From diy_efi-owner Fri Jan 1 03:26:29 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id DAA20505 for diy_efi-outgoing; Fri, 1 Jan 1999 03:26:29 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bo.nznet.gen.nz (ns1.nznet.gen.nz [203.167.232.34]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id DAA20501 for ; Fri, 1 Jan 1999 03:26:25 -0500 Received: from amiga3k (max2-ak16.nznet.gen.nz [203.98.35.81]) by bo.nznet.gen.nz (8.8.7/8.8.8) with SMTP id VAA01559 for ; Fri, 1 Jan 1999 21:43:02 +1300 Date: 01 Jan 99 21:13:41 +1200 From: "Tom Parker" Subject: Re: oops... (was Re: Nology) To: "Bill the arcstarter" In-Reply-To: <19990101060022.6825.qmail@hotmail.com> Message-ID: <1499.670T2066T12734561@nznet.gen.nz> MIME-Version: 1.0 Content-type: text/plain; charset=us-ascii Content-transfer-encoding: 7bit X-Mailer: THOR 2.5a (Amiga;TCP/IP) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Bill the arcstarter wrote: [killing speed camera photos] >Oh - that sounds nice. I had thought about a constant IR lamp blaring >on the plate to fog the film. Possibly via infrared leds/diode >modules... Most b/w film is sensitive to IR or so I'm told... This might work, but I would think you would need a rather powerful source. In order to completely burn out the film you need a huge amount of light, I have got usable images from film overexposed by 3 or 4 stops. I imagine a flash aimed at the number plate would be most effective. If the flash is pointing at the camera, and is near the plate, you might have some luck, but the camera will be doing its best to keep the light from the flash in the area of the film where the flash is, not where the plate is. You would only get light that is scattered inside the camera going from the flash to the image of the number plate. At least, this is how I see it. The other problem with slave flash units is that they are very sensitive. If they see any kind of very fast rising light source, they go off. Photographers have problems with slaves triggering off strobes in shop windows far away from where they are photographing... The local police claimed that the idea would not work. They didn't give any convincing reasons for it. They went on about how fast the shutter is, but the flash is much much faster... -- Tom Parker - tparker@nznet.gen.nz - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Fri Jan 1 04:19:01 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id EAA20993 for diy_efi-outgoing; Fri, 1 Jan 1999 04:19:01 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from note.orchestra.cse.unsw.EDU.AU (root@note.orchestra.cse.unsw.EDU.AU [129.94.242.29]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id EAA20989 for ; Fri, 1 Jan 1999 04:18:58 -0500 Received: From mozart With LocalMail ; Fri, 1 Jan 99 20:18:27 +1100 From: Mos To: Bill the arcstarter Date: Fri, 1 Jan 1999 20:18:27 +1100 (EST) X-Sender: s2193387@mozart.orchestra.cse.unsw.EDU.AU Subject: Re: oops... (was Re: Nology) In-Reply-To: <1499.670T2066T12734561@nznet.gen.nz> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu An option I have been exploring was to use an LCD panel infront of the number plate which turns opaque when it detects a flash. I've seen things like that used on welding goggles, but I'm wondering whether it would be fast enough to activate in the case of a flash? How fast are the slave flash units? Would they activate before the light from the flash reaches the camera? The LCD would in reality need to activate before the light reached the number plate. If the sensor is mounted on the bumper, considering light travels at around 3e+8m/s it doesn't leave much time for the LCD to activate, but since it's been done with welding goggles I guess it could work... Just a thought.. Mos. Oh yeah, Happy New Year :) On 1 Jan 1999, Tom Parker wrote: M>Bill the arcstarter wrote: M> M>[killing speed camera photos] M> M>>Oh - that sounds nice. I had thought about a constant IR lamp blaring M>>on the plate to fog the film. Possibly via infrared leds/diode M>>modules... Most b/w film is sensitive to IR or so I'm told... M> M>This might work, but I would think you would need a rather powerful source. M>In order to completely burn out the film you need a huge amount of light, I M>have got usable images from film overexposed by 3 or 4 stops. M> M>I imagine a flash aimed at the number plate would be most effective. If the M>flash is pointing at the camera, and is near the plate, you might have some M>luck, but the camera will be doing its best to keep the light from the flash M>in the area of the film where the flash is, not where the plate is. You would M>only get light that is scattered inside the camera going from the flash to the M>image of the number plate. M> M>At least, this is how I see it. M> M>The other problem with slave flash units is that they are very sensitive. If M>they see any kind of very fast rising light source, they go off. M>Photographers have problems with slaves triggering off strobes in shop windows M>far away from where they are photographing... M> M>The local police claimed that the idea would not work. They didn't give any M>convincing reasons for it. They went on about how fast the shutter is, but the M>flash is much much faster... M> M>-- M>Tom Parker - tparker@nznet.gen.nz M> - http://www.geocities.com/MotorCity/Track/8381/ M> -- +----------------------------------------------------+ | Jealousy is a lifelong curse... | | Reality is the only obstacle to happiness. | | Taciturnity is aurous. | +----------------------------------------------------+ | Lukasz Szymanski, /\/\OSFET | | 3rd Yr, BE(Comp)/MBiomedE |--+ | The University of New South Wales __||<-+ | Email: s2193387@cse.unsw.edu.au |--| | Web: http://www.cse.unsw.edu.au/~s2193387/ | +----------------------------------------------------+ From diy_efi-owner Fri Jan 1 05:39:24 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id FAA21550 for diy_efi-outgoing; Fri, 1 Jan 1999 05:39:24 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from one.net.au (darkblue.one.net.au [203.17.224.215]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id FAA21546 for ; Fri, 1 Jan 1999 05:39:22 -0500 Received: (qmail 12917 invoked from network); 1 Jan 1999 10:39:17 -0000 Received: from modem34-tar-isp-1.one.net.au (HELO holden) (203.101.3.98) by darkblue.one.net.au with SMTP; 1 Jan 1999 10:39:17 -0000 Message-ID: <001901be2bb1$b3ff2080$620365cb@holden> From: "Geoff Richards" To: "Diy_Efi" Subject: Power ground Date: Sun, 20 Dec 1998 11:43:00 +1100 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.2110.