45T-XR

I don't think any Ute's have come close yet have they? Not saying I won't give it a read hot go though.

I've had some help with a Software glitch that has been sorted. I actually enjoyed powercruise ipswitch last year as the torque reduction stuff wasn't with roll ons from 2nd gear. Was actually nice to have some fun I nthe car for a change instead of doing my head it tuning ZF's. Building them is so much better than tuning in my opinion, they are too smart. Or I'm retarded, probably the later! Been chasing torque reduction issues since that last pass over a year ago. 10.55 @ 135mph at Benaraby. Lucky to have some good mates help to identify some missing parameters in my strategy. Latest issue is getting 3/3.5 Bar T-map sensor sorted then will hopefully be back out to improve! I don't think a bolt on 6466 in a ute with a ZF is capable of a 9, but will be happy with a lower 10 sec pass. Great effort on keeping the list updated..

E clutch fried, and some hot spots on B clutch and c clutch?

Ditto what Wiggum said. I'm a HP user also. The scanner sucks for HP but you can buy second hand xcals cheap and download livelink free. Although from memory with a BA you are fairly limited for logging also in terms of DMR's. Luke will clarify though.

Did they test the CAN circuit at all?

Seriously? lol Jack it up and have a look underneath, won't be hard to spot surely.

There is Free data for everyone for ID injectors on the Injector Dynamics website, they offer a spreadsheet, you input your vehicle particulars and it spits out relatively good data. The slopes might need a bit of a tweak but it should start/run fine with the values it spits out.

I've got one of those!!! they work pretty good. The virtual dyno was pretty cool.

They are not all the same, there are bell housing variations as the cases are actually different to suit different engines, they are not identical internally either, internal hardware variances is the reason the rated torque capacity increases over models.

Yes they are a multiplication of the the base table. Then assuming there is no others coming into play it would be (desired ignition advance-(knock limit x multiplier table) For example say for high IATs there might be a multiplication factor of 1.15, that increase the base value by 15% then that number would be subtracted from the timing in the MBT table. It is a bit more complicated as there can be a few multiplier tables in effect in each calculation.

That is a shame. Hopefully that will help my ZF last or even improve!

Luke......You should talk to Toads about our little field trip at the end of the month, Let me know if you are interested. Flights are booked, I've just gotta sort accommodation.

Great post Luke, couldn't have put it better myself. Although in my own car, Knock sensors have been off for ages. I believe that oscillations in the timing curve (caused by false knock/and my forgies) hurt average power at the track. There are a heap of tables that apply to knock sensors, nearly all of which I don't have the gear to correctly calibrate. I've seen quite a few tunes now, it might be something to do with a few of the tables not crossing over into HP (which I doubt) but it seems some tuners are using the knock sensors to trim the final ignition timing and could not possibly be logging the timing curve to compare against the desired maps in the tune. Apart from the whole dyno x vs dyno y variances etc I think that this is the reason some cars make good hp on the dyno but don't perform well at the track. I can't prove that though as I refuse to tune anyones car that way.

this is one reason I love ID's. They have all the correct (or close enough to get you well in the ballpark) Some might say it's me being lazy but as far as computers go. sh*t in=sh*t out. And if you get the data with the injectors to get you in the ballpart straight up. Makes things so much nicer.