More broken parts for the Bad Bish
i know i have one of those AEMs where sometimes it just decided that the car needs to be shut off untill the battery is reset and the unit has been unplugged and let to sit for a few seconds. it is kinda annoying driving around having to reset this thing ever so often cause it dosent feel like running. as for paying to get it reflashed from AEM thats crap. if it was your fault then by all means you should pay. but when you dont do anything wrong and it decides that its going to lose all of it OS and then you have to pay to fix it thats just crap. great system but there should be some sort of update or something to fix these issues
:-)
A watch is supposed to tell time. No matter what bells and whistles the watch has if it can't accurately tell time then the watch is useless.................
A motorsport ecu is supposed to do what it's told in the instructions to the letter under harsh conditions, when you have any sort of deviance from this the ecu has to go.
Sean
A watch is supposed to tell time. No matter what bells and whistles the watch has if it can't accurately tell time then the watch is useless.................
A motorsport ecu is supposed to do what it's told in the instructions to the letter under harsh conditions, when you have any sort of deviance from this the ecu has to go.
Sean
I try not to remember those days. After my first experience I was skeptical at first but thanks to you and a couple of others that warned me about that particular problem on the evo application I made the neccessary changes.
I had datalog evidence on an EVO application that showed exactly what David Buschur described above as to what happens when the ecu resets after loosing the cam signal. It happened once at 9000rpm at over 1000whp and the results were not good. The second time it happened we were lucky it was just at part throttle but then again the log showed what we were actually experiencing.
I had datalog evidence on an EVO application that showed exactly what David Buschur described above as to what happens when the ecu resets after loosing the cam signal. It happened once at 9000rpm at over 1000whp and the results were not good. The second time it happened we were lucky it was just at part throttle but then again the log showed what we were actually experiencing.
The AEM has cost us at least 3 motors in the White Car because of what is being talked about. It is really annoying since it generally splits the block when it does. My vote is stock ECU, but realistically we'll make the move to MoTec before we get that crazy. The cam and crank lose sync, the car starts misfiring, loads up, and bammm...headgasket if we are really lucky.
I swapped out my cam sensor and it appears that my misfire problem went away. I was able to hit 29psi peak this evening with 2/3 e85 and stock ignition. I will report tommorow if the problem is actually gone for good.
Do you guys think a failing cam sensor on a stock ecu could cause a lot of misfire issues and not blow the car up? I have a mostly stock car and it used to run 30+psi on stock ignition no issues for 1000's of miles and now I can run over 25psi even with 50/50 e85/93 and I couldnt do over 25psi on e85 with a Dynatek arc2. I have changed everything in the ignition.
Thanks
Thanks
Kind of OT, but I've seen Megasquirts do this with faulty low-impedance driver boards. When the driver would mess up it would send a voltage spike back into the ecu's power supply causing a reset and subsequently registering a random RPM.
I saw the same thing on that car as you guys are describing. BIG BIG BIG BIG "EF THAT" IMO. I don't want it, I don't need it.
I saw the same thing on that car as you guys are describing. BIG BIG BIG BIG "EF THAT" IMO. I don't want it, I don't need it.
Al
has anyone looked into the hydra EMS? from what i have read it is supposed to be 10 times better then the AEM but i dont know anyone personally who has it. but im always willing to make a change if its for the better
Update, damn it.
There appears to be a problem with my laptop and the Haltech, the laptop using Vista all of a sudden is shutting down and losing connection with the Haltech. So I grabbed my old laptop with XP in it and it worked absolutely flawlessly all day today.
I spent about 3 hours on the dyno today. It took me a substantial amount of time to get the low end dialed in but it is stellar now. The car drives perfectly smooth, the studdering the car has always had in it at 2500rpm'ish is complete gone. It has never rev'd this fast, as a matter of fact I have never seen any 4g63 rev this fast.
Now, here is some honesty, cause it's how I roll. When I set up the Haltech I took the fuel and timing maps and copied them from the AEM to the Haltech, figured it would get me close. The fuel was nearly dead on and without knock monitoring or knock control I assumed the timing was too. Yes, some of you are already reading into what is coming.