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.2106.4 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Anyone have time to explain the difference between 'ground' and 'powerground'? TIA Geoff From diy_efi-owner Fri Jan 1 06:10:04 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id GAA21799 for diy_efi-outgoing; Fri, 1 Jan 1999 06:10:04 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: (from jsg@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id GAA21789 for diy_efi; Fri, 1 Jan 1999 06:10:01 -0500 Date: Fri, 1 Jan 1999 06:10:01 -0500 From: John S Gwynne Message-Id: <199901011110.GAA21789@esl.eng.ohio-state.edu> To: diy_efi@esl.eng.ohio-state.edu Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Subject: [admin] List services (automated monthly post) This message is post monthly as a reminder of the available list services. For help: Send "help" to Majordomo@efi332.eng.ohio-state.edu. 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John From diy_efi-owner Fri Jan 1 09:38:14 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA23270 for diy_efi-outgoing; Fri, 1 Jan 1999 09:38:14 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo16.mx.aol.com (imo16.mx.aol.com [198.81.17.6]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA23266 for ; Fri, 1 Jan 1999 09:38:12 -0500 From: BossOz@aol.com Received: from BossOz@aol.com by imo16.mx.aol.com (IMOv18.1) id VKXEa27801 for ; Fri, 1 Jan 1999 09:37:25 -0500 (EST) Message-ID: <2e357e33.368cdda5@aol.com> Date: Fri, 1 Jan 1999 09:37:25 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 226 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 12/31/98 6:16:23 PM Central Standard Time, cosmic.ray@juno.com writes: << egulator that will supply 12-16v (@ up to 40a >> If all you want is 16v the cars alternator can supply that easily But a performance pump would be the one to go From diy_efi-owner Fri Jan 1 11:18:49 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA24545 for diy_efi-outgoing; Fri, 1 Jan 1999 11:18:49 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA24541 for ; Fri, 1 Jan 1999 11:18:44 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id LAB00264; Fri, 01 Jan 1999 11:18:45 -0500 (Eastern Daylight Time) Resent-Date: Fri, 01 Jan 1999 11:18:45 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901011618.LAB00264@webserver> Message-Id: <3.0.5.32.19990101100202.0091e7a0@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Fri, 01 Jan 1999 10:02:02 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@efi332.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: Chemical warfare In-Reply-To: <19981231.201032.4838.3.Cosmic.Ray@juno.com> References: <3.0.5.32.19981231092603.0091c6d0@localhost> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Um... Mr Breitwieser? Are you the type who likes to put old CDs in the >microwave for ten seconds or so? Did you ever make Estes rockets when Ray, simple answer : Yes, when I was younger :) Now, I just detonate engines ;) Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Fri Jan 1 11:33:54 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA24703 for diy_efi-outgoing; Fri, 1 Jan 1999 11:33:54 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from m28.boston.juno.com (m28.boston.juno.com [205.231.101.186]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA24699 for ; Fri, 1 Jan 1999 11:33:53 -0500 Received: (from cosmic.ray@juno.com) by m28.boston.juno.com (queuemail) id DXVZTD3N; Fri, 01 Jan 1999 11:33:25 EST To: diy_efi@efi332.eng.ohio-state.edu Date: Fri, 1 Jan 1999 12:27:25 -0500 Subject: Re: Nology) Message-ID: <19990101.123219.6742.2.Cosmic.Ray@juno.com> References: <1499.670T2066T12734561@nznet.gen.nz> X-Mailer: Juno 1.49 X-Juno-Line-Breaks: 0-9,11,13-15,17,19,21,23,25-29,31-32,34-36,38,40-47,55-57 From: cosmic.ray@juno.com (Raymond C Drouillard) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On 01 Jan 99 21:13:41 +1200 "Tom Parker" writes: >Bill the arcstarter wrote: > >[killing speed camera photos] > >>Oh - that sounds nice. I had thought about a constant IR lamp blaring >>on the plate to fog the film. Possibly via infrared leds/diode >>modules... Most b/w film is sensitive to IR or so I'm told... > >This might work, but I would think you would need a rather powerful source. >In order to completely burn out the film you need a huge amount of light, I >have got usable images from film overexposed by 3 or 4 stops. > >I imagine a flash aimed at the number plate would be most effective. If the >flash is pointing at the camera, and is near the plate, you might have some >luck, but the camera will be doing its best to keep the light from the flash >in the area of the film where the flash is, not where the plate is. You would >only get light that is scattered inside the camera going from the flash to the >image of the number plate. > >At least, this is how I see it. > >The other problem with slave flash units is that they are very sensitive. If >they see any kind of very fast rising light source, they go off. >Photographers have problems with slaves triggering off strobes in shop windows >far away from where they are photographing... > >The local police claimed that the idea would not work. They didn't give any >convincing reasons for it. They went on about how fast the shutter is, but the >flash is much much faster... > >-- >Tom Parker - tparker@nznet.gen.nz > - http://www.geocities.com/MotorCity/Track/8381/ > I would point the flash at my plate to avoid being accused of blinding other