What's new on Sniper Log Analyzer
The section that cross-checks your config file against what the datalog actually shows — including the warning that the attached config doesn't appear to be the tune the log ran on — had stopped appearing after the multi-log redesign. It now renders for every log, and the same flags are visible during tuning reviews again.
A batch of fixes from an internal audit: a file that fails to process now shows an error banner instead of silently disappearing from the results, uploading more than 5 files now warns you instead of silently dropping the extras, results links with a trailing slash load correctly, and uploads no longer show a false "processing failed" during busy stretches or get stuck on the processing spinner forever.
Drive Playback gauges no longer invent a reading (like an alarming "0.00V") for sensors a log simply doesn't record — they now show "--" as intended. The Config Summary no longer states "No" for settings it couldn't actually read from an older config format, and fuel-only Sniper 2 installs logging in the newest firmware format no longer get false idle-timing warnings.
Some ignition setups (CD boxes especially) put a lot of electrical noise on the RPM signal, and the analyzer was reading that noise as "cruise surge" — one user saw the warning on six uploads in a row with a genuinely smooth-driving car. Surge detection now separates real slow RPM oscillation from signal noise, and actually catches gentle surges the old check missed. Also fixed: the Timing Mode health card now reads the mode from your attached config instead of guessing from the datalog, and rich tip-in reports now show how deep the rich dip actually went.
On Terminator X uploads, the analyzer now compares the self-tuning history saved in your config file against what the datalog actually reports, and warns you when they don't match — for example when an older config file is attached after a new tune was loaded into the ECU. Also fixed two false alarms on automatics: an idle warning that mixed in-gear idle with Park idle, and an "IAC wide open" warning that could fire during the normal settle-down after a hot restart.
A normal full-throttle run through more than one gear could trigger a false "sudden torque collapse" warning — the analyzer was comparing how fast the engine gained RPM between two pulls without accounting for the fact that a taller gear naturally climbs slower. It now tells a real power ceiling apart from a simple upshift, so ordinary shifted pulls no longer get flagged.
Clicking "show on timeline" on a diagnosis card now zooms the Drive Playback chart onto the moment or region the diagnosis is about — previously it only scrolled and highlighted, leaving the chart wherever it was, which could look like a blank graph if you'd accidentally zoomed in. The links now also recover the chart from any stuck zoom, and small mouse twitches while clicking the chart scrub the playhead instead of zooming into a blank sliver.
The analyzer now understands Terminator X custom input/output setups — including PWM fan outputs — so cooling advice no longer assumes the built-in fan settings are the whole story. Custom datalog channels you've named in your tuner now show up as their own lanes in Drive Playback, and the knock lane is hidden when knock sensors aren't configured (it always reads zero there).
Multi-log uploads get a sticky jump-to navigator and clear per-log banners, with the RPM-band views moved up front and the small stat tables grouped into one collapsed “Detailed Stats” section. “Show on timeline” on a diagnosis now turns on the relevant chart lanes, zooms to the evidence, and explains what it focused. The playback chart also picks up every channel your ECU records — including fuel and oil pressure gauges on Terminator X logs — behind a “+ N more” lane toggle.
The analyzer now recognizes a genuine misfire that lives in a specific RPM range: the ECU fuels for more airflow than the engine can physically breathe while the oxygen sensor still reads lean, at light load and wide-open throttle alike, with clean readings above the band. The diagnosis points at ignition and mechanical causes, warns against “fixing” it with more fuel, and full-throttle fueling is now judged excluding a detected misfire band — so a clean pull isn’t flagged for a fault it merely drove through.
On Terminator X logs, the analyzer now compares your full-throttle pulls against each other and can flag a sudden loss of engine power even when fueling looks normal — with a checklist of physical causes to chase. When cam-timing channels are included in the log, it also verifies the cams are actually following their targets. And fuel-pressure scoring now recognizes vacuum-referenced regulators, so a rail that correctly tracks manifold pressure is no longer flagged as a pressure swing.
Diagnosis cards lead with the one reading that matters and tuck the rest behind "all readings". Internal metrics like sample counts and statistical jargon are gone from the scorecard and stats sections — timestamps now read as minutes into the drive, and every number left on the page is one you can act on.
