So I checked my fuel pressure and it all tested out fine. Still no diagnostic codes but it keeps stalling and running rough. You said an sct dealer with the full program can't do anything with my timing or fuel?

 

Fuel pressure is good. I'm lost on this one. I wish it would shoot me a code so I'd know where to start

 

The thing is, the SCT can only do certain things. It's not a DRB tool. It is not a diagnostic tool nor a timing adjustment tool. Yes, it can adjust fuel trims but, since you've got the correct injectors- this is not an issue and, you most certainly do not to have them adjusted.

I have spoken to them about this and, they can't access or write to those parameters. SCT doing Dodge tuners are very very new and, it's still in development so, there's still quite a few things like sync offset, spark etc that is not user accessible.

That's all done at the PCM level and I am telling you, the only way to gain access to those parameters is through the use of two tools only: DART or DRBIII tool.

Even if you had the tool, or, someone at a shop had the tool, unless they are very familiar with Dodge and had a scope, they may not be able to time it properly.

Some of those shops don't even know how to re-time a CAM and SYNC OFFSET never mind running it on a scope. How many shops have a full blown scope, diagnostic rig, full readout of all parameters, a dyno, and a top notch flash tool- the answer- not one that I have been too out in So Cal- not one shop has those tools. And, LA is HUGE in the auto industry. There's so many speed shops it's ridiculous but, not one that I know of has those tools.

The only place that has those tools is the dealer. These tools are CUSTOM designed for Chrysler / Dodge and, everything and anything that is wrong can be diagnosed just by hooking it up to one of those machines along with someone that knows how to use the rack rig setup and the scope.

There, they will charge you a fee of 200.00 (So Cal cost) and they will go through the entire system along with running it on a scope so that they can see exactly, what is going on with everything.

They will analyze the spark, coil output, voltage output over time, dwell time, pre-spark time, post spark, CPS to CKPS relationship and all sensor information all the way to the power source at the battery and a whole lot more data.

This is why the SCT will not work. You don't have an issue with too much fuel like I thought initially. That was mentioned only in response to it being stated that you were running 26lb injectors which, yes, you would have had an issue.

But, now, at current, if your fuel pressure is spot on, we now rule out fuel delivery, fuel pump relay, high resistance at the connector at the fuel pump etc.

Now we move on to another system: ELECTRICAL IGNITION SYSTEM

- Test your coil / OHM TEST PRIMARY AND SECONDARY OHM TEST

-If that passes, check voltage at the COIL INPUT ensure that you have ~13.5 volts at the INPUT. This is the DG/OR wire.

This is going to be an OPERATIONAL TEST. The vehicle will be running.

NOTE: If you need assistance or step by step instructions for how to measure or test, please let me know and I will provide that information.

After you verify voltage into the COIL INPUT, next step is to check the ground from the COIL to PCM.

Again, somewhere on here, I listed this out step by step for someone just recently in fact.

I would start there first and then I'll check back as to the status.

CM

 

I'm just curios, how was it running before you did this work to it?

 

To answer the first reply, I talked to a guy at the dodge service dept. today and he seems to think that with there computer system, he can straighten it out. He said it sounds like it's running rich and the ignition timing needs advanced. As for the second reply, it ran perfect before all this. When I talked to a guy at sct today, he drives a dodge and had similar problems with his after the cam install and his cam was less aggressive than mine. He was able to correct everything with tuning

 

If all it is, is the CAM, then, they will be able to fix that in the tune yes. Is the CAM you put in radical in comparison with the OEM stock CAM?

 

Did you replace the factory valve springs?That cam seems pretty nasty with a 108 lobe seperation.I think your issue is the computer,specifically the will require computer mods disclaimer at the top.I would call the comp cams hotline and speak to the experts.How do you tell if a cam is radical.Does it come in a members only jacket and sunglasses?I would just stick with lift # and lsa.

 

comp told me that it would require computer mod but they didn't have a clue why. the cam has .512 lift intake and exhaust and the duration is 260 in/270 ex. my heads are supposed to be good for .600 lift according to clearwater cylinder head. They have stainless valves and the springs were VERY beefy in comparison to the stock heads. The guy at sct changed his cam to something with about .480 lift and was able to correct similar symptoms with tuning. He seemed very confident when I spoke to him that he could put mine back to life very well.

 

I would still check for coil bind just to rule it out.I would let the tuner guy give it a shot.Its only money...They apparently say may require computer mods on all of their cams,even the ones rated computer controlled.Nice that they cant explain why.

 

Yeah, I thought that was uncomforting that they couldn't tell me why their product would f*** with my computer. Since it is running and none of the parameters are out enough to shoot codes, I'm gonna let sct or the dealership mess with it. Like mentioned earlier, I found a mopar enthusiast at the dodge service dept. who says he can do it.