Starting to Learn on 95 G30 5.7 for Towing

**Fast355** · 01-14-2019

I am also only comparing to your comparitive numbers in your table form.

The TBI head and cam engine with rockers and headers made over 200 rwhp from 3,600-4,600 rpm. Kitch also saw very similar results. You both have standard 12cc dished pistons, mine were the 18cc dished but full disclosure here I had a 454 throttle body and 1" open center spacer under it with an edelbrock 3704 intake manifold that had been bored to 2".

The Express van hit 200 rwhp at 3,450 rpm and even with failing valve springs did not drop below 200 rwhp until over 5,200 rpm and even then it only did that because of horrendous valve float. I had never seen an engine fall off that badly before I experienced that. I have never seen such a mild cammed engine gain torque at peak, have the peak torque rpm drop 200 rpm and gain 27 hp with a 500 rpm higher peak from changing valve springs either.

**donf** · 01-14-2019

OK sounds good. Next step is I will try pulling the AC compressor and removing the valve covers for less lifter preload and getting the AFR to drop about 3/4 of a point at WOT. Thank you for the ideas. John from 1320 Electronics sent me a file to try on the ALDL Scan for Android, so a big thanks to him as well.

**Fast355** · 01-14-2019

One other thing I forgot to mention. I would try your timing increments in 2° increments.

**donf** · 01-21-2019

I hooked in AEM X-series wideband this weekend. I am attaching the modified adx incase someone wants to use the newer series of wideband. The newer AEM wideband voltage chart does not list a 0v or 5v number, but using their formula you can generate them and then follow the instructions listed on this forum to come up with the math for the adx. I have found a few small things, but have not put the van back on the dyno yet. For some strange reason resetting the initial timing advance back to zero in the chip and leaving the altitude adjustment off, mismatch between what is logged and what is on the table still there on some cells, but most are really close. I am not sure if I will keep it at zero, just looking at cause and effect. I also goofed on the base injector flow rate at 19psi, leaning out all the tables by a little bit with that mistake.

**donf** · 01-27-2019

I might have found a little clue for why the numbers in the data logging do not match up with the data log. The od TP5 v251XDF supposedly compensates for initial advance changes. The adx does not, reasonable since there is probably no communication between the two files. "Change last number(offset) to initial advance of engine, for correct display." Still adding a flat 9.8 to the log files do not exactly correlate see the pdf info posted on post #91 so "correct" may be wishful thinking. So far my OTC scanner has come the closest to recording the most believable timing numbers, especially when the main timing value goes to retard when there is a low total value on the main table and a high initial advance. If you see a crazy number in $od logs it's probably just the retarded areas, but the fact that it does that makes me think other areas may not be quite up to par either. One thing I am wondering about is the log file for the xdf. If the main timing table auto compensates for any initial advance on the chip, try changing it and only that from 0 to whatever you choose. Now look at the log file. You will see the change log made a note for the initial advance change but no timing table changes were noted. If I am understanding how this particular xdf works it should have knocked the value of the initial advance off and rewrote the value to the bin and logged the change too?

With emulation, it's not possible to make changes while running, correct? I had chip emulation set up on the dyno, but the one time I tried to push the change to the chip with the van running nothing changed then something happened and the file was corrupted the next time I tried to start up and would not start at all. It would be handy if that would work for changes on the dyno especially for part throttle timing.

I put off pulling the valve covers to re-check lifter preload hot and running instead of the static set. The one side is a huge pain in the van, but most everything else so far checks out or is fairly close to a reasonable value. So I guess that is today's project.

**Kitch** · 01-27-2019

In the past I've been able to make live changes to my idle fuel mixtures and spark while running in emulation.
I've also had a problem with file corruption after emulation, it would end up in limp home mode until I could get a file back into it.

**Fast355** · 01-27-2019

Originally Posted by donf

I might have found a little clue for why the numbers in the data logging do not match up with the data log. The od TP5 v251XDF supposedly compensates for initial advance changes. The adx does not, reasonable since there is probably no communication between the two files. "Change last number(offset) to initial advance of engine, for correct display." Still adding a flat 9.8 to the log files do not exactly correlate see the pdf info posted on post #91 so "correct" may be wishful thinking. So far my OTC scanner has come the closest to recording the most believable timing numbers, especially when the main timing value goes to retard when there is a low total value on the main table and a high initial advance. If you see a crazy number in $od logs it's probably just the retarded areas, but the fact that it does that makes me think other areas may not be quite up to par either. One thing I am wondering about is the log file for the xdf. If the main timing table auto compensates for any initial advance on the chip, try changing it and only that from 0 to whatever you choose. Now look at the log file. You will see the change log made a note for the initial advance change but no timing table changes were noted. If I am understanding how this particular xdf works it should have knocked the value of the initial advance off and rewrote the value to the bin and logged the change too?

With emulation, it's not possible to make changes while running, correct? I had chip emulation set up on the dyno, but the one time I tried to push the change to the chip with the van running nothing changed then something happened and the file was corrupted the next time I tried to start up and would not start at all. It would be handy if that would work for changes on the dyno especially for part throttle timing.

I put off pulling the valve covers to re-check lifter preload hot and running instead of the static set. The one side is a huge pain in the van, but most everything else so far checks out or is fairly close to a reasonable value. So I guess that is today's project.

With a hot engine I would not go more than 1/4 turn preload.

**Kitch** · 01-27-2019

I've set the lifters pre-load both static and running at different times. You're right it's a pain in a van, one side has the AC pump in the way and the other has the engine harness running over the top.
I do 1/2 a turn preload cold.
If I'm doing all the lifters then I just use the when X is rocking set Y method. When I'm just checking one bank (and I can't see the rockers under the other cover) I use an old dizzy cap that I hole-sawed the centre out of so I could see the rotor. So for example when the rotor lined up with where the lead for cylinder number one was, I'd set both the lifters for number one. I'd only use this method on an engine that's been running because I know the dizzy is installed correctly.