Spark Tuning

[Mark Romans]

Dave,  be really careful about messing with the injector constant.  I think
the block learn and integrator functions are fully cabable of adjusting for
the increased fuel pressure.  I adjusted the injector constant to 27lb
injectors on my 165 ecm to adjust for the 50 lb fuel pressure adjustment.  I
caused a rash of problems.  Leave the injector constant stock.  This is
really critical when trying to set the spark map.  After I set the injector
constant back to stock I had to re-do the map again. Just my experience.
Mark
-----Original Message-----
From: Dave Zug <dzug at delanet.com>
To: gmecm at efi332.eng.ohio-state.edu <gmecm at efi332.eng.ohio-state.edu>
Date: Monday, August 09, 1999 11:04 AM
Subject: Re: Spark Tuning


Well I have been adding spark and adding and adding, 3 pases now and
only 2 rpm/load ranges are crying so I'll keep going.. I think I
might be able to advance the thing enough to get some low end back. I
DO have an adjustable regulator but I have it turned to 45psi so as
to get a good pattern but not overwhelm at idle.. and I have adjusted
the inj const up a bit to compensate for the added fuel pressure.

Lock it in 2nd and go.. thats what I'll do then. I have seen that is
the technique spelled out in one of those "sound card" dyno software
packages (I have seen one in use, but it functioned poorly.. has
anyone else used this software or one like it? there is alot of noise
on the wave and the noise is interpreted as spark events I think even
with attempts to limit the input signal using the software settings)

I have 2.73 gears and will go to 3.42 (113.5 mph @ 5000 rpm in 3rd by
the calc's). Next question is: how to compensate chip for grear
change? I don't ask much do I ;-) PS I have another utility to calc
the speeds at any rpm in any gear given tire diam, rpm, rear ratio,
trans gear ratios) it lets you experiment with different tire
sizes,gears etc. e-mail me and if theres enough interest I'll put it
in an FTP site. It also has an area for injector sizing but its
experimental at this point and not all working.

I'm not sure about what I want the TCC to do.. thats later. I've
ordered a smaller (mo boost) pully for the SC and am now leaning to
water injection verses intercooler. IN SEARCH OF: an electric pump!)

What does anyone think about reverse-cooling, I mean putting the
coolant into the intake / heads first like the LT1. (this is
"fringe" ecm related cause you can advance the spark even more with
coler heads!)



> From:          "Mark Romans" <romans at pacbell.net>

> If you are only getting a spark knock count on the 1-2 shift, then I don't
> think I would change much.  Are you running a fuel pressure adjusting
thingy
> that pulls up fuel pressure to match boost?
> Also I would just port the base for now, port the plenum and not spend $
on
> runners and stuff yet.
> Probably best thing would be to lock the trans in 2nd and just load it and
> diacom it and see that o2 sensor stays rich, and no knock. The automatic
is
> much different than a manual.  What do you want the tcc to do?
> No lock in lower gears?  Yes lock in higher gears at wot?
> Mark
> -----Original Message-----
> From: Dave Zug <dzug at delanet.com>
> To: gmecm at efi332.eng.ohio-state.edu <gmecm at efi332.eng.ohio-state.edu>
> Date: Wednesday, August 04, 1999 6:50 AM
> Subject: Re: Spark Tuning
>
>
> Hi Mark thanks for the info ant time...
>
> The car has ALUM heads.. admittedly the intake runners in the heads
> are far too large for the stock TPI setup and I've lost some of my
> monster torque I used to have. (200cc intake riunners on the heads,
> 2.02 intake, 1.60 exh) the car is an automatic w. 2.73 or 2.77 or
> whatever  (the really bad gears). the factory correct cal is AUJL.
> the differences are mainly the TCC stuff. I thought the supercharger
> would make up for the TPI setup a bit and give me a decent setup but
> it looks like I'll be going for more boost and an intercooler and
> intake runners  and probably headers to compensate.
>
> Now 4th gear at 600 rpm.. in an automatic may be tough, I wonder if
> I can unhook the TV cable and lock the tcc manually or something to
> get close.
>
> with the stock vette cal ARAP I get 1 knock count every 1-2 shift so
> I see I have a ways to go before the engine is unhappy.  what
> generally can I expect from the alum verses iron heads in the
> way of advance toleration for a given octane?
>
>
> > From:          "Mark Romans" <romans at pacbell.net>
> > To:            <gmecm at efi332.eng.ohio-state.edu>
> > Subject:       Re: Spark Tuning
> > Date:          Sat, 31 Jul 1999 15:00:06 -0700
> > Reply-to:      gmecm at efi332.eng.ohio-state.edu
>
> > Hi Dave:   I have a friend that has an 89 TPI engine is his 79 Camaro,
he
> > also has installed a 95 6spd and a Vortech.  He has recently been having
> > ignition problems.  I have done a series of chips for him to address a
> > number of driveability problems.  He called me and just pulled off the
MSD
> > boost timing controller.  His ign problems are gone and he can't believe
> how
> > well the car is running.  He has run it with diacom and recorded some
runs
> > and says detonation is minimal,  ie: the ecm is pulling some timing out,
> but
> > not much and not near what the max is.  I have it set to pull out as
much
> as
> > 15 degrees and it is not pulling out more the 6-8.  The weather has been
a
> > bit cooler than normal for Northern CA so it may still detonate a bit
more
> > if it gets over 100 out, so we'll have to wait and see.
> >
> > The way we tuned the car was to make sure it had plenty of fuel,  02
above
> > 900 mv and load the engine in 4th down to about 600 rpm and go to wot
and
> > record the run to redline with the diacom.  This puts the engine under
max
> > load.  If the ecm is not pulling out more than a few degrees of timing,
> > perfect.  I have tried for zero knock retard and the car slows down.
Also
> > in lower gears since the rpm's climb faster the engine likes a few more
> > degrees of timing.
> >
> > Are you running aluminum or iron heads?  Is this an automatic or manual
> > trans?
> >
> > Mark
> > -----Original Message-----
> > From: Dave Zug <dzug at delanet.com>
> > To: gmecm at efi332.eng.ohio-state.edu <gmecm at efi332.eng.ohio-state.edu>
> > Date: Friday, July 30, 1999 12:40 PM
> > Subject: Spark Tuning
> >
> >
> > Don't think I've seen this subject and thought I'd get a head start
> > on it...
> >
> > Background:  1989 5.7l TPI, 165 ECM, ARAP (vette 350) BIN,
> > Supercharger, alum 200cc intake runner heads, stock compression,
> > 13.50 quarter mile on 5 psi boost w/ stock chip.
> >
> > What I plan on doing is subtracting 8 or 9 degrees from the stock
> > main spark table.. going for a few runs, checking the data... then
> > bumping all the load / rpm values that did NOT knock up a degree, and
> > all the ones that DID knock down a degree (lower --> toward 0 btdc).
> >
> > Now WOT spark advance I see is available to me as well. that's not
> > what I'm doing right now. and I know I gotta get the fueling right
> > to be able to start the sparking stuff, correct?
> >
> > If I can get a large range represented in the 1 run of recorded data,
> > then I may be able to feed it into a (this is getting old I know)
> > utility that will spit out a new table (just looks at rpm, lv8, knock
> > and decides +1 , 0 , or -1, pretty easy)
> >
> > I've thrown out my guess on procedure here.. if anyone has the "real"
> > way please educate us! thanks.
> > ~~~
> > Dave Z. www.delanet.com/~tgp
> >
> >
> >
> >
> ~~~
> Dave Z. www.delanet.com/~tgp
>
>
>
>
~~~
Dave Z. www.delanet.com/~tgp