Quick question on the GN timing tables...
#1
Supreme Member
Thread Starter
Join Date: Aug 2002
Location: Gainesville, FL
Posts: 3,827
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Quick question on the GN timing tables...
I've got a copy of the bin in spreadsheet format from www.gnttype.org, and am wondering - the decimal values I'm seeing for these timing tables seem quite high. Does the GN actually run 44+ degrees of timing? I'm thinking it must be the total timing, after the base timing is added in.
Is this correct?
*EDIT* Just to clarify... The XLS file of the prom data is showing say.... 2200rpm, LV8 = 44 means there will be 44º of timing there. Now, that seems high - does TunerCat display the value, minus the base timing (aka, 44 in the XLS would equal 32 in TC, assuming 12º base timing)
I see a spark reference angle of 70, but not sure how to factor that in??
Is this correct?
*EDIT* Just to clarify... The XLS file of the prom data is showing say.... 2200rpm, LV8 = 44 means there will be 44º of timing there. Now, that seems high - does TunerCat display the value, minus the base timing (aka, 44 in the XLS would equal 32 in TC, assuming 12º base timing)
I see a spark reference angle of 70, but not sure how to factor that in??
Last edited by Doward; 07-26-2005 at 12:36 AM.
#2
Moderator
iTrader: (1)
Join Date: Mar 2002
Location: Chasing Electrons
Posts: 18,405
Likes: 0
Received 216 Likes
on
202 Posts
Car: check
Engine: check
Transmission: check
The base timing is subtracted in the ECM but added back in by the physical placement of the crank sensor. On the turbo Buick it is fixed at 70° BTDC. Which gives 10° BTDC SA during crank (it's a DIS system).
What you see in the XLS file is correct. The column labeled DATA is the actual timing at the crank. The reason SA is so high is that the LV8 is so low. Very little load on the engine requires some timing to get the burn to complete is a reasonable amount of time.
Note how much lower the timing is at an LV8 of 255.
RBob.
What you see in the XLS file is correct. The column labeled DATA is the actual timing at the crank. The reason SA is so high is that the LV8 is so low. Very little load on the engine requires some timing to get the burn to complete is a reasonable amount of time.
Note how much lower the timing is at an LV8 of 255.
RBob.
#3
Supreme Member
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Re: Quick question on the GN timing tables...
Originally posted by Doward
I've got a copy of the bin in spreadsheet format from www.gnttype.org, and am wondering - the decimal values I'm seeing for these timing tables seem quite high. Does the GN actually run 44+ degrees of timing? I'm thinking it must be the total timing, after the base timing is added in.
Is this correct?
I've got a copy of the bin in spreadsheet format from www.gnttype.org, and am wondering - the decimal values I'm seeing for these timing tables seem quite high. Does the GN actually run 44+ degrees of timing? I'm thinking it must be the total timing, after the base timing is added in.
Is this correct?
That's in part why they run an oil cooler, get away without a smog pump, and eat rod bearings (in a relatively speaking manner). Oh, and run a fair amount of EGR.
You can get pretty good mileage going up to as high as 48d, but the AFR gets critical, and the oil temps., go high.
Or, IMO, back it down, and have a longer lasting happier motor.
#5
Supreme Member
Thread Starter
Join Date: Aug 2002
Location: Gainesville, FL
Posts: 3,827
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Eh... I'll just subtract 10º across the board, and see how it runs
#6
Supreme Member
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Re: Quick question on the GN timing tables...
Originally posted by Doward
I've got a copy of the bin in spreadsheet format from www.gnttype.org, and am wondering - the decimal values I'm seeing for these timing tables seem quite high.
I've got a copy of the bin in spreadsheet format from www.gnttype.org, and am wondering - the decimal values I'm seeing for these timing tables seem quite high.
#7
Supreme Member
Thread Starter
Join Date: Aug 2002
Location: Gainesville, FL
Posts: 3,827
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
I do a see a value of 15 for 'Bias for base coolant adv. corr. table (table F2B)'
Now, the table shows say... 6º under the 'Base coolant advance correction vs. load (CF-KCTBIAS)' @ 32º C. With the bias of 15, am I correct in the following -
6(value @ 32ºC) minus 15(bias) = -9
Assuming 3200rpm @ LV8 = 64 (value of 41.8 in the table) then you would have a total of 32.8º timing sent to the distributor? (this is assuming no other changes, like spark vs mat)
The math is not hard, it's the order of operations that I'm unsure of....
Now, the table shows say... 6º under the 'Base coolant advance correction vs. load (CF-KCTBIAS)' @ 32º C. With the bias of 15, am I correct in the following -
6(value @ 32ºC) minus 15(bias) = -9
Assuming 3200rpm @ LV8 = 64 (value of 41.8 in the table) then you would have a total of 32.8º timing sent to the distributor? (this is assuming no other changes, like spark vs mat)
The math is not hard, it's the order of operations that I'm unsure of....
