace" have been done, but the imbalance is still there so it must be mechanical (internal)..? Is it ill advised to just adjust the right bank 5% richer to fix this, or am I asking for trouble? All things being equal this setup should push 600-650 RWHP, and so my concern is "band aiding" a problem... I'm the tenacious sort, and so the next thing to try unless I find the problem is purchasing the adjustable cam gears and adjusting them dead on to see if that's it. I also may resort to yanking the damn thing and inspecting the valves and or rings to see if that's a part of the problem, but the leak down or comp test would have justified that which it didn't...
Any suggestions?