I have a friend that needs a good stock 93 lt1/manual bin. PM me if you know where I can get one. Or even post the link...

 

Sent you a PM....

-Rob

 

Thank you:hail:

 

U should really slap the ve tables and spark tables up here fo that one too.

Kinda curious

later
JEremy

 

Here's the tables for spark and VE from the Stock 93 LT1 M6 file....

-Rob A.

 

Main Spark Table

 

Extended Spark Table

 

Main VE Table

 

Extended VE table

 

Just wanted to thank 'ye for posting these. . .

RBob.

 

I will be helping my friend tune his 93 lt1 motor. I could post some info bout it if you like. It'll be awhile though because he's kind of busy right now. He is currently running a mailord fastchip. We finally hooked up the wideband and getting way too much fuel at wot. Wish I could look at the stupid fastchip but they changed the id mask Guess there is no public LT1 hacks?

 

There is no public hack but if you use TunerCat's definition file editor you can find the address' easily. Of course it isn't public domained information but it's there if you look.
I was about to tune a 93 m6 stock firebird but couldn't figure out is it's just a p4 that requires a memcal adaptor from Craig or if I could flash them using the akm cables.
Those tables look normal, especially the high vacuum area's where they take out timing to slow the car down but at cruising load there is max timing.... very good stuff.
Interesting they have the max VE at 4500-5000rpm, so is that the peak torque of a stock Lt1? I wouldn't be suprised since that intake leaves a lot to be desired below those numbers.

 

Notice the spark tables. The lt1 can hande more spark advance because of the opti....

 

To the best of my knowledge, the 93 (only) LT-1 uses a memcal adapter and chip (just like a L98 ), but I think the chip part number is different. In other words, I dont think a 29c256 chip will be big enough (32k).

It may take a 64k or 128k chip.

Anyone know the .bin size of a 93 LT-1 .bin?

 

32K

 

Yep, the file is 32K and you can use the standard 29c256 chips for them. I have the adapter from Craig and program the chips with a PP2 with no problems. I use the newer AT29C256 chips that are flash programable so I don't even need a UV eraser....

-Rob A.

 

It might be able to handle more spark advance but the cost doesn't justify that little feature. Base dizzy settings of 6 degrees + 43 mechanical gives you 49 degrees of advance possible but not many 2 valve pump gas engines can handle that.
I do like how their is an inexpensive kit to go to CNP with the opti, that's cool beans.

 

Ugh, well, er, it's more about the reverse cooling system.
And a couple 3-4 things.
Neat if your having to tune to the limits of detonation.

 

Somehow they really don't look like they all belong in the same sentence.
Doc

 

Reverse coolong has something to do with it. The opti is a big reason though. It has better spark control and less to no scatter. Much better resolution than a traditional dist. There is some good info bout the opti in a book called, "How to understand, service and modify corvette fuel injection & engine management." It's a great book!

 

I agree.
I honestly wonder how much the Lt1 reverse cooling effects the engine tune. The only thing that is changed is the efficiency, nothing else. If you were to compare apples to apples then I know for a fact that the reverse cooling would be better with the same flow rate. The solution for me is increased flow rate and high pressure radiator cap, both reduce nucleate boiling in the head which will allow for more timing without pre ignition. The decreased head temps might cool the intake air charge before it goes into the cylinders but how much does heat soak effect spark? That's the real question... head temps.
So you can have your reverse cooling but I'll just settle for a high flow water pump and high pressure radiator cap . The brute force option .

 

Don't forget the aluminum heads will tollerate a couple more degrees of timing too.. Bob

 

you'd be surpized how much timing you can actually fit in a LT1 and they just love it...

Kinda makes it hard to jump back to the old SBC

 

The vortec heads give you a lot of the Lt1 for the gen 1. The combustion chambers are nearly identicle and the intake ports are taller than the Lt4.
My calibration has a bunch of timing in it, it's very similar to the stock Lt1.

 

I'd just like to add to this thread that there are three different LT1 engines. The aluminum headed F & Y body are one (with cam differences), the iron headed B body engine and the 'baby' LT1 engine (267ci?? with iron heads??).

I would imagine the VE & SA tables would differ between them.

RBob.

 

I'd have to disaggree, most of the vortec headed cars i've played with will put down higher numbers with less timing. I believe its due to a more effecient cumbustion chamber.

the LT1's will almost baffle you at first with 38-42 at wide open (in areas) and up to 46-48 in no load decel areas

 

oh PS.

I do believe the programmed timing and actual timing are two different things and different between the 3 different LT1 computers..

For instance.. I find that the 92-93 will take a programmed HIGHER value than the 94-95

Its all about giving the car what it wants anyway right...

 

How are you measuring the Lt1's spark? If you're using TunerCat then there is something askew because I have it and if you do the math, the coolant table and main spark table add up to VERY large numbers. There have to be bias values in there somewhere, so don't think that the Lt1's are taking huge amounts of timing if that's how you're looking at the tables.
Also, for a direct comparison, the Lt1 iron heads and vortec heads are nearly identical except for the intake port shape. With any iron head you can't keep a lot of timing for a lot of engine load or the combustion temps will climb into ping ping, hence some calibrations (and source code modifications) remove timing at higher vehicle speeds under load.
Also they don't run a lot of timing in the decel areas, take a look at the high vacuum areas and you'll see less timing than in the cruising load areas.
I must be a freak because my engine loves the extra timing. I can't compare mine directly because the cam is a little more bump with a 110ls compared to the 115+ of the stock lt1/4 cams.
What cam did the vortec setups have that you've tuned?

 

Does anybody know what bcc the different cars/engines had? I've got a bunch of the calibrations that I'd like to compare, I just need to know if they had iron head or not. I can however see if I have a baby Lt1 calibration befause the cylinder volume constant will be lower .