drivers. Also, since my plate is blue with white letters, I would put a blue filter on the flash to reduce the contrast between the letters and the background. Another option would be to project an image on the plate with the flash. If it is lit with blue light that has a mottled "texture", it would be extremely difficult to read. You wouldn't need to use enough brute power to wash out the film, that way. Just obscure the image. Ray ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] From diy_efi-owner Fri Jan 1 13:53:20 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA26160 for diy_efi-outgoing; Fri, 1 Jan 1999 13:53:20 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from dfw-ix12.ix.netcom.com (dfw-ix12.ix.netcom.com [206.214.98.12]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA26156 for ; Fri, 1 Jan 1999 13:53:19 -0500 From: xxalexx@ix.netcom.com Received: (from smap@localhost) by dfw-ix12.ix.netcom.com (8.8.4/8.8.4) id MAA11075 for ; Fri, 1 Jan 1999 12:53:07 -0600 (CST) Message-Id: <199901011853.MAA11075@dfw-ix12.ix.netcom.com> Received: from ron-ny7-06.ix.netcom.com(206.217.124.134) by dfw-ix12.ix.netcom.com via smap (V1.3) id rma011059; Fri Jan 1 12:52:46 1999 Comments: Authenticated sender is To: diy_efi@efi332.eng.ohio-state.edu Date: Fri, 1 Jan 1999 13:55:19 +0000 MIME-Version: 1.0 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7BIT Subject: Re: Power ground Priority: normal In-reply-to: <001901be2bb1$b3ff2080$620365cb@holden> X-mailer: Pegasus Mail for Windows (v2.54) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu EE designers like to separate all grounds digital, analog and power. This can avoid transient voltage spikes on one ground line affecting another ground line, or any voltage differences on ground lines. There are some design schemes to reconnect the grounds such as the Starr, found in alot of A/D reports alex > Anyone have time to explain the difference between 'ground' and > 'powerground'? > TIA > Geoff From diy_efi-owner Fri Jan 1 14:15:39 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA26433 for diy_efi-outgoing; Fri, 1 Jan 1999 14:15:39 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from eagle.ptialaska.net (eagle.ptialaska.net [198.70.245.243]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA26426 for ; Fri, 1 Jan 1999 14:15:33 -0500 Received: from ptialaska.net (dialups-309.fairbanks.ptialaska.net [208.151.121.69]) by eagle.ptialaska.net (8.8.8/8.8.8) with ESMTP id KAA21679 for ; Fri, 1 Jan 1999 10:14:22 -0900 (AKST) Message-ID: <32C96662.D0AE7A42@ptialaska.net> Date: Tue, 31 Dec 1996 10:15:47 -0900 From: "Ronald T. Webb" X-Mailer: Mozilla 4.5 [en] (Win98; I) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: oops... (was Re: Nology) References: Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I like your idea of an LCD screen similar to the expensive welding hoods. The opaquing action would not have to outrun the light, only go dark before the camera lens had collected sufficient light. Anybody know the shutter speed used? Maybe, instead of going completely opaque, we can display large text, light on a dark background... the camera could be induced to record some appropriate expletive, instead of the license number ;-} Mos wrote: > An option I have been exploring was to use an LCD panel infront of the > number plate which turns opaque when it detects a flash. I've seen things > like that used on welding goggles, but I'm wondering whether it would be > fast enough to activate in the case of a flash? How fast are the slave > flash units? Would they activate before the light from the flash reaches > the camera? > The LCD would in reality need to activate before the light reached the > number plate. If the sensor is mounted on the bumper, considering light > travels at around 3e+8m/s it doesn't leave much time for the LCD to > activate, but since it's been done with welding goggles I guess it could > work... > Just a thought.. > From diy_efi-owner Fri Jan 1 14:42:09 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA26786 for diy_efi-outgoing; Fri, 1 Jan 1999 14:42:09 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail.wgn.net (mail@mail.wgn.net [207.213.0.9]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA26782 for ; Fri, 1 Jan 1999 14:42:08 -0500 Received: from bullwinkle (du333-pcap-nca01.wgn.net [207.213.6.79]) by mail.wgn.net (8.9.1/8.9.0) with SMTP id LAA22615 for ; Fri, 1 Jan 1999 11:42:05 -0800 Message-Id: <4.1.19990101114326.00a6d100@mail.wgn.net> X-Sender: sganz@mail.wgn.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Fri, 01 Jan 1999 11:46:05 -0800 To: diy_efi@efi332.eng.ohio-state.edu From: Sandy Subject: Re: oops... (was Re: Nology) In-Reply-To: <32C96662.D0AE7A42@ptialaska.net> References: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu You would sell a lot in Scottsdale Arizona ;-). I was there on business, and they had the Photo Radar BS things all over the place. I think they got me in my rental car, just havent seen the ticket yet. Really pissed me of the more I thought about the whole thing, next thing you know I'll have a camera on my front door making sure my socks match and then a printer at the end of the walkway to pick up my fine. Sandy At 10:15 AM 12/31/96 -0900, you wrote: >I like your idea of an LCD screen similar to the expensive welding hoods. The >opaquing action would not have to outrun the light, only go dark before the >camera >lens had collected sufficient light. Anybody know the shutter speed used? > >Maybe, instead of going completely opaque, we can display large text, light >on a >dark background... the camera could be induced to record some appropriate >expletive, >instead of the license number ;-} > >Mos wrote: > >> An option I have been exploring was to use an LCD panel infront of the >> number plate which turns opaque when it detects a flash. I've seen things >> like that used on welding goggles, but I'm wondering whether it would be >> fast enough to activate in the case of a flash? How fast are the slave >> flash