Very short logs now show "Not Enough Data" instead of judging your tune off a handful of readings. Fix suggestions now match the direction of the finding (rich vs lean) and your hardware, several health cards that previously showed no fixes now include them, and the over-rev check now catches RPM excursions past an enabled Rev Limiter #1.
When an upload bundles older datalogs with a newer config, the analyzer now notices the mismatch and frames its config warnings as forward-looking instead of misreading the logs. Also fixed three false alarms: hot-restart "not enough fuel" warnings based on oxygen-sensor readings taken before the sensor had warmed up, wide-open-throttle fueling judgments made while closed loop was chasing a bad reading, and fuel-pressure "sag" warnings triggered by a single glitched sample.
The analyzer now detects when closed-loop correction maxes out at light load chasing an oxygen-sensor reading that won't respond to the added fuel — the classic signature of a false lean (an exhaust leak near the sensor, a leaky sensor bung, or big-cam overlap dilution), which quietly contaminates the Learn table and causes real over-fueling. Also fixed two false alarms: fuel-pressure warnings triggered by the normal pressure drop when you shut the engine off at the end of a log, and cold warm-up idle being mistaken for in-gear idle.
The config review used to warn that a higher-than-typical warm idle target could cause stalling when decelerating to a stop. That was backwards — it's a low idle target that risks a decel stall, while a higher target actually gives idle control more room to catch the engine as RPM falls. The item now describes the real trade-offs of a high target: fuel economy and, on automatics, firmer engagement into gear.
The analyzer now flags when your engine runs leaner than the computer is asking for during warm-up, before it reaches operating temperature. A lean warm-up mixture is a common cause of cold-start and not-fully-warm stalling, and it points you at the coolant-temperature enrichment as the fix. The check is careful to ignore the first few seconds after start (while the oxygen sensor is still warming up), so it only fires on a real, sustained lean warm-up.
Uploading a Terminator X config on its own now gives you a rated health scorecard — timing, rev limiter, idle, fueling and AFR targets — instead of just a plain summary. The summary also shows more of what tuners care about: target air/fuel ratios, fuel pressure and injector size, closed-loop and Learn status, and where your tune is in its learning cycle. Older config versions now show a clear note about what's available.
When an ignition misfire fakes a lean reading, auto-tune can keep piling fuel into the same cells until the fuel table takes on a physically impossible shape. The analyzer now spots that shape in a Terminator X config by itself — even if your log never went wide-open — and warns you not to transfer Learn into the table until the misfire is fixed, which would otherwise bake the bad correction in for good.
Some newer Sniper 2 setups record datalogs in a different internal format that the analyzer couldn't read before — those uploads came back as an unrecognized file. They now decode and analyze like any other log, with the full health scorecard, AFR-vs-target accuracy, and diagnoses.
When a log had a tall spike — like the AFR pegging lean on decel, common on wideband Terminator X logs — the line could run off the top or bottom of the playback graph. The graph now expands its scale to fit the whole trace so you can see the full spike instead of a flat-topped clip.
The analyzer now flags an intermittent ignition misfire that fools the wideband O₂ into reading lean — which can trick Closed Loop and Learn into piling fuel into those cells. When a band is commanded far over-fueled yet still reads lean at light-to-moderate load, the analyzer points you at the ignition (coil, plug, gap, wire, cap) instead of chasing it with more fuel. Works on Sniper and Terminator X.
Terminator X config summaries now show which power-adder and control features your build runs — boost control, nitrous, transmission control, and drive-by-wire throttle.
Terminator X config summaries now show your rev limiter mode (soft, spark cut, etc.) and your 2-step launch RPM when one is set.
A cold battery cranks at a lower voltage, which was tripping false weak-battery and pink-wire warnings on clean cold starts. Those checks now tell a genuinely low crank apart from the normal dip of a cold start, and they run on Terminator X results too.
The CL Comp Rail-to-Rail and Cruise IAC health cards no longer raise a flag for a brief closed-loop correction or a normally-parked idle air valve at steady cruise — they now only fire on sustained issues, and they show ratings on Terminator X results too.
Terminator X results now also rate Decel Fueling and Cruise Timing Stability on the engine health scorecard, where they previously showed as not-yet-supported.
Terminator X results now show the same complete layout as Sniper logs — drive playback, the engine health scorecard, and the overview, idle, cruise, AFR, and voltage sections — with your configuration summarized once at the bottom. The old beta readout has been retired.