I slowly worked my way up the RPM range until I had the car dialed in perfectly at 30 psi of boost. The car put down 636 at 30 psi, it's on E85 now. I was very happy. Not a single hiccup, not a misfire, no chugging, just pure, clean, smooth power.
Trent came back, asked me how it was going. I told him great at 30 psi and it was about time to flip the switch to high boost. So I flipped the switch.
Well, I am an idiot and regretfully I have to say that I have finally, as of today, blown up a car on our dyno, this is the first one and greatfully it is my own.
At about 7,000 rpm and 40 psi I saw a large flame shoot out of the engine bay, it was where the flame left the side of the head again, blowing the head gasket out. This time however it was not from a misfire or part defect, it was from my own ignorance.
Why never bothered to double check the timing is beyond me. Too much going on maybe, too stupid maybe.
I didn't even get out of the car, just shut it off. I pulled the log and looked at the AFR's, perfect. Then I looked at the timing...............not perfect. As a matter of fact not even in the freaking ball park. I don't know how I managed it but at peak torque I had the timing set about 10 degrees higher than it was in the AEM.
So now the car is broken again, this time by my own doing. Nobody to blame but myself.
I wonder how many times in the past knock control has saved me from this.
Not sure what I am going to do now. This time I may take the entire engine out and go through it. Last time I just pulled the head. We just went through a re-design on our pistons and I'd like to try them, so maybe it will all come out.
With less than 4 weeks of racing left in Ohio it's very doubtful this car is going to see 8's this year and that is the biggest disapointment off all.
There appears to be a problem with my laptop and the Haltech, the laptop using Vista all of a sudden is shutting down and losing connection with the Haltech. So I grabbed my old laptop with XP in it and it worked absolutely flawlessly all day today.
I spent about 3 hours on the dyno today. It took me a substantial amount of time to get the low end dialed in but it is stellar now. The car drives perfectly smooth, the studdering the car has always had in it at 2500rpm'ish is complete gone. It has never rev'd this fast, as a matter of fact I have never seen any 4g63 rev this fast.
Now, here is some honesty, cause it's how I roll. When I set up the Haltech I took the fuel and timing maps and copied them from the AEM to the Haltech, figured it would get me close. The fuel was nearly dead on and without knock monitoring or knock control I assumed the timing was too. Yes, some of you are already reading into what is coming.
I slowly worked my way up the RPM range until I had the car dialed in perfectly at 30 psi of boost. The car put down 636 at 30 psi, it's on E85 now. I was very happy. Not a single hiccup, not a misfire, no chugging, just pure, clean, smooth power.
Trent came back, asked me how it was going. I told him great at 30 psi and it was about time to flip the switch to high boost. So I flipped the switch.
Well, I am an idiot and regretfully I have to say that I have finally, as of today, blown up a car on our dyno, this is the first one and greatfully it is my own.
At about 7,000 rpm and 40 psi I saw a large flame shoot out of the engine bay, it was where the flame left the side of the head again, blowing the head gasket out. This time however it was not from a misfire or part defect, it was from my own ignorance.
Why never bothered to double check the timing is beyond me. Too much going on maybe, too stupid maybe.
I didn't even get out of the car, just shut it off. I pulled the log and looked at the AFR's, perfect. Then I looked at the timing...............not perfect. As a matter of fact not even in the freaking ball park. I don't know how I managed it but at peak torque I had the timing set about 10 degrees higher than it was in the AEM.
So now the car is broken again, this time by my own doing. Nobody to blame but myself.
I wonder how many times in the past knock control has saved me from this.
Not sure what I am going to do now. This time I may take the entire engine out and go through it. Last time I just pulled the head. We just went through a re-design on our pistons and I'd like to try them, so maybe it will all come out.
With less than 4 weeks of racing left in Ohio it's very doubtful this car is going to see 8's this year and that is the biggest disapointment off all.
Update, damn it.