units? Would they activate before the light from the flash reaches >> the camera? >> The LCD would in reality need to activate before the light reached the >> number plate. If the sensor is mounted on the bumper, considering light >> travels at around 3e+8m/s it doesn't leave much time for the LCD to >> activate, but since it's been done with welding goggles I guess it could >> work... >> Just a thought.. >> From diy_efi-owner Fri Jan 1 15:02:17 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA27097 for diy_efi-outgoing; Fri, 1 Jan 1999 15:02:17 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA27092 for ; Fri, 1 Jan 1999 15:02:16 -0500 Received: from nacelp (dark-cas1-cs-36.dial.bright.net [209.143.25.54]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id PAA09248 for ; Fri, 1 Jan 1999 15:02:15 -0500 (EST) Message-ID: <004801be35c2$172b6500$36198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: oops... (was Re: Nology) Date: Fri, 1 Jan 1999 15:05:33 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Sandy To: diy_efi@efi332.eng.ohio-state.edu Date: Friday, January 01, 1999 2:50 PM Subject: Re: oops... (was Re: Nology) Everthing was fine till ya mentioned socks, now Grumpy, Doc, Sleepy, and Dopey are all PO'd. I hate when that happens, last time weapons cleaning took place shortly there after. Happy Hew Year's from CSH, HQ Bruce, and the Staff >You would sell a lot in Scottsdale Arizona ;-). I was there on business, >and they had the Photo Radar BS things all over the place. I think they got >me in my rental car, just havent seen the ticket yet. Really pissed me of >the more I thought about the whole thing, next thing you know I'll have a >camera on my front door making sure my socks match and then a printer at >the end of the walkway to pick up my fine. > >Sandy > >At 10:15 AM 12/31/96 -0900, you wrote: >>I like your idea of an LCD screen similar to the expensive welding hoods. The >>opaquing action would not have to outrun the light, only go dark before the >>camera >>lens had collected sufficient light. Anybody know the shutter speed used? >> >>Maybe, instead of going completely opaque, we can display large text, light >>on a >>dark background... the camera could be induced to record some appropriate >>expletive, >>instead of the license number ;-} >> >>Mos wrote: >> >>> An option I have been exploring was to use an LCD panel infront of the >>> number plate which turns opaque when it detects a flash. I've seen things >>> like that used on welding goggles, but I'm wondering whether it would be >>> fast enough to activate in the case of a flash? How fast are the slave >>> flash units? Would they activate before the light from the flash reaches >>> the camera? >>> The LCD would in reality need to activate before the light reached the >>> number plate. If the sensor is mounted on the bumper, considering light >>> travels at around 3e+8m/s it doesn't leave much time for the LCD to >>> activate, but since it's been done with welding goggles I guess it could >>> work... >>> Just a thought.. >>> > From diy_efi-owner Fri Jan 1 15:31:25 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA27504 for diy_efi-outgoing; Fri, 1 Jan 1999 15:31:25 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo21.mx.aol.com (imo21.mx.aol.com [198.81.17.65]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA27500 for ; Fri, 1 Jan 1999 15:31:24 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo21.mx.aol.com (IMOv18.1) id PHLLa25632 for ; Fri, 1 Jan 1999 15:30:40 -0500 (EST) Message-ID: <5b116be0.368d3070@aol.com> Date: Fri, 1 Jan 1999 15:30:40 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: 350 Pontiac engine Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu If it has a Pontiac 350 V8, Summit Racing (Akron, Ohio, USA) lists headers with .049" mandrel bent tubes, blah-blah-blah.. for US$79.50 Summit Part# SUM-G9020 Chevy V8 is # SUM-G9005 Do you know which V8 you have? Plugs below manifolds=Chev Plugs above manifolds=Pontiac HTH Mike V > I am tunning a Pontiac Firebird with a 350 Gm engine and am seeking > information on exhaust headers. Anybody recomend a type or supplier for > these please, bearing in mind i have relocated the oil filter. > From diy_efi-owner Fri Jan 1 15:48:35 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA27765 for diy_efi-outgoing; Fri, 1 Jan 1999 15:48:35 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from uia.net (uia.net [157.22.213.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA27761 for ; Fri, 1 Jan 1999 15:48:34 -0500 Received: from 68.GST.ONT.cyberg8t.com (207.67.188.68) by uia.net with SMTP (Eudora Internet Mail Server 2.2); Fri, 1 Jan 1999 12:53:57 -0700 From: bob@bobthecomputerguy.com (Robert Harris) To: diy_efi@efi332.eng.ohio-state.edu, fanglers@xephic.dynip.com Subject: Random thoughts Date: Fri, 01 Jan 1999 20:47:59 GMT Organization: Bob - the Computer Guy Message-ID: <368d1f77.4377920@smtp.uia.net> X-Mailer: Forte Agent 1.5/32.451 MIME-Version: 1.0 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Water injection and corrosion and other such concerns. You do understand that the combustion of the hydrogen component of fuel with oxygen results in water and that that's typically about two gallons of water for every gallon of gasoline burned. Adding water is kinda like peeing in a river - not gonna change much ( as far as corrosion goes ) Acetone. Octane about 120 or so. Primary use as an anti-phase separation agent at about 10%. Extreme affinity with water. Blends with alcohol, water, gasoline, nitromethane and most other fluids. Auto ignition temp from about that of methanol alcohol to over 1000F depending on who and how its tested. Stoic about 9.5 to 1, heat energy higher that of ethanol, but lower that gasoline. Used since moby dick was a minnow to blend various fuel components that are subject to phase separation together. Low flash point in comparison to Nitromethane and Alcohol is helpful in igniting such mixtures easier. Model fuel. Typically a blend of Lubricant ( Castor Oil or synthetic castor oil), methanol and nitromethane. Nitro percentage ranges from zero to 60 %. Price varies on percentage. Model boat fuel - 60% nitro runs about 35$ US per gallon. Synthetic castor oil preferred by the modelers. Note - adding acetone to this would make it blendable in a water injection system. Nitromethane and gasoline. Up to 10% nitromethane can be blended with gasoline by preblending the nitromethane with equal parts nitro and acetone. Nitropropane or Nitrobenzene preferred as they blend much better and can be used at higher ratios. Higher amount of nitro really should be introduced as separate BI-FUEL system if you intend to keep burning gasoline. H2O2 - Hydrogen peroxide. 