Terminator X results now flag a rev limiter set high enough to offer no real over-rev protection, with a suggestion to set it near your peak RPM.
Terminator X results now rate Cruise Quality and Decel AFR — both previously shown as not-yet-supported — and flag RPM hunting at steady cruise.
Terminator X results now rate Tune Accuracy — how far your Learn table has moved from the base fuel calibration — instead of showing it as not-yet-supported, and can flag when a tune has settled and is ready to transfer into the base table.
Terminator X results now flag more datalog issues — flooded or lean hot restarts and rich after-start flares, injectors maxing out or a fuel-pressure shortfall at wide-open throttle, and dangerously low cruise timing.
Terminator X results now run a broad set of additional checks from your datalog — idle stalls and big-cam idle signatures, coolant-sensor noise, electrical/RFI resets, low-voltage ECU confusion, and several closed-loop and cruise air/fuel issues.
Terminator X results now flag closed-loop fueling issues read against your config — trim limits set too tight, wide trim swings at idle, a stay-in-closed-loop throttle threshold set too low, and a too-short decel re-entry delay.
Terminator X results now flag a common A/C setup gap — A/C Kick enabled with no A/C Shutdown configured, which leaves the compressor engaged at wide-open throttle and during heat-soak.
Terminator X results now flag idle-tuning issues read against your config — idle RPM that's off the target curve, idle-spark correction running at its limits, and a throttle held cracked open with the idle air valve stuck at its hold position.
Terminator X results now flag a too-lean wide-open-throttle target air/fuel ratio and cranking-fuel problems (a flooded hot restart, or too little cold-start fuel), and the health scorecard now rates WOT fueling, hot start, and cranking voltage.
Terminator X results now show whether your ignition is running the load-based 2D timing table or Simple mode, with a short note on what that means for your tune.
Fixed an issue where an upload could occasionally be reported as failed when several uploads were being processed at the same time. Uploads that hit the processing time limit now report an error instead of appearing stuck on "analyzing" indefinitely.
Restored a decel-popping (overrun backfire) diagnosis that wasn't being surfaced, and stopped over-confidently flagging a healthy, steady-cruise wideband as a "dead sensor" — that case is now reported with appropriate confidence. Health ratings and config values no longer display "NaN" when a log contains corrupt channel data.
Cold-start datalogs were incorrectly flagging low oil and fuel pressure because the analyzer counted the brief key-on/cranking moment before the engine catches, when those pressures are naturally near zero. The analyzer now judges oil and fuel pressure only while the engine is actually running, so a healthy cold start no longer triggers a scary warning.
Some Terminator X datalogs were reporting nonsensical run times — a short cold-start log showing up as days long — which also threw off timing-based readings like temperature minimums. The analyzer now ignores the placeholder record at the very start of these logs, so durations and the values derived from them read correctly.
When you upload a Terminator X config, the results now report how far your Learn table has converged — whether every cell is settled within a healthy band, or some areas are still asking for noticeably more or less fuel. If you're partway through a drive-and-transfer cycle, it points out which RPM range still needs work so you know whether to keep going.
The results page now opens with the verdict up front — diagnoses, the health scorecard, and the drive playback — while the detailed stat sections (overview, idle, cruise, voltage, and the rest) start collapsed. Tap any section header to open it, or use "Expand all," especially handy on phones where the full page used to be a very long scroll.
Some Sniper config files — typically ones saved straight from the setup wizard — store their settings in a different internal arrangement, which made the Config Review show nonsense values like impossible cylinder counts and unknown ignition types. The analyzer now detects this variant and reads these configs correctly.
Datalogs from Terminator X Max systems (the variant with transmission control) previously came back as "log variant not recognized." The analyzer now reads this format — including ignition timing, knock retard, and oil and fuel pressure channels — so these logs get the full health scorecard.
If no oil or fuel pressure sensor is wired to your Terminator X, the scorecard now says "no sensor" instead of warning about dangerously low pressure. Idle logs labeled "in gear" in the filename are now scored as in-gear idle — where higher IAC is normal converter load, not a throttle-stop problem — and the cruise mixture check shows N/A when a log contains no cruise driving to grade.
