Just hooked up everything figured out my Interface settings and made my maiden Nitrous pass. Everything was fine power was great for a 75 shot and even though I jetted VERY rich .041 Nitrous and .033 Fuel it was still reading lean on my wideband. 12-4 to 12-5
Is this normal I was targeting the 11's for AFR. Normaly aspirated my " PCM For Less" tune is seeing 13.2 AFR. What do you all think of the scan posted

 

BR6EF PLUGS GAPPED .035
N20 Outlet Plate
max commanded timing via HP Tuners - 17*

 

What do your plugs look like? Have you pulled any to check them? The best way to tell is to read your plugs!!

 

Really wanted a baseline via wideband and HP TUNER before pulling plugs I mean this is why I purchase these items

 

You have this all wrong. Plugs>wideband

Just an example.

Last outing I had at the track. Hooked the wide bands outputs up to the EIO inputs on HPT. Did a pass, looked at the logs, and it showed the right reading at idle, right reading on the two-step, but as soon as I entered power enrich and the computer commanded a richer afr, the wide band would read nearly 2 to 2.5 points leaner than the computer was commanding. It was like it was reading the opposite of what the ecu was commanding.

Well pulled the plugs, and they showed rich which didn't go along with what it said. Ran it again same thing. Then I realized my afr gauge wasn't showing any reading.

Unhooked the wide bands outputs from HPT eio inputs and whaddya know it starts reading out fine again like it should. Didn't make another pass after that as I was leaving and unhooking the scanner when I realized it wasn't reading this whole time. When I log I don't have to look at the gauge during a run so I never looked at it to see it wasn't reading out until then.

 

Follow the plugs. Just make sure your are low on the timing while you get it lined out.

 

As Fbodyjunkie06 stated, AFR can be off. READING YOUR PLUGS is the only for sure way!!!

 

my AFR gage shows dead rich 10.0-10.5, and my plugs are almost perfect... you tell me which one I should trust...

You don't know what the motor wants based of a numerical reading on some "gage", its a great tuning tool if you know what number you are shooting for. The only way to find the number is match a great plug that gave the optimal performance to that number on your "gage". and that just fuel, timing works the same way.

goodluck and keep learning. it will only benefit you in the future. If its truthfully that lean on that jetting something is funky

 

Thanks for the replies and I will definitely begin by reading the plugs before I up the jets. Going to the track this weekend to scan and read the plugs.
But I want to lower my AFR Normally aspirated from 13.2 TO 12.5 - 12.8 first

A few questions before I do this

1. If I am not knocking I am assuming it shouldnt be an issue to test even if seeing leaner in the mid 12's for AFR ?

2. Should I run a quatermile then read the plugs or WOT a gear or two

3) Can I wat to get to my parking space at the track to read the plugs or I need to shut down and read the plugs after I hit the return lane.

 

Why would you want to lower your a/f on motor? If it's reading 13.2 on motor that is perfect for N/A. You want the a/f just about the same on nitrous as you do on motor. I like to pull 2 degrees of timing per 50hp of nitrous sprayed and then when I get my total say I'm spraying 100hp of nitrous, I'll pull the 2* per 50hp which is 4* total and then add an extra 2* to that total for a final total of 6* out. So say if you stepped it up to 150hp shot pull 6* using 2* per 50hp and then add that extra 2* to that giving you 8* total that you're pulling while spraying. This keeps it safer while dialing in the tune-up and you can always add it back if it needs it.

Do an 1/8th mile pull to start with and shut it off after the 1/8th, just don't put it into N when you cross the stripe wait until you're slowed down under 40-50mph to put it in N so you don't overspeed the drum and send it through your floorboard after it abruptly exits your transmission case causing some nasty damage to your car and possibly you.

I would put a set of gloves in the car with you along with your socket wrench and pull the plugs on the return road or if you can get a small truck or atv to pull it even better. We used my reg. cab s-10 to pull Thadd's car back to the pits last weekend..

 

Just to add on what fbody posted, if you don't have a small atv or something to pull you back, just keep a couple of the old plugs and when you get to the return road just pull like 3 plugs and put 3 old ones in and drive back to the pits. This way you can read the plugs you made the pass on in the pits.

 

use BOTH wideband and read plugs, datalogs. I found a bad n20 noid recently by logging my wideband.

 

So are you using interface just to pull timing?

 

is there a "chart" or thread somewhere showing a plug diagram? so when i pull the plugs, i know how to read them?