Stock TBI 350 with Headers

CFI, you're right there seems to be some great info on this site, the hard part can be finding just what you're looking for.

Thanks again Dave, I'm sure your spreadsheet is more efficient way of doing it but I'm not an experienced spreadsheet user so I will have to revisit yours once I've become more than just a basic spreadsheet user :-)

Looks like I'll have to redo my logging again, two things may have affected my results:
The first one is looking back at my logs the EGR valve rather than being turned off was actually turned on at anything above closed throttle. To disable the EGR for logging I set the "Temperature for EGR on" to the maximum of 149.8° thinking the motor will never get that hot so EGR won't turn on but it appears it did. I've now also changed the "minimum speed for EGR" from 0.0MPH to 102MPH and that's stopped the EGR from turning on. The test drive to confirm the change seemed to reveal an unusual surprise, previously very light acceleration from 50- 60MPH up a gentle incline and in OD at times would show 2-3" of vacuum on my external vacuum gauge (which I always thought was too low).
I need to do more logging but now driving the same stretch of road with EGR turned off has raised the vacuum to around the 8-10" mark. I might try some back to back testing with EGR on and then off to get a more accurate picture.

The other thing that may have altered my initial logging was the near new Schrader valve that allowed my fuel pressure gauge to connect with the TBI fuel inlet decided to let fuel flow past without the fuel gauge connected. When I got back home after my logging run I thought I heard a strange noise coming from under the van while it was still running I got down and saw a puddle of fluid on the ground and it streaming down the side of the transmission, didn't take long for me to realise it was fuel right beside the headers! Turning the engine off and pulling the dog box off the motor soon showed where it was coming from and a quick key on confirmed it was the Schrader valve, that incident could have ended up much worse.
It was quite hard to bend the factory fuel line to fit the inline adaptor for the fuel pressure gauge so the thought of bending it back wasn't doing it for me. At this stage I've just capped it off with another Schrader valve from the replacement inline adaptor.... after I sheared apart the first one tightening it up (then had to wait for new one to arrive from the States).

I've been busy working on my "open throttle" VE table and spark table, does anyone have a suitable spark table that I can compare to mine to see if I'm heading in the right direction?
I'm finding the 3.42 gears in the van are loading up the motor and I'm having to be a bit more conservative with the spark timing to try and control the knock counts. It's not really helped by the factory shift points and TCC settings. I'm thinking a lower set of gears might be in order, especially once the Vortec motor is in there.

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Originally Posted by Kitch

I've been busy working on my "open throttle" VE table and spark table, does anyone have a suitable spark table that I can compare to mine to see if I'm heading in the right direction?
I'm finding the 3.42 gears in the van are loading up the motor and I'm having to be a bit more conservative with the spark timing to try and control the knock counts. It's not really helped by the factory shift points and TCC settings. I'm thinking a lower set of gears might be in order, especially once the Vortec motor is in there.

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This is what I'm using with the stock LO5 in my 1995 K1500. I've always fought knock counts and recently disabled knock retard. I get some knock counts with this map, but no audible ping. Note that I also have PE spark zero'd out and EGR disabled so there are no spark adders. What you see in this table is what my engine gets, plus any latency from the stock ignition module. I'm running 92 octane fuel.

Quote:

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Originally Posted by Kitch

I've been busy working on my "open throttle" VE table and spark table, does anyone have a suitable spark table that I can compare to mine to see if I'm heading in the right direction?
I'm finding the 3.42 gears in the van are loading up the motor and I'm having to be a bit more conservative with the spark timing to try and control the knock counts. It's not really helped by the factory shift points and TCC settings. I'm thinking a lower set of gears might be in order, especially once the Vortec motor is in there.

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I had 3.08s in mine and ran the timing advance values for the GMPP HEI distributor with little issue. That was 12° @ 1000 rpm @ 100 KPA, 22° @ 2100 rpm, 32° @ 3,600 rpm. 10° @ 10 in/hg vacuum advance tappered smoothly down to 0° @ 3 in/hg. So basically ramped up smoothly starting at 90 kpa up to about 50 kpa.