The Terminator X health scorecard now rates oil pressure and fuel pressure, and the charging and idle-MAP checks that were previously marked "not yet validated" now get real ratings tuned for this platform. The Terminator X config summary also shows your target fuel pressure, injector size, and rev limiter.
Terminator X datalogs now get a health scorecard and automated diagnoses, the same kind of analysis Sniper logs receive. We start with the checks we've verified for this platform — idle stability, AFR accuracy, idle mixture, IAC/throttle stop, engine temperature, and electrical-noise detection — and clearly mark the rest "not yet validated for Terminator X" while we confirm them, so you only ever see results we trust.
Terminator X datalogs now decode a full set of channels — ignition timing, MAP, TPS, IAC, learn, injector duty, oil and fuel pressure, and more — all confirmed against the Holley software so the numbers are trustworthy. They also get the interactive Drive Playback chart with the correct log timing, so you can scrub or play through the log and watch every channel move over time, the same timeline view Sniper logs have.
The analyzer now accepts Holley Terminator X uploads — datalogs (.dl and .dlz) and global configs (.terx). For now you'll get decoded readings (RPM, AFR, coolant and intake temps, voltage, target idle, fuel pressure) plus a configuration summary, while we finish verifying the full health analysis for this platform. Thanks to the community members who contributed sample files.
A batch of results-page refinements: rich deceleration is now described as the normal Sniper behavior it is instead of "unusual", brief lean blips during hard-throttle transitions no longer raise a fuel-delivery alarm when your wide-open fueling is on target, cranking-voltage notes only escalate when the dip actually approaches the problem threshold, and a few recommendations that pointed at the wrong fix — like suggesting more accel fuel on rich tip-ins, or telling a finished tune to widen its closed-loop limits — now point at the right one.
The upload, results, and changelog pages have a new visual design. Everything works the same — same analysis, same links — it just reads better.
Logs that start cold and warm up could trigger an idle fueling-stability warning even when the warmed-up idle was right on target — the rich warm-up minutes were dragging down the numbers. The analyzer now judges idle fueling from the warmed-up portion of the log, so a healthy tune recorded from a cold start no longer gets flagged.
On automatics, the torque converter naturally raises the idle air-valve position when you're in gear — which is normal, not a problem. The analyzer no longer reads that in-gear idle as a throttle-stop or fueling fault; idle checks now key off your Park idle, so a dialed-in tune stops seeing idle warnings it has already addressed.
Some valid Sniper datalogs were being turned away as an unrecognized format. The analyzer now reads this additional variant correctly, so those logs upload and analyze like any other.
Tightened about 30 analysis checks that occasionally flagged healthy, in-spec logs as problems. The rich-decel note now appears only when deceleration is genuinely rich rather than normal sample spread, the idle fueling-stability warning now needs a genuinely wide swing, and the rev-limiter warning only flags settings high enough to actually remove over-rev protection — among other acceleration, idle, and cruise refinements. Across our test logs this cleared about a third of borderline false alarms while still flagging every real problem.
The results page now hides health cards and warnings that fired as "fair" on well-tuned engines even when nothing was wrong — including the rich-decel warning on current Sniper firmware, where Holley removed the Decel Fuel Cutoff option and rich decel is the expected default. Idle stability and cruise AFR accuracy (previously labeled "AFR Control") also use smarter sample windows, so a clean tune no longer gets flagged just because the log included normal warmup or post-throttle transitions. At the same time, WOT fueling now detects sustained lean periods that a per-sample average can mask — so if your WOT Fueling rating changed, it's flagging a real event, not a regression.
Datalogs captured with the engine off (key-on, engine-off) are now detected and clearly labeled, showing only the readings that are meaningful in that state instead of a misleading all-red health report.
Reviewed the most-fired diagnoses against real logs and tightened four matchers that were over-flagging. Cruise hunting no longer mistakes gentle linear acceleration for engine-side surge, the closed-loop trim diagnosis no longer escalates to high confidence from one transient sample, the rev-limiter warning ignores sub-50-RPM sensor touches, and the engine-stalled card is suppressed when the log simply ends shortly after RPM drops (typically a datalogger disconnect or end-of-drive shutdown rather than a real stall).
The analyzer was previously mis-identifying Sniper 1 hardware as Sniper 2 when the owner had updated to V2 firmware, which caused some Sniper-1-specific recommendations to be skipped and some Sniper-2-only items to be shown in error. The system now reads the throttle body's hardware identifier directly, so a Sniper 1 running V2 firmware is correctly recognized regardless of firmware version.
