Just wanted to wish all you guys a Merry Christmas!!!
Could you tell me if there is a PID for knock retard for the Caliber SRT-4? If so what is it?
If not why not? How does the pcm determine what amount of timing to pull in a knock scenario? I realize the knock sensor will send X amount of voltage to the PCM and the PCM will than retard timing, but what is that equation?
Is it true there are no real timing tables in the Caliber PCM, that it calculates timing off of crank angle? Im not sure if Im asking this correctly.
Why would you guys deem a dual mass flywheel a good fit in a performance car? Dual mass flywheels have been prone to failure in numerous other vehicles with much less torque. I realize you guys have done ''plenty of testing'' at 300hp but that doesnt answer my question. What will happen if you decide to up the anty and make a stage 3 mopar kit? Most likely you will need a mopar replacement clutch assembly at that point which will drive the cost up even more.
Also saying that the DBW doesnt close the throttle or bog the car down during shifts is simple FALSE. I have gotten around this issue electronically and its a world of difference. So again we will ask, why did you not give the Caliber more throttle when WOT shifting or at least increase the rate of how fast the throttle comes back on when WOT shifting. I have data logged the throttle when WOT shifting and it closes all the way to 20% some times and takes tenths of a second to increase to a somewhat wide open throttle. This is killing the car in the 1/4
I've heard from many credible folks who race SRT8s that the transmission adaptives should be reset before running at the dragstrip. Why the increased performance with reset adaptives?
If I run 96 octane at the track I know that it keeps the knock retard at bay in hot weather. Will running 96 octane do anything besides prevent knock retard? Will the adaptives advance timing or anything like that if knock isn't encountered with higher octane gas?
Thanks for the help.
]Swaybar stiffness is proportional to the 4th power of the diameter, so bumping the diameters makes a big difference. You will definitely notice the increase in roll stiffness.
The Mopar coilovers are essentially a full track kit. The spring rates go up from 210 lb/in front 240 lbs/in rear stock (already quite stiff) to 600 lb/in. They will be too aggressive for street use unless you are very hardcore.
You're hearing the transfer case (big surprise right!?). We calibrate the t'case to continue sending power forward for a period of time after aggressive driving, because we figure if you drive hard for a while, you're probably going to keep driving hard. Nothing out of the ordinary.Why does the transfer case in my Jeep make a split second high pitched humming noise at slow speeds after it has been driven hard? It does not make this noise if I have been driving normally or if the truck is cold.
Why won't SRT answer any question where the information would be useful to us, and if the thought ever occurred to them that because of this, it is likely this will be the last mopar for many?
Trust me, everyone absolutely does NOT feel this way, as you can see by the many thanks you receive during each and every session. My suggestion to those few who do feel this way is to avoid the sessions rather than waste time with inflammatory remarks thinly disguised as a question.If everyone feels this way, we will be happy to stop the webchats. Just let us know. We are here on our own time, away from our families. We do the best we can.