vortec spark table
04-19-2004, 07:57 PM
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vortec spark table
can anyone point me in the direction to find a 5.7L vortec spark table? I have the vortec heads and a TBI with 747 ecm and would like to use a stock vortec table as a guide to adjust my timing tables.
04-20-2004, 10:21 AM
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If someone finds a Vortec engine bin please post or PM me with it.
The best I've been able to come up with is the iron headed LT1 SA. This one is from a '95 B body car:
The LT1 iron head and the Vortec head share many similarities. Should make a good start for a Vortec headed engine.
RBob.
The best I've been able to come up with is the iron headed LT1 SA. This one is from a '95 B body car:
Code:
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2800 3200 3600 4000 4500 5000 5500 6000 6500 7000 25 KPA 18 22 26 29.0 31.0 33.0 35.0 36.0 37.0 37.0 37.0 38.0 38.0 38.0 38.0 38.0 38.0 37.0 37.0 37.0 37.0 30 KPA 21 25 29 30.5 33.0 35.0 38.0 39.0 40.0 40.0 40.0 43.0 43.0 43.0 44.0 44.0 44.0 43.0 40.0 40.0 40.0 35 KPA 22 26 30 30.5 32.5 34.0 37.0 38.5 39.5 40.0 40.0 41.0 43.0 45.0 45.0 46.0 46.0 46.0 42.0 42.0 42.0 40 KPA 21 24 26 28.0 30.0 31.0 34.0 35.5 36.5 38.0 38.5 39.0 41.0 42.0 43.5 45.0 45.0 45.0 41.0 41.0 41.0 45 KPA 20 22 23 27.0 28.0 29.0 32.0 33.5 34.5 36.5 37.0 38.0 39.5 40.5 41.5 42.5 42.5 42.5 39.0 39.0 39.0 50 KPA 19 21 22 25.5 26.0 27.5 30.0 32.0 33.5 35.0 36.0 37.0 38.5 39.5 40.0 40.5 40.5 40.5 38.0 38.0 38.0 55 KPA 17 19 21 24.0 25.0 26.0 28.5 30.0 32.0 34.0 35.5 36.5 37.5 38.5 39.0 39.5 39.5 39.5 37.0 37.0 37.0 60 KPA 15 17 21 22.0 23.5 24.5 27.0 28.5 31.0 33.5 34.5 35.5 36.5 37.5 38.0 38.5 38.5 38.5 36.0 36.0 36.0 65 KPA 12 15 19 19.5 21.0 23.0 25.0 27.0 30.0 32.5 33.5 34.5 35.5 36.5 37.0 37.5 37.5 37.5 35.0 35.0 35.0 70 KPA 9 12 16 16.5 18.0 21.0 23.0 25.5 29.0 31.5 32.5 33.5 34.5 35.5 37.0 36.5 36.5 36.5 34.0 34.0 34.0 75 KPA 6 9 13 13.5 15.5 19.0 21.0 24.0 27.5 30.0 32.0 33.0 34.0 34.5 36.0 35.5 35.5 35.5 33.0 33.0 33.0 80 KPA 3 6 9.5 10.5 13.0 17.0 19.0 22.0 25.0 28.0 30.0 32.0 33.5 34.0 35.0 34.0 35.0 35.0 32.0 32.0 32.0 85 KPA 2 2 6 7.0 11.0 14.5 17.0 20.0 22.5 25.0 27.0 29.5 31.5 31.5 33.0 32.0 34.0 34.0 31.0 30.0 30.0 90 KPA 2 -1 4 5.0 9.0 12.0 15.0 17.5 20.0 22.5 24.5 27.0 29.0 30.0 31.0 31.0 31.5 31.5 30.0 28.0 28.0 95 KPA 2 -2 2 4.0 8.0 11.0 13.5 15.5 18.5 20.5 22.5 25.5 28.0 29.0 30.0 30.0 30.5 30.5 29.0 28.0 28.0 100 KPA 2 -2 0 3.0 7.0 10.0 12.0 14.0 17.0 19.0 21.0 24.5 27.0 28.0 29.0 29.0 29.5 29.5 28.0 27.0 27.0
RBob.
04-20-2004, 10:30 AM
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Car: 2004 BMW 330Cic
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what's the base timing set to on that?
Also at WOT what are the KPA readings? I have a MAF system and would like to use the WOT SA from this table, so I want to get the right KPA values.
