Trailblazer 28 lb. injectors, Walbro in-tank pump, M&H 7.5 in. slicks, Autolite 104's gapped to .040, 70 deg. F.
1) 13.293 @ 101.89, 1.926 60 ft.
"Semi-street trim" -- conservative tune, air filter, muffler installed.
2) 13.539 @ 100.40, 1.971 60 ft.
removed muffler, filter bypassed, minimal cool-down
3) 13.472 @ 101.50, 2.016 60 ft.
same as 2) , longer cool-down
4) 13.492 @ 101.14, 1.993 60 ft.
good cool-down, forgot to switch trans line pressure
5) 13.365 @ 102.77, 2.031 60 ft.
same as 3) , +3 deg. timing at WOT
As you can see, the first run wound up being the best of the night, with the air filter and muffler installed. The reason for that is the Trailblazer 28lb Injectors reached their limit at that point, but I did not realize it.
So I took a step in the wrong direction as far as tweaking the setup, removing the air filter. This did provide substantially more airflow, of course, and that showed up in the scans, the max MAF reading went from 34 lb/min in the first run to 37 in the later runs. And the Injector Duty Cycle increased from 108%, which in hindsight appears to be their practical useful limit, to 118 %.
The system went slightly lean at the top of each gear, and that was reflected in the o2 readings, but I did not catch it till after the session. There had been little or no KR in runs 3 and 4, so I added 3 degrees of timing at WOT for the last run, which did get a much better MPH, and decent E.T.
What I should have done was keep the street setup, and added the timing on the second run, then possibly could have seen a 13.1. But all in all, it was a fun session..... I'll call it a success after I make it back home
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