The upload page now checks total file size before submitting and disables the button with an inline message if you're over the limit, so you find out up front instead of after waiting for the upload to fail. When something does go wrong server-side, the error message now names the actual problem (too large, server unavailable, etc.) instead of the confusing "Unexpected token '<'" message a few users saw recently.
When two diagnoses describe the same underlying issue (for example, when a wider-cam idle would trigger both the "big cam" notice and the "high IAC" notice, or when ignition-switch resistance is what's actually causing a cranking voltage dip), the report now leads with the most informative one and tucks the related notices underneath as "downstream effects of this issue." Less visual noise; the same data is still available if you expand it.
Added a small Ko-fi button to the footer. The analyzer stays free; if it has saved you a tuning headache and you want to chip in, the option is there. No tracking, no popups — the button is just a link.
Added detection for wideband sensors producing impossible single-sample spikes, Target AFR tables left at Wizard defaults that hurt WOT power, acceleration-enrichment curves with the wrong overall shape, the right moment to bake learn corrections into the base fuel table, ignition-switch resistance on the Sniper's switched-12V feed (distinct from a weak battery), and a stronger framing for AC-Kick configurations when no AC use is visible. These came from real review patterns the existing matchers weren't catching.
Tightened several diagnosis thresholds so healthy logs stop getting flagged for normal cruise behavior, and improved the wideband-failure detection to catch sensors that fail at non-standard voltages. Also resolved a couple of cases where two diagnoses were firing on the same engine condition — the more relevant one will surface in those cases now.
Two follow-ups from a full audit pass on the 52 pattern matchers. The "idle timing too low" matcher now uses 18° as its floor (was 14°), matching the KB-cited Holley-forum recommendation that vacuum-advance-equivalent should be baked into the Sniper timing table — tunes in the 14-17° band now get flagged at medium confidence instead of being silently ignored. And the "rev limiter set too high" diagnosis now surfaces an actionable recommendation in the fix list (set to peak usable RPM + 300-500) instead of leaving the suggestion buried in the prose.
Three more health-scorecard ratings got sharpened. WOT timing now scales by fuel type and boost: pump-gas naturally-aspirated stays 26-36°, E85 widens to 30-42° (to credit the octane margin), and boost-enabled configs cap lower at 22-34° (the WOT scalar should be the no-boost peak, with the table pulling timing as manifold pressure rises). Simple timing mode is now flagged "fair" on naturally-aspirated street builds (a missed opportunity, not a fault) but still "attention" when a boost ICF is present (because the 31×31 cells are decorative in Simple mode and can't pull timing under boost). And the AE Correction "flat 100%" reading is now rated "good" — it's the neutral baseline; tapering above 60% TPS is a symptom-driven refinement when datalogs show WOT lean, not a config-only requirement.
The config health scorecard's "Warm Cranking Fuel" rating used to claim "most engines need 10-15 lb/hr" universally — but that's the Sniper Wizard's intentionally-rich default, not what engines actually need. Per Holley-staff forum guidance, hot engines typically only need 7-8 lb/hr. The rating now scales by engine displacement and cam aggressiveness (rough rule: lb/hr ≈ displacement / 50 + cam offset), and a 7 lb/hr value on a properly-set-up engine now rates as "good" instead of "attention." The "Warm Idle Target" rating got the same treatment — it now scales by cam type (stock 700-800, street 750-850, street/strip 800-900, race 850-1100) instead of a single threshold that missed the big-cam case. It also now reads the 200°F cell from your idle-target table rather than the 100°F cell, since most engines operate above 180°F.
The idle-target-vs-actual matcher now looks up your idle RPM table at the engine's actual coolant temperature instead of always comparing against the 100°F cell — properly-tuned engines no longer fire this warning when running at normal operating temp. The hot-restart lean-crank matcher now ignores brief fuel-vapor purge during clean catches under one second. The rich-decel matcher's recommendations no longer cite a lean-direction fuel-pressure fix. And the warm-cranking-fuel config flag now only fires when an actual warm-start was observed AND the engine didn't catch cleanly.
