I follow Clean Bus / Dirty Bus wiring methods for any type of digital ignition / control / display. Analog ignition will tolerate most / much that digital will not.

Mark, thats great information in that drawing.
When I wired my TD, the MSD capacitor. was the center connection point for most everything, Grid, K&R board, data logger, positive power buss ect, never had any issues like I am having with the Grid pulling timing.
My son spoke with MSD today and they had no answers other than its something outside the MSD boxes since I swapped out the 7730 and it did the same thing again.

thats why i asked about the k&r timer maybe its what changing and not the msd,maybe its related t backup button and starting line,just wild thoughts

Same shyt differant day. Moved the power source for Grid off that "dirty" buss. zeroed out the launch retard and just used the delay box timer and step 1, set to pull 12* from .500 to 2.5 secs, tested with a timing light and worked perfect, went up made a run and it did not pull the timing, data acquisition says it did. next run turned off the DB timer and put it all back on the Grid launch retard, tested with a timing light, worked perfect. Went up and made a run and again it did not pull the timing out and car ran fast. Again data acquisition says it pulled the timing. Loaded up and went home.
I am completely dumbfounded, it just makes no sense, why does it work in the pits but not on the track.....but then sometimes it does...

Restrictor plates work every pass. LOL

I’m looking at the initial photo of the electrical mounting/ termination. The only other wiring item that I question is the placement of the high voltage (orange/black) wires (545v) going to the ignition coil. It’s best if one does not bundle (parallel) these coil wires with other wires in the wiring path. Not saying this is your problem…just saying.

I’m grabbing at straws now……..

If using an alternator, try removing the drive belt.

Have you ever checked the ignition trigger polarity to verify it is correct? For digital ignition, you want the trigger wiring orientated to produce the Most timing when checked.

You could try installing a newer style analog box (7al3) and run the retards with the delay box.

quote:

If using an alternator, try removing the drive belt.

X2

if two 7730s say that it is pulling timing then maybe the 7720 is not functioning if thats possible,{mark}

As far as the coil orange/black wires being grouped with other wires, the way this truck is laid out there isnt much choice, hell on the TD I had them running thru the inside of the frame rails grouped with other wires and never had a problem. Same with the crank trigger wires Plus the engine runs great otherwise, when not shifting early and pulling a bunch of timing to run on 5.80 index it runs 5.30.
As far as the alternator, I have given that some thought but with everything being 100% electric I could never run very long without a belt. Per data Voltage to the Grid is well within spec

TD probably didn’t have an alternator. Tow it to the BO box and start.

Where/ how does alternator wire make its way back to the battery?

As I wrote prior, I’m grasping at possible causes. Not standing next to the vehicle makes it harder also.

In Grid Data Acquisition channels, if you are recording the Ignition IN and Ignition Out channels, you will be able to see the Output shift when retarded in the Output channel when expanded to maximum resolution. I’ve viewed this before in DA, and even those using ICT.

I’d be interested in viewing the Ign IN/OUT on a DA of a failed retard when programmed, as well as one that worked properly.

The #8 Alternator wire runs from the alternator along the bottom frame rail with the 1/0 ground cable from the battery to the engine block under the cab away from all the other wiring and comes up in the bed in front of the wheel tubs runs along a frame rail then connects to the 4 pole main disconnect and then jumps over to the battery.
I will see if my son can pull the graphs you are asking about and post them some time today.

Thanks Mark

quote:

Originally posted by markemark:
In Grid Data Acquisition channels, if you are recording the Ignition IN and Ignition Out channels, you will be able to see the Output shift when retarded in the Output channel when expanded to maximum resolution. I’ve viewed this before in DA, and even those using ICT.

I’d be interested in viewing the Ign IN/OUT on a DA of a failed retard when programmed, as well as one that worked properly.

I sent you an email with the files attached.

I am curious: Has this problem been solved?

quote:

Originally posted by Joe C:
I am curious: Has this problem been solved?

Nope, I have changed the 7730, 7720, harness, moved ignition feed wires and took off the alternator belt, same shyt differant day. Turned it all off and ran a bracket race last weekend and truck ran flawless running 5.3x at 130mph. The only malfunction during the bracket race was the driver. I am done messing with it, for the index stuff I am putting a bolt under the gas pedal

quote:

Originally posted by Big Steve:

quote:

Originally posted by Joe C:
I am curious: Has this problem been solved?

Nope, I have changed the 7730, 7720, harness, moved ignition feed wires and took off the alternator belt, same shyt differant day. Turned it all off and ran a bracket race last weekend and truck ran flawless running 5.3x at 130mph. The only malfunction during the bracket race was the driver. I am done messing with it, for the index stuff I am putting a bolt under the gas pedal

I have no personal experience with it yet but I am going with Markoperformancedesign plate on next carb. I am getting rid of mechanical injection and changing to carb. They are easy to change plates and several of our guys run them with good results. Supposedly each plate in .01 in the 1/8 mile.