Also at WOT what are the KPA readings? I have a MAF system and would like to use the WOT SA from this table, so I want to get the right KPA values.
04-20-2004, 11:34 AM
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Originally posted by poncho@home
what's the base timing set to on that?
Also at WOT what are the KPA readings? I have a MAF system and would like to use the WOT SA from this table, so I want to get the right KPA values.
what's the base timing set to on that?
Also at WOT what are the KPA readings? I have a MAF system and would like to use the WOT SA from this table, so I want to get the right KPA values.
WOT is 100 KPa.
RBob.
04-20-2004, 11:55 AM
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u sure? I was under the impression in the 165 ECU that you set the base timing to x degrees, tell the computer it is x degrees and the Electronic Spark Control adds base timing + main spark + PE spark....
04-20-2004, 12:16 PM
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Originally posted by poncho@home
u sure? I was under the impression in the 165 ECU that you set the base timing to x degrees, tell the computer it is x degrees and the Electronic Spark Control adds base timing + main spark + PE spark....
u sure? I was under the impression in the 165 ECU that you set the base timing to x degrees, tell the computer it is x degrees and the Electronic Spark Control adds base timing + main spark + PE spark....
The distributor then adds the base timing back in by virtue of it's physical location relative to TDC.
RBob.
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04-20-2004, 12:24 PM
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so then when a Spark Advance table entry is 24 + 6 PE SA = 30 as long as the base timing is set to the same thing in the ECU?
04-20-2004, 01:14 PM
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Originally posted by poncho@home
so then when a Spark Advance table entry is 24 + 6 PE SA = 30 as long as the base timing is set to the same thing in the ECU?
so then when a Spark Advance table entry is 24 + 6 PE SA = 30 as long as the base timing is set to the same thing in the ECU?
RBob.
04-26-2004, 01:05 PM
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Car: 2004 BMW 330Cic
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ok...so now what's the PE Spark on this head set to? And any other spark adder as well.
I still have a little knock between 3200-5000 rpm, so I am pulling back the timing 2 degrees at a time...it seems to be liking it, as every run is faster then the previous with the more timing.
Right now it's at 30-32 total in that RPM range under WOT. I think in the end it will be happy with 28-29 total for WOT.
Just want to see what the total timing for the lt1 iron head is.
I still have a little knock between 3200-5000 rpm, so I am pulling back the timing 2 degrees at a time...it seems to be liking it, as every run is faster then the previous with the more timing.
Right now it's at 30-32 total in that RPM range under WOT. I think in the end it will be happy with 28-29 total for WOT.
Just want to see what the total timing for the lt1 iron head is.
04-26-2004, 03:56 PM
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WOT is 100 KPa.
or do i understand something wrong?
im using tunerpro for that.
Nebu.
04-26-2004, 09:08 PM
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Originally posted by Nebu
i thought WOT is around 30 and idle 100? i have set my most spark advance around 45kpa in the upper rpm range.
or do i understand something wrong?
im using tunerpro for that.
Nebu.
i thought WOT is around 30 and idle 100? i have set my most spark advance around 45kpa in the upper rpm range.
or do i understand something wrong?
im using tunerpro for that.
Nebu.
. 100 Kpa is kilopascal where atmosphere is just over 100 Kpa, I believe 101.4 and 1 bar is 104 or something like that. Anyways, lower Kpa = vacuum so idle is usually in the 30 to 50 range while cruising is in the 40-70 (80 if your car is a dog), and decel is in the 20's. These are just relative numbers so don't take them as fact, just concept. 
04-27-2004, 08:43 AM
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Looks normal to me. Less timing at WOT is completely normal. That's why they call "vacuum advance" vacuum advance 
.
Typical small block chevy WOT timing with iron heads is 30 to 34, aluminum heads are usually in the 32-38 range without detonation. There are a lot of good beginners books out there but read the sticky threads on this forum should answer most of your questions.
.Typical small block chevy WOT timing with iron heads is 30 to 34, aluminum heads are usually in the 32-38 range without detonation. There are a lot of good beginners books out there but read the sticky threads on this forum should answer most of your questions.
04-27-2004, 11:49 AM
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Originally posted by Nebu
yes but i was confused because you said around 30kpa is idle and in tunerpro idle is 100kpa.