There appears to be a problem with my laptop and the Haltech, the laptop using Vista all of a sudden is shutting down and losing connection with the Haltech. So I grabbed my old laptop with XP in it and it worked absolutely flawlessly all day today.
I spent about 3 hours on the dyno today. It took me a substantial amount of time to get the low end dialed in but it is stellar now. The car drives perfectly smooth, the studdering the car has always had in it at 2500rpm'ish is complete gone. It has never rev'd this fast, as a matter of fact I have never seen any 4g63 rev this fast.
Now, here is some honesty, cause it's how I roll. When I set up the Haltech I took the fuel and timing maps and copied them from the AEM to the Haltech, figured it would get me close. The fuel was nearly dead on and without knock monitoring or knock control I assumed the timing was too. Yes, some of you are already reading into what is coming.
I slowly worked my way up the RPM range until I had the car dialed in perfectly at 30 psi of boost. The car put down 636 at 30 psi, it's on E85 now. I was very happy. Not a single hiccup, not a misfire, no chugging, just pure, clean, smooth power.
Trent came back, asked me how it was going. I told him great at 30 psi and it was about time to flip the switch to high boost. So I flipped the switch.
Well, I am an idiot and regretfully I have to say that I have finally, as of today, blown up a car on our dyno, this is the first one and greatfully it is my own.
At about 7,000 rpm and 40 psi I saw a large flame shoot out of the engine bay, it was where the flame left the side of the head again, blowing the head gasket out. This time however it was not from a misfire or part defect, it was from my own ignorance.
Why never bothered to double check the timing is beyond me. Too much going on maybe, too stupid maybe.
I didn't even get out of the car, just shut it off. I pulled the log and looked at the AFR's, perfect. Then I looked at the timing...............not perfect. As a matter of fact not even in the freaking ball park. I don't know how I managed it but at peak torque I had the timing set about 10 degrees higher than it was in the AEM.
So now the car is broken again, this time by my own doing. Nobody to blame but myself.
I wonder how many times in the past knock control has saved me from this.
Not sure what I am going to do now. This time I may take the entire engine out and go through it. Last time I just pulled the head. We just went through a re-design on our pistons and I'd like to try them, so maybe it will all come out.
With less than 4 weeks of racing left in Ohio it's very doubtful this car is going to see 8's this year and that is the biggest disapointment off all.
There appears to be a problem with my laptop and the Haltech, the laptop using Vista all of a sudden is shutting down and losing connection with the Haltech. So I grabbed my old laptop with XP in it and it worked absolutely flawlessly all day today.
I spent about 3 hours on the dyno today. It took me a substantial amount of time to get the low end dialed in but it is stellar now. The car drives perfectly smooth, the studdering the car has always had in it at 2500rpm'ish is complete gone. It has never rev'd this fast, as a matter of fact I have never seen any 4g63 rev this fast.
Now, here is some honesty, cause it's how I roll. When I set up the Haltech I took the fuel and timing maps and copied them from the AEM to the Haltech, figured it would get me close. The fuel was nearly dead on and without knock monitoring or knock control I assumed the timing was too. Yes, some of you are already reading into what is coming.
I slowly worked my way up the RPM range until I had the car dialed in perfectly at 30 psi of boost. The car put down 636 at 30 psi, it's on E85 now. I was very happy. Not a single hiccup, not a misfire, no chugging, just pure, clean, smooth power.
Trent came back, asked me how it was going. I told him great at 30 psi and it was about time to flip the switch to high boost. So I flipped the switch.
Well, I am an idiot and regretfully I have to say that I have finally, as of today, blown up a car on our dyno, this is the first one and greatfully it is my own.
At about 7,000 rpm and 40 psi I saw a large flame shoot out of the engine bay, it was where the flame left the side of the head again, blowing the head gasket out. This time however it was not from a misfire or part defect, it was from my own ignorance.
Why never bothered to double check the timing is beyond me. Too much going on maybe, too stupid maybe.
I didn't even get out of the car, just shut it off. I pulled the log and looked at the AFR's, perfect. Then I looked at the timing...............not perfect. As a matter of fact not even in the freaking ball park. I don't know how I managed it but at peak torque I had the timing set about 10 degrees higher than it was in the AEM.
