maf controller then you'll have to check the exhaust gas at the plugs in the exhaust manifold... And does the dme still overide your settings and attempt to adjust the mixture or are you on a standalone thats independant of that?
At any rate passing through the cat is going to make it read lean on the dynojet when its actually adjusted correctly... and if you richen it up enough for the dynojet to read it as correct then its way rich in front of the cat and will lope at idle... Also did you take outside air temp and barometric pressure readings for each dyno test... That will make a big difference in hp and torque on your dyno tests... the cam could be working better than you think but the air may have been cooler and denser on your first dyno test so the horsepower reading was closer to ideal...











Quote Originally Posted by Martin in Bellevue
I was a wee bit disappointed with the "mild" gains provided with the reground camshaft. Oh well, at least it won't have to come out for a turbo, or trade in. It is still curious, as the car seems to pull harder above 4k rpm. Oh well, better to have too little cam, than too much cam in the familymobile.

I do think the car had cooled down too much for precise air/fuel reedings. The tech had me dialing the maf controls, over a few runs, ultimately, back to the initial settings. Should have had Jeffro do a few laps around the complex before the runs. The idle was crap when the dynojet showed the air fuel ratio to be right. The dynojet indicated lean when it was smooth. The probe up the tailpipe isn't too far away & behind the catalytic convertor to give relevant information?



Since the last dyno session, in April, the only other change was to a 3.64 limited slip gearset out back, I think.

Here's the results from that first dyno session with the stock camshaft.