I am trying to find a shop in Florida that can tune and find problem in '95 Camaro that is highly modified. It is OBD1. I am ready to go to Georgia but not looking forward to the drive from south FL.

Thanks for any help.
Please email or call me.
561-309-5362
Chris Langer

 

What are the symptoms?

 

The car is a '95 with a 383 D-1 sc. Running very rich, no responce. Moved the MAF infront of TB and it is running better. Still runs better with MAF unpluged. At idle MAF shows 110-120gps. I have checked al grounds and other wires for problems.

I will try to call you Thursday. I can only check email at night.

Thanks, Chris

 

I've been taking my car to Jeremy at www.fasterproms.com. They know their stuff and they are great guys. Check out the site and give them a call, they will be able to help you for sure.

 

Wow, a fuel/MAF related problem on a MAF-sensored blown car...that's a new one! Nah, not really. A lot of people find out that a MAF and a supercharger is like an italian couple. They get along great but they're very tempermental! If your MAF reading is close to what it always has been and not fluctuating abnormally, start looking elsewhere. Do you have any data logging equipment? I'm in Orlando but I'd be glad to take a look at it, run some data-logging, and have our tuner at PCM For Less analyze the data if we can't figure it out. What kind of fuel pressure are you running? Feel free to give me a call as well.

 

Well, hopefully I lead Chris down the right path after speaking to him today. My educated guess was initially a MAF burn-off relay failure causing some sort of ironious reading. That's what happened on my old 1985 IROC and left me puzzled forever. Then, we talked a bit more and there's somewhat of a question about whether he ended up w/ low-impedance (for aftermarket F.I. systems) or the proper high impedance injectors. At first, I couldn't see how the different injectors would effect the MAF readings but then it hit me. Then it hit me: the MAF 'brain' signals the injector pulsewidths to some degree, and a low impedance injector in place of a high impedance would act as a smaller resistance in line to a loop w/ the computer OR give the current in a parallel circuit a path of lesser resistance than the path it's supposed to take to eventually make whoopie w/ the ECM. Guess we'll find out. Either one of these will work, or I'll just be another failed guesser
Chris, if you decide that you might rather go speed density, let me know and I'll see what we can do for you. Personally, I'm a MAF fan, but I know there are disadvantages particularly in boosted applications. Hope I helped you out today, I'd hate for you to have to go to Georgia. If I missed the mark this time, hit me w/ another email or phone call and I'll regroup the troops and try again. Worst case scenario, we could meet up and I could run a little data-logging to try to gather some info to send to my ECM wiz.

 

Chris,

Great speaking with you on Wednesday! I think I was on the right path regarding the incorrect injectors being used on your car. LT1 may have something regarding the MAF, but like I said, moving the MAF just masked the problem as well as unplugging the unit. Good luck!