8% max over the counter. 33% max industrial. Higher % require special handling included full body suits. An unpleasant side effect of neat H2O2 is that it will virtually instantaneously dissolve human flesh to the bone. Be careful of any joy juice you make that involves H2O2 - Hydrazine for example, explodes ( not burns!) on contact with H2O2. Many other nitrogen based compounds have greatly accelerated burn characteristics around H2O2. Note - H2O2 is an early combustion product and some sources seem to suggest that the addition of some amount of these products such as formaldehyde or H2O2 will spike the combustion and result in faster combustion during the induction period. One of the reasons hydrazine results in big power boosts in very small percentages is that it adds free hydrogen and large amounts of energy in the early induction period. This greatly assists in the tearing apart of the HC molecule and making its energy available faster. Mono propellants - be very wary. Any fuel either a blend of chemicals, or a true chemical monopropellent ( Mono - latin for one - one chemical as a propellent - not a blend mix or whatever ), is subject to flash back. I.E. once ignited, it needs no outside source of oxygen or ignition to keep burning - you don't want it to start traveling back to the storage tank do you. Ammonia Nitrate - commercially available as fertilizer. Totally dissolves in water. Minerals drop out. You may seriously consider using the resultant stew as water injection. Solves the problem of not being blendable with petroleum based fluids nicely. Just some catching up thoughts - was out of the PDRC for a couple of weeks. The Luddites were RIGHT!! Habaneros - not just for breakfast anymore From diy_efi-owner Fri Jan 1 16:48:12 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA28565 for diy_efi-outgoing; Fri, 1 Jan 1999 16:48:12 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo18.mx.aol.com (imo18.mx.aol.com [198.81.17.8]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA28561 for ; Fri, 1 Jan 1999 16:48:11 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo18.mx.aol.com (IMOv18.1) id SUURa20555 for ; Fri, 1 Jan 1999 16:47:12 -0500 (EST) Message-ID: Date: Fri, 1 Jan 1999 16:47:12 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Has anyone looked at this Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 12/31/98 4:54:07 PM Eastern Standard Time, pfenske@bcit.bc.ca writes: > To set the cy select insert $00 not FF for V8 > This allows the code to bypass the scaling I'm always getting in over my head.. Uh, what is this scaling you write about?? Please tell me more.. Thanks, Mike V From diy_efi-owner Fri Jan 1 16:58:31 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA28690 for diy_efi-outgoing; Fri, 1 Jan 1999 16:58:31 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from eagle.ptialaska.net (eagle.ptialaska.net [198.70.245.243]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA28686 for ; Fri, 1 Jan 1999 16:58:29 -0500 Received: from ptialaska.net (dialups-364.fairbanks.ptialaska.net [208.151.121.124]) by eagle.ptialaska.net (8.8.8/8.8.8) with ESMTP id MAA27651 for ; Fri, 1 Jan 1999 12:56:54 -0900 (AKST) Message-ID: <32C98C80.E9B4528A@ptialaska.net> Date: Tue, 31 Dec 1996 12:58:24 -0900 From: "Ronald T. Webb" X-Mailer: Mozilla 4.5 [en] (Win98; I) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: oops... (was Re: Nology) References: <32C96662.D0AE7A42@ptialaska.net> Content-Type: multipart/alternative; boundary="------------02BC8155D03A4C2BCB9EEA49" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu --------------02BC8155D03A4C2BCB9EEA49 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Oh yea - one more thing - you don't need to trigger the LCD from a camera flash, just drive it from a RADAR detector. Pick the signal off the red LED, and throw in a 10 second delay before the LCD is allowed to return to normal. Now we have : LCD hood - $250 RADAR detector : $100 555 delay timer : $.50 555 design Remember - Never build it if you can buy it... --------------02BC8155D03A4C2BCB9EEA49 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit  

Oh yea - one more thing - you don't need to trigger the LCD from a camera flash, just drive it from a RADAR detector. Pick the signal off the red LED, and throw in a 10 second delay before the LCD is allowed to return to normal.

Now we have :
                        LCD hood - $250
                        RADAR detector : $100
                        555 delay timer    : $.50     555 design

Remember - Never build it if you can buy it...
 
