Thank everyone for their insite. I do not think it is a head issue. You all seem to hit it right on the head with the learning curve for the computer. What is a VMP tune?
It may be cluch chatter simply because I cannot be for sure it is the valves, but it really sounds like it. I had someone follow me in fall and I jumped down on her, a large poof of black (not blue) smoke came out (carbon) other than that she chattered for a second or 2 then was fine. I went from 60-110 in no time and after that I could not get it to chatter again.
It seems to behave very differently at times. I will check the MAF sensor, I know there is a TID on how to clean it, very carefully.
I do not think it is a O2 issue, I hope not at 4 X 150.00
I did have one issue that turned out to be a defective PCV valve, that was 50.00 but the computer never kicked a code.
The only other issue is my K&N needs to be recharged bad, it is dirty as hell.
The only mods I have is an exhaust (cat back) and cold air intake. I am saving for the BBK shorty headers. By the way the car only has 39,973 miles on it. Thank you all for the advice.
It's not a learning curve for the computer. The problem is that by either a mechanical (fuel filter, air filter, MAF, etc) or a tuning problem that is not supplying enough fuel at the split second where the timing advances when you go full throttle. The EEC operates on 2 different tables for normal driving and wide open throttle operations. Only the normal driving side of the EEC "learns", and it's done over a long period of time. The WOT side is programmed in, and remains more constant. You are having a problem when it switches from the "normal" to the "WOT" side of the house.
For the EEC educated, I know I'm simplifying things, and there's more involved than just this.
I would start out by checking all the normal maintenance stuff, plugs, filters, MAF, etc. and if nothing changes, put your car on a dyno with a wideband. It shouldn't cost more than $60 to just make a couple runs on the dyno, and tell them what you're looking for. It would be very beneficial to be able to datalog at the same time. What you would be looking for, and what a good tuner would look for is the timing vs. air fuel ratio at the point to where you floor the gas to see what it's doing. Anything the car isn't doing correctly will be apparent at that point on the datalog and dyno-graph with the A/F ration on it.
Then if the mechanical side of the house is good to go, a tuner can adjust the parameters in the tune to make sure that the a/f ratio stays acceptable during tip in.