Tell me what you know about the e38 timing tables!

[Guy With A Chevy]

I just realized that I started at square 1 picking up this hobby trying to fix a tune. Step 1 was learn fueling as it was my first redirect. My next step is probably the need to understand Idle Tuning.

1. What tables should have a correlating effect to each to stay in a healthy relation? Example the High Octane Table must be higher than the Low octane table just as the Idle Spark Advance Base must be higher than Coastdown, did I get that right?

2 The MBT Max torque timing table comes into effect when you punch the pedal or is it in another transition/state of rpm? Should the MBT Table have any relation other than higher than all the above said tables?

3 What dictates the ability of how much timing a cam setup can handle? Fuel I know but how about compression? Does It correlate with timing or reverse? The higher compression the higher capable advance?

[Guy With A Chevy]

Bump

[GHuggins]

I just realized that I started at square 1 picking up this hobby trying to fix a tune. Step 1 was learn fueling as it was my first redirect. My next step is probably the need to understand Idle Tuning.

1. What tables should have a correlating effect to each to stay in a healthy relation? Example the High Octane Table must be higher than the Low octane table just as the Idle Spark Advance Base must be higher than Coastdown, did I get that right? High and low octane tables can be the same from roughly 40ish airmass down or "up" if you're looking at the table. Going down or into the higher airmass the high octane table should be higher than the lower. You can interpolate or smooth the low octane table to blend it back out to the lower numbers. Base and coastdown tables can be the same. Easier that way.

2 The MBT Max torque timing table comes into effect when you punch the pedal or is it in another transition/state of rpm? Should the MBT Table have any relation other than higher than all the above said tables? I've only ever seen the alcohol mbt table affect off idle or idle timing. The MBT tables themselves were discovered to mainly be used for IVT calculations, which affects the torque modeling and fueling to a degree.

3 What dictates the ability of how much timing a cam setup can handle? Fuel I know but how about compression? Does It correlate with timing or reverse? The higher compression the higher capable advance? The higher the compression "dynamic" = less timing that can be put into it. Your engine is fighting itself - I recommend pulling timing down to around 20 to 22 then rechecking - looks like it's still up around 24 to 25

[Guy With A Chevy]

Thanks big guy, should correct a few errors and makes things easier. I have been reverting back to a 9-5-23 tune getting this right hopefully this next one or so will be stone.

My tune is not setup for knock retard delay correct without the delay(delay is blank) filled and the proper rpm values? Why would a mail tuner thats been doing this 10 or so years charging nearly 300 not activate such? I know personally because the guy that sold me the block told me how long he has done business with him.

Going over idle tuning I'm finding if my base running airflow is off the whole tune is off? Could be part of the reason I'm having problems down low near idle but need to get the fuel table spot on after getting my timing/torque where I want it. With tomorrow off I'll hopefully be logging the idle airflow with a healthy adjusted spark/vve table.

The Idle adaptive spark control is not covered very well but most searches showed the need to mess with it would be when the idle is hunting dues to certain spark table changes that can be logged? Leave it be like the MBT or do the P/N, Gear, 6 tables will it need adjustment

[edcmat-l1]

My tune is not setup for knock retard delay correct without the delay(delay is blank) filled and the proper rpm values? Why would a mail tuner thats been doing this 10 or so years charging nearly 300 not activate such? I know personally because the guy that sold me the block told me how long he has done business with him.

Is this what you're talking about?

[Guy With A Chevy]

Is this what you're talking about?

Thankyou for pointing that out as my intention was to fill this

Can I see that 2008 OE .hpt?!

*May I have Kind Sir

[edcmat-l1]

Thankyou for pointing that out as my intention was to fill this

Can I see that 2008 OE .hpt?!

Fill it with what?

Let me know what trans you have and I'll post the correct OE. Should be 60 or 65. I believe the 80 only came in the 3/4 ton.

[Guy With A Chevy]

It is the 08 Work Truck model with the 70 & 4.10 rear

Not sure what happened to my attachment :frown:

[Guy With A Chevy]

So filling the Burst Knock Retard Delay will let the retard activate and allow it to be logged?!

[edcmat-l1]

This is all I got in 1/2 ton.

[edcmat-l1]

So filling the Burst Knock Retard Delay will let the retard activate and allow it to be logged?!

I'm not sure what you're after. There's no need to do either.

[Guy With A Chevy]

I'm not sure what you're after. There's no need to do either.

Edit: After going to Parameter Identification/scanning school this morning I understand where to put the math accordingly and that my PID statements below are very inaccurate

I was trying to log the knock channels in the photo and I get nothing when I was thinking I should get some feedback 30ish spark 800-1500rpms. The high timing is not an issue when the ECT is cool but as soon as the IAT goes up its hiccuping like hell. 99% sure this build is good

I think I am starting to understand that the PID's themselves can be one of or combinations of either proportional, integral, or derivatives so one PID can be the derivitive of other integral and proportional values that may not be seen unless all the corresponding PID's are logged.

Can the Logging of one of these PID's be impeded by another channel using the same PID values to show different derivatives that use common integral and proportional values?

I also looked into idle tuning the 4th gens and am I understanding the Proportional, Integral and Derivative Idle Airflow values cant be logged like a 3rd gen?