So now the car is broken again, this time by my own doing. Nobody to blame but myself.
I wonder how many times in the past knock control has saved me from this.
Not sure what I am going to do now. This time I may take the entire engine out and go through it. Last time I just pulled the head. We just went through a re-design on our pistons and I'd like to try them, so maybe it will all come out.
With less than 4 weeks of racing left in Ohio it's very doubtful this car is going to see 8's this year and that is the biggest disapointment off all.
Only thing I can say Dave is you are one honest SOB
Glad to hear your liking the Haltech so far , you got me thinking about dumping the AEM
Oh and I like seeing the Bad Bish on E85 , and damn 636 on E85 30 psi , cant wait to see how it puts it down at 40psi plus what the curve will look like as well. Great job so far Dave even though you were feeling a little destructive in the process
Hang in there Dave all You need is a few of these
Dan
Bummer. Sorry to hear that.
Was the timing 10 degrees to high across the entire map, or just in one part?
If it was across the entire map, what do you think made it run well in the other areas of the map before it blew? If it was just in one area, was it the same as your AEM map, or did it get corrupted somehow in the move?
What makes the Haltech not read the maps you copied from the AEM exactly the same?
Maybe you can save somebody else who is thinking about migrating to the Haltech from the same outcome...
Was the timing 10 degrees to high across the entire map, or just in one part?
If it was across the entire map, what do you think made it run well in the other areas of the map before it blew? If it was just in one area, was it the same as your AEM map, or did it get corrupted somehow in the move?
What makes the Haltech not read the maps you copied from the AEM exactly the same?
Maybe you can save somebody else who is thinking about migrating to the Haltech from the same outcome...
Update, damn it.
There appears to be a problem with my laptop and the Haltech, the laptop using Vista all of a sudden is shutting down and losing connection with the Haltech. So I grabbed my old laptop with XP in it and it worked absolutely flawlessly all day today.
I spent about 3 hours on the dyno today. It took me a substantial amount of time to get the low end dialed in but it is stellar now. The car drives perfectly smooth, the studdering the car has always had in it at 2500rpm'ish is complete gone. It has never rev'd this fast, as a matter of fact I have never seen any 4g63 rev this fast.
Now, here is some honesty, cause it's how I roll. When I set up the Haltech I took the fuel and timing maps and copied them from the AEM to the Haltech, figured it would get me close. The fuel was nearly dead on and without knock monitoring or knock control I assumed the timing was too. Yes, some of you are already reading into what is coming.
I slowly worked my way up the RPM range until I had the car dialed in perfectly at 30 psi of boost. The car put down 636 at 30 psi, it's on E85 now. I was very happy. Not a single hiccup, not a misfire, no chugging, just pure, clean, smooth power.
Trent came back, asked me how it was going. I told him great at 30 psi and it was about time to flip the switch to high boost. So I flipped the switch.
Well, I am an idiot and regretfully I have to say that I have finally, as of today, blown up a car on our dyno, this is the first one and greatfully it is my own.
At about 7,000 rpm and 40 psi I saw a large flame shoot out of the engine bay, it was where the flame left the side of the head again, blowing the head gasket out. This time however it was not from a misfire or part defect, it was from my own ignorance.
Why never bothered to double check the timing is beyond me. Too much going on maybe, too stupid maybe.
I didn't even get out of the car, just shut it off. I pulled the log and looked at the AFR's, perfect. Then I looked at the timing...............not perfect. As a matter of fact not even in the freaking ball park. I don't know how I managed it but at peak torque I had the timing set about 10 degrees higher than it was in the AEM.
So now the car is broken again, this time by my own doing. Nobody to blame but myself.
I wonder how many times in the past knock control has saved me from this.
Not sure what I am going to do now. This time I may take the entire engine out and go through it. Last time I just pulled the head. We just went through a re-design on our pistons and I'd like to try them, so maybe it will all come out.
