Revolutions

I will do exactly that and also get you the file tomorrow. Again, appreciate all the help and assistance.

Thanks for the reply on both accounts. I will send the tune file asap. I am willing to switch injector pins as you suggested but im curious and a little confused on on how to correct for the inj output changes since it is a sequential setup. Wouldnt that mean i would have to swap injector connectors on each injector as well in order to keep them paired to the correct cylinder? I appreciate all the help i have recieved and really really dont want to start over with another system. I enjoy working with the Link system and run multiple cars on them. This one has been a struggle over the last 2 years. Thanks again for all the assistance.

Hello and sorry for the long post. We have a V88 on an ls7 twin turbo Pikes peak hill climb car. We had issue last year when we twin turboed the stock ls7 crate engine. We hurt cylinders 2# piston multiple times and cyl #4 once (both cracked rings, and eventually cracked #2 sleeve). AFRs we safe and timing was very consertive but the AFR we not even between left and right bank. Almost a 2 point variance (gasoline scale). After replacing the engine due to damage, we started over trying to diagnose the issue. After trying multiple scenarios (swapping rails and injectors, coils, even rebuilt an engine harness using only the Vipec directions, never referencing the old harness) to no avail, we sent the ecu back to Link. Apon inspection they found that 2 injector mosfets we failing under the heat/distortion test. They were repaired with the newer g4+ parts and returned to us with a clean bill of health. Now, with the repaired ecu, the fueling issue is still present. Bank 2 is leaner than bank 1. In order to try to bring the afrs close, i have been using cyl trim to richen bank 2 by 10% and leaning bank 1 out by 10%. In total a 20% correction is needed to even get close to a mutual reading. All afrs have been verified by either swapping the in car 02s side to side, and also verified by a 3rd o2 i use consistantly on our dyno. With all these modifications and changes, i finally wired the ecu to accept a clutch input in order to use the launch control. Apon trying said launch control, it appears that only bank 2 is cutting ignition and retarding timing (pops and shoots flames only on bank 2 exhaust). I have contacted Link multiple times and have run thru all setting in the ecu more than once. They asked me today to send the map and a short log on lauch control but i have not been to work send it. Im am reaching out to see if anyone has any ideas on what to try. I have covered almost all bases more than once and im at my wits end. Pikes Peak hill climb is 4 weeks away and im feeling the pressure to not miss a second year in a row. Thanks for any and all input in this matter.