Nebu.
yes but i was confused because you said around 30kpa is idle and in tunerpro idle is 100kpa.
Nebu.
.
04-27-2004, 11:59 AM
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lol, dont have a supercharger yet 
i hooked up my map to the manifold and it idles around 30-35kpa. but i get an error code "map high"
heres a log file. maybe you can say something about that.
map at manifold
map at tbi (open with excel)
and i still get knock counts....
thanks,
nebu
i hooked up my map to the manifold and it idles around 30-35kpa. but i get an error code "map high"
heres a log file. maybe you can say something about that.
map at manifold
map at tbi (open with excel)
and i still get knock counts....
thanks,
nebu
Last edited by Nebu; 04-27-2004 at 12:02 PM.
09-26-2005, 01:14 PM
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bump:: Has anyone come up with the vortec 5.7 SA table, or VE table. I've searched all over the internet and personally haven't had any luck. I was going to use this LT1 table, wondering if anybody has tried it out yet on there 350,tbi,7747,vortec head engine yet??
thanx all
thanx all
09-26-2005, 01:25 PM
#20
Edgesz28 started with a vortec truck table in his 8D suburban project.
He had problems with the aujp when he started.
IIRC, the $OD is a vortec mask. So get an ecu and a bin and pull the SA table.
The vortec VE table won't work since it is a true SD calc I think.
He had problems with the aujp when he started.
IIRC, the $OD is a vortec mask. So get an ecu and a bin and pull the SA table.
The vortec VE table won't work since it is a true SD calc I think.
09-26-2005, 02:13 PM
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ok, I had seen a LT1 table, I guess that is close?? I'm using a $42 mask, not sure what ecm/mask to use for a search on the vortec SA table.
09-26-2005, 03:05 PM
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Originally posted by Z69
Edgesz28 started with a vortec truck table in his 8D suburban project.
He had problems with the aujp when he started.
IIRC, the $OD is a vortec mask. So get an ecu and a bin and pull the SA table.
The vortec VE table won't work since it is a true SD calc I think.
Edgesz28 started with a vortec truck table in his 8D suburban project.
He had problems with the aujp when he started.
IIRC, the $OD is a vortec mask. So get an ecu and a bin and pull the SA table.
The vortec VE table won't work since it is a true SD calc I think.
For the TPI in the 94' Suburban, I had to lower the spark table even more than the stock TBI.
Ed
Last edited by EdgesZ28; 09-26-2005 at 09:21 PM.
09-26-2005, 03:17 PM
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Z69, the "vortec" heads came out in 96, $0D was used up until 95 so there are no $0D vortec bins out there.
liquid, the Lt1 iron head timing tables are a great starting point. With a lighter car you'll be adding more timing in but for starters this table works really well.
The only time it doesn't run well is if you're running the stock coolant table advance and PE advance tables. My recommendation to you is to zero out the coolant SA table in the area that is your typical engine temp and then at the really hot temps, take out about 4-6 degrees (so it'll be a negative), then at cold temps add about 4-6 degrees and have that tapper out to 0 by 130 degerees engine temp.
Then, for the PE spark advance, zero out that whole table and try the bin out.
liquid, the Lt1 iron head timing tables are a great starting point. With a lighter car you'll be adding more timing in but for starters this table works really well.
The only time it doesn't run well is if you're running the stock coolant table advance and PE advance tables. My recommendation to you is to zero out the coolant SA table in the area that is your typical engine temp and then at the really hot temps, take out about 4-6 degrees (so it'll be a negative), then at cold temps add about 4-6 degrees and have that tapper out to 0 by 130 degerees engine temp.
Then, for the PE spark advance, zero out that whole table and try the bin out.
09-26-2005, 03:25 PM
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EdgesZ28, that isn't a stock SA table!!! Please remove that attachment so people don't get screwed up thinking it is correct. Look at how much spark is in the 100kpa area and then look at it in the 95kpa, that data is bad.
