WOT Timing Q...
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Teching In
Joined: Nov 2001
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WOT Timing Q... I did some autotap scanning on my Hawk last week and did a couple WOT runs. I don't have the numbers here, so I'm going from memory.
Max was 29.5*. Min. was 24*. It varied some (even within the same run), and I only saw 29.5 once. Never saw even -0.1* of knock retard. I was recording Throttle angle %, Spark advance, and knock retard. That look good?
As an amusing note the temperature gauge reached 210* by the time the actual temperature read 180*.
Mods are ASP pulleys, K&N, DirectFlow lid. (I know, not much).
Max was 29.5*. Min. was 24*. It varied some (even within the same run), and I only saw 29.5 once. Never saw even -0.1* of knock retard. I was recording Throttle angle %, Spark advance, and knock retard. That look good?
As an amusing note the temperature gauge reached 210* by the time the actual temperature read 180*.
Mods are ASP pulleys, K&N, DirectFlow lid. (I know, not much).
Re: WOT Timing Q... With that kind of timing, you must have a '98-'00. The timing looks really good for stock. My '98 T/A never showed more than 28* @ WOT w/ a stock PCM.
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Teching In
Joined: Dec 2001
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From: Phoenix, AZ
Re: WOT Timing Q... I ran Autotap on my car recently and my timing topped out at 23 degrees lowest was like 18. F***ing horrible. Not even pulling KR either. I have no idea what's wrong. I changed the plugs 5000 miles ago, I sprayed carb cleaner in the TB. I dont know what else to do. My next step is to either buy LS1 edit or bring it to the dealership and have them reflash the PCM. Any suggestions??????????
TECH Resident
Joined: Jan 2002
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From: USA
Re: WOT Timing Q... To solve knock issues and EPA functions,
'02 LS1s are programmed to have less WOT Timing.
On C5s I have PCM scanned, see about 22-24 degrees at WOT.
For pre '02 C5 with an MN6 trannie, 28 degrees and with a A4 due to TCC, about 25 degrees.
AFR will have an effect on WOT timing. You need to PCM scan but you need to do the math and conditions.
Since autotap is a pig, (slow),
go for a good 10 mile drive using all RPM range.
Monitor B1 and B2 of LTFT, O2 (s1 [upstream]), fuel trim cell, injector pulse width, RPM, IAT, delivered torque, MAF, TPS and MAP.
The distance allows for atap dropping frames and allows to get good averages.
Export recorded trace to import into Excel, make conditions in math, get answers when in fuel trim cells 0-19, delete all cell 20 and 21 cycles.
For WOT make math conditions, when TPS is > then 80% and cell is 22 to compute WOT conditions as to what O2s are reporting, what timing is.
by monitoring delivered torque, if you see lots of negative numbers T.C or if a A4, also TCC could e the problem.
Find what the max DelTq is, Max RPM and from that you can compute the brake H.P.
You want IAT to equal outside temps, if not then your not using the right intake setup, causing hotter intake temps to effect AFR.
If A4 based scan/record trannie functions to see if TCC is freewheeling and causing slip.
You can e-mail me the raw trace and I can tell you what I see, but again, 10 mile plus traces,
a few miles trace does not give good answers.
Imclude WOT and load conditions by pulling hard up hills will put engine into worse case as to timing, load and DelTq.
Sell that autotap and get a Ease enhanced ( or PDA version) it's much better tool in what it reports and never crashes or loses liml connection. I can get Ease at a discounted price it it helps anyone.
'02 LS1s are programmed to have less WOT Timing.
On C5s I have PCM scanned, see about 22-24 degrees at WOT.
For pre '02 C5 with an MN6 trannie, 28 degrees and with a A4 due to TCC, about 25 degrees.
AFR will have an effect on WOT timing. You need to PCM scan but you need to do the math and conditions.
Since autotap is a pig, (slow),
go for a good 10 mile drive using all RPM range.
Monitor B1 and B2 of LTFT, O2 (s1 [upstream]), fuel trim cell, injector pulse width, RPM, IAT, delivered torque, MAF, TPS and MAP.
The distance allows for atap dropping frames and allows to get good averages.
Export recorded trace to import into Excel, make conditions in math, get answers when in fuel trim cells 0-19, delete all cell 20 and 21 cycles.
For WOT make math conditions, when TPS is > then 80% and cell is 22 to compute WOT conditions as to what O2s are reporting, what timing is.
by monitoring delivered torque, if you see lots of negative numbers T.C or if a A4, also TCC could e the problem.
Find what the max DelTq is, Max RPM and from that you can compute the brake H.P.
You want IAT to equal outside temps, if not then your not using the right intake setup, causing hotter intake temps to effect AFR.
If A4 based scan/record trannie functions to see if TCC is freewheeling and causing slip.
You can e-mail me the raw trace and I can tell you what I see, but again, 10 mile plus traces,
a few miles trace does not give good answers.
Imclude WOT and load conditions by pulling hard up hills will put engine into worse case as to timing, load and DelTq.
Sell that autotap and get a Ease enhanced ( or PDA version) it's much better tool in what it reports and never crashes or loses liml connection. I can get Ease at a discounted price it it helps anyone.