Trending Topics
#8
Supreme Member
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by Doward
I do a see a value of 15 for 'Bias for base coolant adv. corr. table (table F2B)'
Now, the table shows say... 6º under the 'Base coolant advance correction vs. load (CF-KCTBIAS)' @ 32º C. With the bias of 15, am I correct in the following -
6(value @ 32ºC) minus 15(bias) = -9
Assuming 3200rpm @ LV8 = 64 (value of 41.8 in the table) then you would have a total of 32.8º timing sent to the distributor? (this is assuming no other changes, like spark vs mat)
The math is not hard, it's the order of operations that I'm unsure of....
I do a see a value of 15 for 'Bias for base coolant adv. corr. table (table F2B)'
Now, the table shows say... 6º under the 'Base coolant advance correction vs. load (CF-KCTBIAS)' @ 32º C. With the bias of 15, am I correct in the following -
6(value @ 32ºC) minus 15(bias) = -9
Assuming 3200rpm @ LV8 = 64 (value of 41.8 in the table) then you would have a total of 32.8º timing sent to the distributor? (this is assuming no other changes, like spark vs mat)
The math is not hard, it's the order of operations that I'm unsure of....
Ya, once you have the answers, everthing seems easy..
Thou, at times just figuring out the questions can be a test of one's sanity.
#9
Supreme Member
Thread Starter
Join Date: Aug 2002
Location: Gainesville, FL
Posts: 3,827
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Originally posted by Grumpy
Sounds like ya got it.
Ya, once you have the answers, everthing seems easy..
Thou, at times just figuring out the questions can be a test of one's sanity.
Sounds like ya got it.
Ya, once you have the answers, everthing seems easy..
Thou, at times just figuring out the questions can be a test of one's sanity.
Sound good?
#10
Supreme Member
Join Date: Jun 2000
Location: In reality
Posts: 7,554
Likes: 0
Received 1 Like
on
1 Post
Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by Doward
The initial advance, is subtracted from this FINAL spark advance (since the distributor already has that mechanically set)
The initial advance, is subtracted from this FINAL spark advance (since the distributor already has that mechanically set)
there is no distributor, the TRs are DIS.
#11
Supreme Member
Thread Starter
Join Date: Aug 2002
Location: Gainesville, FL
Posts: 3,827
Likes: 0
Received 0 Likes
on
0 Posts
Car: 1988 Chevy Camaro Hardtop
Engine: Turbocharged/Intercooled 3.1
Transmission: World Class T5 5 Speed
Originally posted by Grumpy
Reread RBob's post,
there is no distributor, the TRs are DIS.
Reread RBob's post,
there is no distributor, the TRs are DIS.
#12
Senior Member
Join Date: Oct 1999
Posts: 6,621
Likes: 0
Received 1 Like
on
1 Post
Car: 91 Red Sled
Axle/Gears: 10bolt Richmond 3.73 Torsen
Order of operations? Guys, it's just addition and subtraction. You could do it in any order.
Some programs like TunerCat already have the bias included in the spark table displayed values. To verify this, input a small negative value, save/close, reopen and see if it's still negative. TunerPro ecu files don't support this but the newer version 4 with the xdf file DOES. The 8746 xdf I did has all of the bias values included in the displayed main tables so you never have to worry about it. Just open up the main tables that have the spark bias (MAIN SA, CTS, and TCC) and add them up. The CTS should have some negatives in the high temps, again an indicator that there is a bias already being used in the background.
Back in the day (a couple years ago) you would have to look at everything and do the adding and subtracting. Now it's easier just like TunerCat . Again, the ecu files don't support that feature so it won't have the biases taken into account so you'll have to look at them and subtract them from the main tables to come up with the commanded final.
Some programs like TunerCat already have the bias included in the spark table displayed values. To verify this, input a small negative value, save/close, reopen and see if it's still negative. TunerPro ecu files don't support this but the newer version 4 with the xdf file DOES. The 8746 xdf I did has all of the bias values included in the displayed main tables so you never have to worry about it. Just open up the main tables that have the spark bias (MAIN SA, CTS, and TCC) and add them up. The CTS should have some negatives in the high temps, again an indicator that there is a bias already being used in the background.
Back in the day (a couple years ago) you would have to look at everything and do the adding and subtracting. Now it's easier just like TunerCat . Again, the ecu files don't support that feature so it won't have the biases taken into account so you'll have to look at them and subtract them from the main tables to come up with the commanded final.
Thread
Thread Starter
Forum
Replies
Last Post