Code:
20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 400 20 20 20 20 20 18.3 17.2 12.3 11.3 9.1 6.3 4.2 3.2 2.1 1.1 0 -0.7 800 20 20 20 20 20 18.3 17.2 12.3 11.3 9.1 6.3 4.2 3.2 2.1 1.1 0 0 600 20 20 20 20 20 20 20 16.2 14.1 10.2 9.1 5.3 4.2 2.1 1.1 0 0 1000 20 20 20 20 20 20 20 18.3 15.1 13 10.2 7 5.3 3.2 1.1 0 0 1200 20 20 20 20 20 20 20 18.3 16.2 14.1 11.3 9.1 7 5.3 3.2 2.1 1.1 1600 21.1 21.1 21.1 21.1 21.1 21.1 21.1 19 18.3 15.1 13 11.3 9.1 7 5.3 4.2 4.2 2000 22.1 22.1 22.1 22.1 22.1 22.1 22.1 20 19 16.2 14.1 12.3 10.2 9.1 7 6.3 6.3 2400 23.2 23.2 23.2 23.2 23.2 23.2 23.2 22.1 21.1 18.3 16.2 14.1 12.3 11.3 9.1 9.1 8.1 2800 25.3 25.3 25.3 25.3 25.3 25.3 25.3 23.2 22.1 19 17.2 15.1 13 12.3 11.3 10.2 9.1 3200 26 26 26 26 26 26 26 24.3 23.2 22.1 18.3 17.2 16.2 14.1 13 12.3 11.3 3600 27.1 27.1 27.1 27.1 27.1 27.1 27.1 26 24.3 22.1 20 18.3 17.2 15.1 14.1 13 12.3 4000 30.2 30.2 30.2 30.2 30.2 30.2 30.2 30.2 25.3 23.2 21.1 20 19 17.2 17.2 16.2 15.1 4400 30.2 30.2 30.2 30.2 30.2 30.2 30.2 30.2 26 24.3 22.1 21.1 20 18.3 18.3 18.3 17.2 4800 30.2 30.2 30.2 30.2 30.2 30.2 30.2 30.2 26 24.3 22.1 21.1 20 18.3 17.2 16.2 15.1 5200 30.2 30.2 30.2 30.2 30.2 30.2 30.2 30.2 26 24.3 23.2 22.1 21.1 19 18.3 17.2 16.2 5600 30.2 30.2 30.2 30.2 30.2 30.2 30.2 30.2 26 24.3 23.2 22.1 21.1 19 18.3 17.2 16.2 6000 30.2 30.2 30.2 30.2 30.2 30.2 30.2 30.2 26 24.3 23.2 22.1 21.1 19 18.3 17.2 16.2
Last edited by JPrevost; 09-26-2005 at 03:27 PM.
09-26-2005, 03:31 PM
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JP, thanx, I'll try that. Edge, thank you for posting your SA table. I'm running a 350 w/vortec heads, comp FI cam, and a 7747 ecm. I've been playing with a 454 bin and it seems to run a little better. There isn't alot of timing at the higher kpa, but alot down low. So I figured the vortecs like less timing. I'll play with the lt1 table I seen posted and go from there.
Thanx.
Thanx.
09-26-2005, 04:24 PM
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Originally posted by JPrevost
EdgesZ28, that isn't a stock SA table!!! Please remove that attachment so people don't get screwed up thinking it is correct. Look at how much spark is in the 100kpa area and then look at it in the 95kpa, that data is bad.
EdgesZ28, that isn't a stock SA table!!! Please remove that attachment so people don't get screwed up thinking it is correct. Look at how much spark is in the 100kpa area and then look at it in the 95kpa, that data is bad.
09-26-2005, 06:21 PM
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Originally posted by EdgesZ28
Is what you posted a stock BJLH spark table? I cannot imagine that the bin I read was anything but stock. If you are 100% sure that it is wrong I will remove the table. Please advise. Ed
Is what you posted a stock BJLH spark table? I cannot imagine that the bin I read was anything but stock. If you are 100% sure that it is wrong I will remove the table. Please advise. Ed
. I'm 200% sure that it is wrong so please remove.What I posted IS the stocker.
09-26-2005, 08:34 PM
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Originally posted by JPrevost
Z69, the "vortec" heads came out in 96, $0D was used up until 95 so there are no $0D vortec bins out there.
.
Z69, the "vortec" heads came out in 96, $0D was used up until 95 so there are no $0D vortec bins out there.
.
Like the GMPP intake they both had an external EGR hookup, but unlike the GMPP part, the pipe ran from the driverside manifold to the passenger side of the engine under the distributer, to the EGR valve area. Next time I run across one I will try to remeber to take a picture.
JP- what is the bias on that table? 9.8* like TBI? A max of 30* advance is nothing. There is without a doubt more timing hiding in the calibration than that table is showing, be it PE, Highway, Bias, Etc.