With less than 4 weeks of racing left in Ohio it's very doubtful this car is going to see 8's this year and that is the biggest disapointment off all.
There appears to be a problem with my laptop and the Haltech, the laptop using Vista all of a sudden is shutting down and losing connection with the Haltech. So I grabbed my old laptop with XP in it and it worked absolutely flawlessly all day today.
I spent about 3 hours on the dyno today. It took me a substantial amount of time to get the low end dialed in but it is stellar now. The car drives perfectly smooth, the studdering the car has always had in it at 2500rpm'ish is complete gone. It has never rev'd this fast, as a matter of fact I have never seen any 4g63 rev this fast.
Now, here is some honesty, cause it's how I roll. When I set up the Haltech I took the fuel and timing maps and copied them from the AEM to the Haltech, figured it would get me close. The fuel was nearly dead on and without knock monitoring or knock control I assumed the timing was too. Yes, some of you are already reading into what is coming.
I slowly worked my way up the RPM range until I had the car dialed in perfectly at 30 psi of boost. The car put down 636 at 30 psi, it's on E85 now. I was very happy. Not a single hiccup, not a misfire, no chugging, just pure, clean, smooth power.
Trent came back, asked me how it was going. I told him great at 30 psi and it was about time to flip the switch to high boost. So I flipped the switch.
Well, I am an idiot and regretfully I have to say that I have finally, as of today, blown up a car on our dyno, this is the first one and greatfully it is my own.
At about 7,000 rpm and 40 psi I saw a large flame shoot out of the engine bay, it was where the flame left the side of the head again, blowing the head gasket out. This time however it was not from a misfire or part defect, it was from my own ignorance.
Why never bothered to double check the timing is beyond me. Too much going on maybe, too stupid maybe.
I didn't even get out of the car, just shut it off. I pulled the log and looked at the AFR's, perfect. Then I looked at the timing...............not perfect. As a matter of fact not even in the freaking ball park. I don't know how I managed it but at peak torque I had the timing set about 10 degrees higher than it was in the AEM.
So now the car is broken again, this time by my own doing. Nobody to blame but myself.
I wonder how many times in the past knock control has saved me from this.
Not sure what I am going to do now. This time I may take the entire engine out and go through it. Last time I just pulled the head. We just went through a re-design on our pistons and I'd like to try them, so maybe it will all come out.
With less than 4 weeks of racing left in Ohio it's very doubtful this car is going to see 8's this year and that is the biggest disapointment off all.
Bro as a huge fan of Buschur Racing I have to admit this is a very sad day for me.
However, let me say this, what seperates the men from the boys in this buisiness is not IF your going to break parts and blow **** up but what happens after you break parts and blow **** up.
I say you get er done and we should all head down to visit Mike in Florida this winter for some mid winter racing. Spring time is always too long to wait for me
Al
Evolved Member
Joined: Oct 2002
Posts: 2,788
Likes: 1
Damnit Dave! I'm so sorry to hear this. Get that son of a gun running again. The OG Bad Bish is an icon and cannot be kept inoperable for long!
Knock control would have saved the motor probably. Even if it's not the most sophisticated system in the world, having something is way better than nothing.
I'm crossing my fingers you put the Bad Bish back together before the season ends. Good luck if you do!
Knock control would have saved the motor probably. Even if it's not the most sophisticated system in the world, having something is way better than nothing.
I'm crossing my fingers you put the Bad Bish back together before the season ends. Good luck if you do!
Bro as a huge fan of Buschur Racing I have to admit this is a very sad day for me.
However, let me say this, what seperates the men from the boys in this buisiness is not IF your going to break parts and blow **** up but what happens after you break parts and blow **** up.
I say you get er done and we should all head down to visit Mike in Florida this winter for some mid winter racing. Spring time is always too long to wait for me
Al
However, let me say this, what seperates the men from the boys in this buisiness is not IF your going to break parts and blow **** up but what happens after you break parts and blow **** up.
I say you get er done and we should all head down to visit Mike in Florida this winter for some mid winter racing. Spring time is always too long to wait for me
Al
+1 on that!!!