  --------------02BC8155D03A4C2BCB9EEA49-- From diy_efi-owner Fri Jan 1 17:47:56 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA29320 for diy_efi-outgoing; Fri, 1 Jan 1999 17:47:56 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from pumpkin.bcit.bc.ca (pumpkin.bcit.bc.ca [142.232.189.70]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id RAA29315 for ; Fri, 1 Jan 1999 17:47:55 -0500 Received: by pumpkin.bcit.bc.ca(Lotus SMTP MTA Internal build v4.6.2 (651.2 6-10-1998)) id 882566EC.007CD2AF ; Fri, 1 Jan 1999 14:43:23 -0800 X-Lotus-FromDomain: BCITMAIN From: "Peter Fenske" To: diy_efi@efi332.eng.ohio-state.edu Message-ID: <882566EC.007CD182.00@pumpkin.bcit.bc.ca> Date: Fri, 1 Jan 1999 14:43:18 -0800 Subject: Re: Has anyone looked at this Mime-Version: 1.0 Content-type: text/plain; charset=us-ascii Content-Disposition: inline Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu APPY NEUVE YAR ( My head still hurts but ) Gm ecms(ECU) read time in ticks between ref pulses. The time between ref pulses for a 4 cyl is twice as long as for a V8. So for a 4 cyl we scale by ($80/256) for a V6 by ($C0/256) This gives up the same ticks/rpm we would get for a V8 application So we can use the same code.. Tell Bruce to make sure the M0 M1 decode is right for the calpak used. :peter ECMnut@aol.com on 01/01/99 01:47:12 PM Please respond to diy_efi@efi332.eng.ohio-state.edu To: diy_efi@efi332.eng.ohio-state.edu cc: (bcc: Peter Fenske/BCIT) Subject: Re: Has anyone looked at this In a message dated 12/31/98 4:54:07 PM Eastern Standard Time, pfenske@bcit.bc.ca writes: > To set the cy select insert $00 not FF for V8 > This allows the code to bypass the scaling I'm always getting in over my head.. Uh, what is this scaling you write about?? Please tell me more.. Thanks, Mike V From diy_efi-owner Fri Jan 1 18:16:03 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA29675 for diy_efi-outgoing; Fri, 1 Jan 1999 18:16:03 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA29670 for ; Fri, 1 Jan 1999 18:16:02 -0500 Received: from nacelp (dark-cas3-cs-28.dial.bright.net [207.58.99.30]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id SAA06181 for ; Fri, 1 Jan 1999 18:16:00 -0500 (EST) Message-ID: <00ab01be35dd$28974780$1e633acf@nacelp> From: "Bruce Plecan" To: Subject: Re: Has anyone looked at this Date: Fri, 1 Jan 1999 18:19:18 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Peter Fenske To: diy_efi@efi332.eng.ohio-state.edu Date: Friday, January 01, 1999 6:02 PM Subject: Re: Has anyone looked at this OK, what's the M0 M1 decode, I was working with a memcal from a 89 F-Body 1227165 ecm. My head hurts, just wish it was from the bubbly. Bruce M Stewart failed to show for X-Mas, New Years Eve, and New Year's Day she just might find herself off the CSH. HQ auto invite list.............. > > >APPY NEUVE YAR ( My head still hurts but ) >Gm ecms(ECU) read time in ticks between ref pulses. The time between >ref pulses for a 4 cyl is twice as long as for a V8. >So for a 4 cyl we scale by ($80/256) for a V6 by ($C0/256) >This gives up the same ticks/rpm we would get for a V8 application >So we can use the same code.. >Tell Bruce to make sure the M0 M1 decode is right for the >calpak used. >:peter > > > Subject: Re: Has anyone looked at this >pfenske@bcit.bc.ca writes: >> To set the cy select insert $00 not FF for V8 >> This allows the code to bypass the scaling > I'm always getting in over my head.. >Uh, what is this scaling you write about?? >Please tell me more.. >Thanks, >Mike V From diy_efi-owner Fri Jan 1 20:01:47 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA30756 for diy_efi-outgoing; Fri, 1 Jan 1999 20:01:47 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bo.nznet.gen.nz (ns1.nznet.gen.nz [203.167.232.34]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA30751 for ; Fri, 1 Jan 1999 20:01:44 -0500 Received: from amiga3k (max2-ak56.nznet.gen.nz [203.98.35.121]) by bo.nznet.gen.nz (8.8.7/8.8.8) with SMTP id OAA30308 for ; Sat, 2 Jan 1999 14:18:23 +1300 Date: 02 Jan 99 13:45:01 +1200 From: "Tom Parker" Subject: Re: oops... (was Re: Nology) To: "Ronald T. Webb" In-Reply-To: <32C96662.D0AE7A42@ptialaska.net> Message-ID: <1226.671T59T8252486@nznet.gen.nz> MIME-Version: 1.0 Content-type: text/plain; charset=us-ascii Content-transfer-encoding: 7bit X-Mailer: THOR 2.5a (Amiga;TCP/IP) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Ronald T. Webb wrote: >I like your idea of an LCD screen similar to the expensive welding hoods. The >opaquing action would not have to outrun the light, only go dark before the >camera lens had collected sufficient light. Anybody know the shutter speed >used? There are two sources of light used to expose the film. First is the flash from the speed camera, the second is the ambient light hanging around. The shutter speed is likely to be around 1/125 to 1/250 of a second, certainly no faster than 1/500. Camera flahes have very short durations. I don't know how quickly the light builds up from the flash, but any trigger circuit would need to detect the flash building up and get the LCD opaque before enough light had arived. The effect of the ambient light would be interesting, since this light is always there, and the flash is triggered somewhere in the middle of the exposure. The shutter opens fully, then the flash fires, and the shutter closes. Depending on the power of the flash and the distance from the camera to the car, ambient light would probably have no real effect on the image. -- Tom Parker - tparker@nznet.gen.nz - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Fri Jan 1 21:49:20 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA31776 for diy_efi-outgoing; Fri, 1 Jan 1999 21:49:20 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from tcemail.indy.tce.com (inet-gw.indy.tce.com [157.254.232.6]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA31772 for ; Fri, 1 Jan 1999 21:49:19 -0500 Received: from indyglobal.indy.tce.com ([157.254.93.122]) by tcemail.indy.tce.com (8.8.8/8.8.3) with ESMTP id VAA04604 for ; Fri, 1 Jan 1999 21:49:18 -0500 (EST) Received: by indyglobal.indy.tce.com with Internet Mail Service (5.5.2232.9) id ; Fri, 1 Jan 1999 21:49:24 -0500 Message-ID: <5D6B33A38300D211AC9B00609748B226FF505E@tceis3.indy.tce.com> From: Jemison Richard To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: oops... (was Re: Nology) Date: Fri, 1 Jan 1999 21:49:06 -0500 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2232.9) Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit X-MIME-Autoconverted: from quoted-printable to 8bit by esl.eng.ohio-state.edu id VAA31773 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Do you have a source for this LCD Hood? This is starting to get interesting! Rick > -----Original Message----- > From: Ronald T. Webb [SMTP:rwebb@ptialaska.net] > Sent: Tuesday, December 31, 1996 4:58 PM > To: diy_efi@efi332.eng.ohio-state.edu > Subject: Re: oops... (was Re: Nology) > >   > > Oh yea - one more thing - you don't need to trigger the LCD from a camera > flash, just drive it from a RADAR detector. Pick the signal off the red > LED, and throw in a 10 second delay before the LCD is allowed to return to > normal. > > Now we have : >                         LCD hood - $250 >                         RADAR detector : $100 >                         555 delay timer    : $.50     555 design > > > Remember - Never build it if you can buy it... >   >   From diy_efi-owner Fri Jan 1 21:57:44 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA31932 for diy_efi-outgoing; Fri, 1 Jan 1999 21:57:44 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from eagle.ptialaska.net (eagle.ptialaska.net [198.70.245.243]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA31928 for ; Fri, 1 Jan 1999 21:57:42 -0500 Received: from ptialaska.net (dialups-30.fairbanks.ptialaska.net [208.151.111.30]) by eagle.ptialaska.net (8.8.8/8.8.8) with ESMTP id RAA08929 for ; Fri, 1 Jan 1999 17:56:26 -0900 (AKST) Message-ID: <32C9D2B7.C8C58E23@ptialaska.net> Date: Tue, 31 Dec 1996 17:57:59 -0900 From: "Ronald T. Webb" X-Mailer: Mozilla 4.5 [en] (Win98; I) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: oops... (was Re: Nology) References: <5D6B33A38300D211AC9B00609748B226FF505E@tceis3.indy.tce.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Those hoods are available at any welding supply house. Jemison Richard wrote: > Do you have a source for this LCD Hood? This is starting to get > interesting! From diy_efi-owner Fri Jan 1 23:40:54 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA00316 for diy_efi-outgoing; Fri, 1 Jan 1999 23:40:54 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA00312 for ; Fri, 1 Jan 1999 23:40:53 -0500 Received: from [204.132.128.2] (p2.Steamboat.dialup.csn.net [204.132.128.2]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id VAA13411 for mail_from ; Fri, 1 Jan 1999 21:40:49 -0700 Date: Fri, 1 Jan 1999 21:40:49 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Random thoughts Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Water injection and corrosion and other such concerns. > >Ammonia Nitrate - commercially available as fertilizer. Totally dissolves in >water. Minerals drop out. You may seriously consider using the resultant >stew as water injection. Solves the problem of not being blendable with >petroleum based fluids nicely. > ERRHM-- "Minerals drop out"--?? You mean something precipitates out when you dissolve the prell in water?? Any idea what?? Or what is usual?? Got any data handy on the effect of % by weight NH4-NO3 dissolved in H2O on freexing temperature of the H2O?? Sounds to me like this might well out-do alky as a practical antifreeze for an H2O injection system!!! Might even be available in, say, Baja!!---- :-) (Not that one should expect to need antifreeze there, but you know how it is!) Regards, Greg From diy_efi-owner Fri Jan 1 23:49:28 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA00661 for diy_efi-outgoing; Fri, 1 Jan 1999 23:49:28 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA00655 for ; Fri, 1 Jan 1999 23:49:27 -0500 Received: from [204.132.128.2] (p2.Steamboat.dialup.csn.net [204.132.128.2]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id VAA13495 for mail_from ; Fri, 1 Jan 1999 21:49:24 -0700 Date: Fri, 1 Jan 1999 21:49:24 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: oops... (was Re: Nology) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Oh yea - one more thing - you don't need to trigger the LCD from a camera >flash, just >drive it from a RADAR detector. Pick the signal off the red LED, and throw >in a 10 >second delay before the LCD is allowed to return to normal. > Great thinkin' as to how to turn on any such countermeasures!! Mebbe a mottled pattern high intensity light, filtered to match a plate color and aimed at the plate would work better (and cheaper) than an LED screen. (Plus it would, technically, not be "obscuring" the plate.) Make it a thirty second delay, and add a light for the rear plate just to be sure! Nest question--what do we use to trigger (turn on) the same lights in the presence of one of the roadside smog sniffers (which I think are infra-red based.) Regards, Greg From diy_efi-owner Sat Jan 2 01:21:40 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id BAA01906 for diy_efi-outgoing; Sat, 2 Jan 1999 01:21:40 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from axis (root@axis.jeack.com.au [203.24.125.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id BAA01901 for ; Sat, 2 Jan 1999 01:21:31 -0500 Received: from mainpc (d99.jeack.com.au [203.24.125.156]) by axis (8.8.7/8.8.5) with SMTP id RAA10434 for ; Sat, 2 Jan 1999 17:22:17 GMT Message-ID: <000701be3618$a78b6cc0$9c7d18cb@mainpc> From: "Ross Myers" To: "EFI List" Subject: S19 Files Date: Sat, 2 Jan 1999 17:25:10 +1100 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.1 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I've noticed some people have posted up ROM Dumps as Motorola S19 files. Does anybody have or know where to get an S19 - Bin converter?. Regards Ross Myers From diy_efi-owner Sat Jan 2 03:57:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id DAA02966 for diy_efi-outgoing; Sat, 2 Jan 1999 03:57:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from wolfenet.com (root@smtp1.wolfenet.com [207.178.61.5]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id DAA02962 for ; Sat, 2 Jan 1999 03:57:36 -0500 Received: from gonzo.wolfenet.com (orin@gonzo.wolfenet.com [204.157.98.2]) by wolfenet.com (8.8.8/8.8.8) with ESMTP id AAA22531 for ; Sat, 2 Jan 1999 00:57:34 -0800 (PST) From: Orin Eman Received: (from orin@localhost) by gonzo.wolfenet.com (8.8.3/8.7) id AAA00976 for diy_efi@efi332.eng.ohio-state.edu; Sat, 2 Jan 1999 00:57:33 -0800 (PST) Message-Id: <199901020857.AAA00976@gonzo.wolfenet.com> Subject: Re: S19 Files To: diy_efi@efi332.eng.ohio-state.edu Date: Sat, 2 Jan 1999 00:57:33 -0800 (PST) In-Reply-To: <000701be3618$a78b6cc0$9c7d18cb@mainpc> from "Ross Myers" at Jan 2, 99 05:25:10 pm X-Mailer: ELM [version 2.4 PL23] Content-Type: text Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > I've noticed some people have posted up ROM Dumps as Motorola S19 files. > Does anybody have or know where to get an S19 - Bin converter?. http://www.mcu.motsps.com/freeweb/pub/ibm/s2bin.exe Orin. From diy_efi-owner Sat Jan 2 05:54:28 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id FAA04147 for diy_efi-outgoing; Sat, 2 Jan 1999 05:54:28 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from wagner.mtco.com (ns.mtco.com [206.102.132.