Last edited by Fast355; 09-26-2005 at 08:52 PM.
09-26-2005, 09:20 PM
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Fast, the bias in 9.8 but it's included in the table so what you see is what you get. The PE SA is mostly 2 degrees with only 4 added around 4400rpm. The coolant SA table is 0 at the engines normal operating range.
So it really is only getting 18.5-21.5 degrees of total SA at WOT. The rev limiter stock is set to 4800rpm and resume is at 4100rpm. Adding timing has limits. In the summer with high IATs I was only able to add 2 degrees more SA, in the cooler weather 6 degrees all on 87 octane. The suburban is heavy, very heavy and the cam and heads ARE CRAP
. The exhaust, intake, and clutch fan aren't helping things.
About 4 degrees of SA is added with EGR during steady state cruising below 40mph as vacuum decreases so does the EGR SA.
If you find a 96 with vortec heads and the $0D be sure to take pictures, write down the memcal part number, bcc, and vin. I'd like to see what they did. I have a sneaking feeling that you're right. Why else would GM have a vortec TBI intake manifold that has EGR if they weren't going to use it in ANYTHING
So it really is only getting 18.5-21.5 degrees of total SA at WOT. The rev limiter stock is set to 4800rpm and resume is at 4100rpm. Adding timing has limits. In the summer with high IATs I was only able to add 2 degrees more SA, in the cooler weather 6 degrees all on 87 octane. The suburban is heavy, very heavy and the cam and heads ARE CRAP
. The exhaust, intake, and clutch fan aren't helping things.About 4 degrees of SA is added with EGR during steady state cruising below 40mph as vacuum decreases so does the EGR SA.
If you find a 96 with vortec heads and the $0D be sure to take pictures, write down the memcal part number, bcc, and vin. I'd like to see what they did. I have a sneaking feeling that you're right. Why else would GM have a vortec TBI intake manifold that has EGR if they weren't going to use it in ANYTHING
09-26-2005, 11:47 PM
#31
Originally posted by JPrevost
.....If you find a 96 with vortec heads and the $0D be sure to take pictures, write down the memcal part number, bcc, and vin. I'd like to see what they did. I have a sneaking feeling that you're right. Why else would GM have a vortec TBI intake manifold that has EGR if they weren't going to use it in ANYTHING
.....If you find a 96 with vortec heads and the $0D be sure to take pictures, write down the memcal part number, bcc, and vin. I'd like to see what they did. I have a sneaking feeling that you're right. Why else would GM have a vortec TBI intake manifold that has EGR if they weren't going to use it in ANYTHING
09-29-2005, 02:45 PM
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Originally posted by JPrevost
If you find a 96 with vortec heads and the $0D be sure to take pictures, write down the memcal part number, bcc, and vin. I'd like to see what they did. I have a sneaking feeling that you're right. Why else would GM have a vortec TBI intake manifold that has EGR if they weren't going to use it in ANYTHING
If you find a 96 with vortec heads and the $0D be sure to take pictures, write down the memcal part number, bcc, and vin. I'd like to see what they did. I have a sneaking feeling that you're right. Why else would GM have a vortec TBI intake manifold that has EGR if they weren't going to use it in ANYTHING
The specs that I found so far for it are TFI(Throttle Body Fuel Injected) 235 HP @ 4,400 and 335 ft/lbs @ 2,600 and 9.4:1 compression.
My guess is the GMPP intake is actually a re-cast 1996 van intake.
Notice the one bolt-hole in front of the TBI to the driverside. That is where the compressor brace bar bolts on a G-series.
The bolt-hole just in front of the thermostat holds the transmission dipstick tube.
Last edited by Fast355; 09-29-2005 at 02:51 PM.
10-29-2005, 02:23 PM
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Transmission: Built 700R4
Axle/Gears: 7.65/Zexel/3.73
OK, now I'm thoroughly confused. I've read through this thread and others, read the spark timing document on diy-efi, plugged the LT1 map above into my 1227747 (tweaked slightly), changed the initial advance to 10 degrees, got out the timing light, and cranked the dizzy to 10 degrees with the tan lead unplugged, no problem. Tightened everything down, doublechecked with the timing light that nothing had moved, stopped the engine, plugged the lead back in, and fired it up for real on the new spark map.