Uploaded Sniper configs are now tagged with the EFI System Type they were built for — Sniper 4 Inj, Super Sniper 8 Inj, SniperXFlow 4 Inj, Sniper Quadrajet, MSD Atomic 2.0, and the rest of the 27 hardware variants in the PC software dropdown. Helps disambiguate which hardware family a config targets, which matters because the Sniper PC software shows different tuning controls (MAP Sensor Filter, Closed Loop Advanced Parameters) only on Sniper-2-family configs.
A walkthrough comparing the config parser against the Sniper PC software UI on a real V2 tune turned up several fields that were being read incorrectly. The most visible: After Start Enrichment was showing decay-rate seconds instead of enrichment percentages, the Idle Speed warm target could be off by one temperature bin, and the Closed Loop Compensation Limits grid now surfaces the full 8×8 +/- table instead of just one cell. The Boost and Nitrous sections also surface more fields, including Boost-vs-Time target pressures, Nitrous timing retard depth, and Nitrous Added Fuel Enrichment for Dry-mode setups.
IAC Hold Position recommendations now lead with a 12% target and a documented 10% floor — earlier advice suggesting lower values could trigger stall cascades on some setups. Decel analysis no longer references the older Decel Fuel Cutoff / Decel Wait Time / Reactivation RPM controls that newer Sniper firmware removed; the DIY base-fuel-table workaround is recommended instead. Stall detection now also works on very short clips, and several config cross-reference flags (Simple timing mode, low warm idle target, low warm cranking fuel) that weren't firing previously now do.
Configs with the optional Boost and/or Nitrous sections enabled are now fully accepted, and their tuning values are surfaced in the analysis output.
The .sniper parser now reads roughly 30 additional config fields — A/C Shutdown, 2nd Fuel Pump, the full Closed Loop / Learn parameter set, and more. Three new diagnostics flag common misconfigurations: A/C Kick enabled without A/C Shutdown, “Stay Closed Loop While TPS is Above” set too low, and a too-short Closed Loop Decel Delay (Lean) that causes lean tip-in stumbles.
Fixed several Sniper 1 (V1) config parsing bugs that caused Fan, A/C Kick, A/C Override, and CL/Learn limit values to display incorrectly. Sniper 2 (V2) parsing is unchanged.
The “fan never kicked in” check now only fires when the Sniper actually commanded the fan during the log, so users with externally-controlled fans no longer get false alarms. A new check also flags when Fan #1 or Fan #2 is disabled in your config but the engine still ran hot. Both fans covered.
Samples within 3 seconds of a WOT lift are now excluded, so brief sensor lag from prior rich exhaust no longer triggers false “check for injector leak” flags. When a .sniper config is included, the analysis also compares your Target AFR table against actual decel behavior to distinguish a hardware fault from a tune that’s intentionally rich at cruise.
The fuel-delivery-loss-under-load matcher fires on a signature shared by three causes: real fuel pressure sag, closed-loop lag on step demand, and AE undershoot on fast tip-ins. The analyzer now clusters the flagged samples into distinct events, classifies each by TPS rate-of-change, and reports the bucket breakdown alongside the diagnosis. When AE undershoot dominates the events, confidence drops and the recommendation flips to the AE table — no more generic “check your fuel pressure” when the data is actually pointing at a tune issue.
If you check “Request AI-assisted tuning review” but forget the description or email, the Upload & Analyze button no longer just sits there greyed out. A hint under the button tells you what’s missing, and clicking the button highlights the specific field to fill in.
The results page now prints with a clean light background and dark text. Charts still print in the dark theme; everything else (scorecard, diagnoses, cross-references, heatmap) is high-contrast on white paper. Just hit Ctrl+P / File → Print.
Tuning reviews now display fenced code blocks in monospace, making AFR tables, timing offsets, and parameter lists easier to read.
Added several diagnosis types: WBO2 open-circuit detection (catches dead wideband sensors), hot-start lean-crank pattern recognition, post-catch rich-flare detection, and fuel-delivery-loss under load.
Better auto-detection of Sniper 1 vs Sniper 2 datalog format variants, including edge cases with shorter headers. Fewer "failed to parse" errors on older logs.
New interactive timeline on the results page — scrub through your drive with synced gauges (RPM, AFR, timing, MAP, voltage, etc.) and click any diagnosis to jump to the exact moment it occurred.