Then I get out the timing light and hit the balancer and I have 40 degrees of advance??!!!!??? The other wierd thing is that the motor is running like a top and not hitting the knock sensor. Naturally, I didn't let it run long like this. Idle was at about 45-50 kpa, 800rpm, 102F CT when I shut it off.
Am I missing something? Here's the current relevant maps: (grr.. it didn't upload the attachment.. let me host it.)
Teeleton
Then I get out the timing light and hit the balancer and I have 40 degrees of advance??!!!!??? The other wierd thing is that the motor is running like a top and not hitting the knock sensor. Naturally, I didn't let it run long like this. Idle was at about 45-50 kpa, 800rpm, 102F CT when I shut it off.
Am I missing something? Here's the current relevant maps: (grr.. it didn't upload the attachment.. let me host it.)
Teeleton
Last edited by Teeleton; 10-30-2005 at 11:35 AM.
10-30-2005, 11:35 AM
#34
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Car: 89 S10 Blazer
Engine: Built 4.3L V6 TBI
Transmission: Built 700R4
Axle/Gears: 7.65/Zexel/3.73
EDIT: Nevermind. I burned a new chip with the startup spark table zeroed out, and now it's where it's supposed to be. Don't know why a table adding 5-8 degrees that decays was holding the timing at 40 degrees, but there you go. Wierd. I even checked the "bad" chip against the bin to make sure I didn't accidently switch it out, and everything checked out. 
Went for a spin, and it seems to like the new map. Only the very rare single entry in the knock table. No hint of knock at all on the WOT pulls.
Teeleton
Went for a spin, and it seems to like the new map. Only the very rare single entry in the knock table. No hint of knock at all on the WOT pulls.
Teeleton
Last edited by Teeleton; 10-30-2005 at 03:44 PM.
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Bill Chase (07-16-2022)
10-31-2005, 11:40 AM
#36
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Car: 1989 Iroc-Z
Engine: 350, ZZ4 equivalent
Transmission: Pro-Built Road Race 700R4
Axle/Gears: 3.23 Dana 44
Z69,
Two questions
1) I see that is CATS OBDII tuner, is that a pre release or something. There is no info on there website. What calibration is that table in. It's not $42.
2) That table goes up to 105 KPA, how does that work? I though the stock sensor only read to 100 KPA.
Two questions
1) I see that is CATS OBDII tuner, is that a pre release or something. There is no info on there website. What calibration is that table in. It's not $42.
2) That table goes up to 105 KPA, how does that work? I though the stock sensor only read to 100 KPA.
10-31-2005, 11:42 AM
#37
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Car: 92 Form, 91 Z28, 89 GTA, 86 Z28
Engine: 5.7 TPI, LG4
Transmission: 700R4, 700R4
Axle/Gears: 3.27, 2.73
What are the PE spark and fuel tables like? any delays or tricks for entering PE? That looks like a stoich only spark table.
This isn't 1970!
12-16-2005, 07:51 PM
#40
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Originally posted by liquidh8
bump:: Has anyone come up with the vortec 5.7 SA table, or VE table. I've searched all over the internet and personally haven't had any luck. I was going to use this LT1 table, wondering if anybody has tried it out yet on there 350,tbi,7747,vortec head engine yet??
thanx all
bump:: Has anyone come up with the vortec 5.7 SA table, or VE table. I've searched all over the internet and personally haven't had any luck. I was going to use this LT1 table, wondering if anybody has tried it out yet on there 350,tbi,7747,vortec head engine yet??
thanx all
I think the cal BCC is BRDW.
Scot
12-16-2005, 08:01 PM
#41
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Originally posted by liquidh8
bump:: Has anyone come up with the vortec 5.7 SA table, or VE table. I've searched all over the internet and personally haven't had any luck. I was going to use this LT1 table, wondering if anybody has tried it out yet on there 350,tbi,7747,vortec head engine yet??
thanx all
bump:: Has anyone come up with the vortec 5.7 SA table, or VE table. I've searched all over the internet and personally haven't had any luck. I was going to use this LT1 table, wondering if anybody has tried it out yet on there 350,tbi,7747,vortec head engine yet??
thanx all
I think the cal BCC is BRDW.
Scot
12-16-2005, 09:14 PM
#42
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Originally posted by ScotSea
There is a Vortec TBI bin over on Moates site. It is in a file called 63.zip
I think the cal BCC is BRDW.
Scot
There is a Vortec TBI bin over on Moates site. It is in a file called 63.zip
I think the cal BCC is BRDW.
Scot
12-16-2005, 09:47 PM
#43
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Originally posted by JPrevost
I can't find it. Could you link to it so I don't go insane.
I can't find it. Could you link to it so I don't go insane.
It is 63.zip
Scot
12-16-2005, 11:23 PM
#44
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Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Thanks for that heads up. I never even knew it was there yet it's been over a year since it was hosted!
Interesting to note, use the $0D tdf/xdf to view and things line up nicely. The main SA table is the same but the PE and CTS SA are different. VE is different as well but not by much. Obviously, with the vortec heads the exports didn't have egr and that's why the CTS SA table looks the way it does. Really cool looking through it but I'm mistified with how little they did with the spark
They lean out the PE afr above 3600rpm and add 2-4 degrees more timing. I guess the rest of the SA table has to do with thermal limits?
Again, thanks for pointing the file out.
Interesting to note, use the $0D tdf/xdf to view and things line up nicely. The main SA table is the same but the PE and CTS SA are different. VE is different as well but not by much. Obviously, with the vortec heads the exports didn't have egr and that's why the CTS SA table looks the way it does. Really cool looking through it but I'm mistified with how little they did with the spark
They lean out the PE afr above 3600rpm and add 2-4 degrees more timing. I guess the rest of the SA table has to do with thermal limits?
Again, thanks for pointing the file out.
12-19-2005, 07:33 AM
#45
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Car: 1981 Buick Century Wagon
Engine: 87 GN engine
Transmission: 2004R
Axle/Gears: 3.73
outstanding. Thank you!! Will download the zip file and the correct xdf so I can view it. I am not running an egr r any other emissions, this may be a much better baseline than what I am using. Scotsea, thank you, jp also.
12-26-2005, 09:19 AM
#46
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Vortec Spark Table
Here's a little more complete main spark table. This is from a 98 K1500 truck, 5.7L auto.
TunerCat doesn't have anything about his OBDII tuner on the website, but there is more on it here:
Monodax OBDII Forum
TunerCat doesn't have anything about his OBDII tuner on the website, but there is more on it here:
Monodax OBDII Forum
05-04-2006, 09:10 AM
#48
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Car: 2004 BMW 330Cic
Engine: 3.0
Transmission: 6 speed
I tried the above posted spark table last weekend on my Vortec TPI, and I dropped over 6 MPH!
Back to back runs with the only difference being the spark table resulted in a 94 mph vs a 100 mph.
Safe to say this isn't the spark table for performance oriented cars.
I also noticed the my torque converter change changed my engines timing needs. The engine liked more timing then it did before, I guess the 9.5" puts less load on the engine!
Back to back runs with the only difference being the spark table resulted in a 94 mph vs a 100 mph.
Safe to say this isn't the spark table for performance oriented cars.
I also noticed the my torque converter change changed my engines timing needs. The engine liked more timing then it did before, I guess the 9.5" puts less load on the engine!
05-05-2006, 04:10 AM
#49
Why would you think that a spark table from another engine would work correctly for your engine? At the very least you’d have to have the same chamber/quench layout, cam timing, compression, load placed on the engine (less gear/bigger vehicle will tolerate less advance under the same conditions) and similar induction and exhaust just to get them close.
Even if your engine was exactly the same as the one in the truck you should be able to get away with/take advantage of a more aggressive advance curve just based on the vehicle you have it in.
Even if your engine was exactly the same as the one in the truck you should be able to get away with/take advantage of a more aggressive advance curve just based on the vehicle you have it in.
05-05-2006, 09:25 AM
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Car: 2004 BMW 330Cic
Engine: 3.0
Transmission: 6 speed
I was simply demonstrating the difference between my spark curve, based on the stock L98 versus the L31 curve.
I agree with everything you are saying, and I don't think the stock truck vortec spark curve is a very good starting point for me atleast.
As I mentioned I need to completely retweak my spark tables now that I've changed torque converters.
I might try going back to the ARAP based spark table and see what happens
I agree with everything you are saying, and I don't think the stock truck vortec spark curve is a very good starting point for me atleast.
As I mentioned I need to completely retweak my spark tables now that I've changed torque converters.
I might try going back to the ARAP based spark table and see what happens