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id FAA04143 for ; Sat, 2 Jan 1999 05:54:25 -0500 Received: from mtco.com (tnt4-205.mtco.com [206.69.130.205]) by wagner.mtco.com (8.9.0/8.9.0) with ESMTP id EAA23483 for ; Sat, 2 Jan 1999 04:54:22 -0600 (CST) Message-ID: <368DFB2F.2668343E@mtco.com> Date: Sat, 02 Jan 1999 04:55:43 -0600 From: Tom Sharpe X-Mailer: Mozilla 4.05 [en] (Win95; U) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator References: <2e357e33.368cdda5@aol.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu How about using a big pump and cutting the voltage when all that capacity is not required? Will the pump last longer, etc.??? Regards Tom BossOz@aol.com wrote: > In a message dated 12/31/98 6:16:23 PM Central Standard Time, > cosmic.ray@juno.com writes: > > << egulator that will supply 12-16v (@ up to 40a >> > If all you want is 16v the cars alternator can supply that easily > But a performance pump would be the one to go From diy_efi-owner Sat Jan 2 08:43:02 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id IAA04972 for diy_efi-outgoing; Sat, 2 Jan 1999 08:43:02 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id IAA04968 for ; Sat, 2 Jan 1999 08:43:01 -0500 Received: from nacelp (dark-cas3-cs-40.dial.bright.net [207.58.99.42]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id IAA14688 for ; Sat, 2 Jan 1999 08:43:00 -0500 (EST) Message-ID: <002c01be3656$4782e2c0$2a633acf@nacelp> From: "Bruce Plecan" To: Subject: Re: Voltage regulator/fuel pump strategy Date: Sat, 2 Jan 1999 08:46:19 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Tom Sharpe To: diy_efi@efi332.eng.ohio-state.edu Date: Saturday, January 02, 1999 6:07 AM Subject: Re: Voltage regulator My thoughts on the Big Pump are using a PWM scheme, anything below x amount of TPS, or x MAP, and it goes on. Really early in the timing of events so as to have time to be up to speed, for big demand. Popular Electronics had a Motor Speed Contoller Article within the last 2 years that gave some details about freq for the PWM, and used a couple 555 to run a Power MOSFET, which could be ganged for big outputs. Cheers Bruce Doc is Happy we got like a foot of snow overnight, and he wants to go skiing. Time to get the boat and trailer out.. >How about using a big pump and cutting the voltage when all that >capacity is not required? Will the pump last longer, etc.??? > >Regards Tom > >BossOz@aol.com wrote: > >> In a message dated 12/31/98 6:16:23 PM Central Standard Time, >> cosmic.ray@juno.com writes: >> >> << egulator that will supply 12-16v (@ up to 40a >> >> If all you want is 16v the cars alternator can supply that easily >> But a performance pump would be the one to go > > > From diy_efi-owner Sat Jan 2 09:56:46 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA05315 for diy_efi-outgoing; Sat, 2 Jan 1999 09:56:46 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo26.mx.aol.com (imo26.mx.aol.com [198.81.17.70]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA05311 for ; Sat, 2 Jan 1999 09:56:45 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo26.mx.aol.com (IMOv18.1) id DOENa00804 for ; Sat, 2 Jan 1999 09:56:19 -0500 (EST) Message-ID: <27cbbe62.368e3393@aol.com> Date: Sat, 2 Jan 1999 09:56:19 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Has anyone looked at this Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/1/99 5:56:37 PM Eastern Standard Time, pfenske@bcit.bc.ca writes: > Tell Bruce to make sure the M0 M1 decode is right for the > calpak used. And just what the heck is THAT? 8~) Thanks, MikeV From diy_efi-owner Sat Jan 2 10:05:59 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id KAA05469 for diy_efi-outgoing; Sat, 2 Jan 1999 10:05:59 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail1.cybersol.com ([207.142.110.12]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id KAA05465 for ; Sat, 2 Jan 1999 10:05:58 -0500 Received: from alfred ([207.142.175.42]) by mail1.cybersol.com (Post.Office MTA v3.5.3 release 223 ID# 0-57990U2200L100S0V35) with SMTP id com for ; Sat, 2 Jan 1999 10:05:20 -0500 Message-Id: <3.0.1.32.19990102090235.0073cf9c@smtp.cybersol.com> X-Sender: btisdale@smtp.cybersol.com X-Mailer: Windows Eudora Pro Version 3.0.1 (32) Date: Sat, 02 Jan 1999 09:02:35 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: Barry Tisdale Subject: Voltage regulator Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Thanks to all who responded to my question on the fuel pump voltage booster. Replacing the stock pump w/ a higher output unit just became mandatory for me, however. I was getting a code 'rich' and found the fuel pressure reg stuck @ 90psi, with leakback thru the pressure line. Replaced the regulator, but apparently working @ 90+psi caused something in the tank (pump? pulsator?) to spring a leak. Project for next weekend! Thanks - Barry From diy_efi-owner Sat Jan 2 11:24:27 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA06399 for diy_efi-outgoing; Sat, 2 Jan 1999 11:24:27 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailsorter-105.bryant.webtv.net (mailsorter-105.iap.bryant.webtv.net [209.240.198.95]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA06395 for ; Sat, 2 Jan 1999 11:24:26 -0500 Received: from mailtod-151.iap.bryant.webtv.net (mailtod-151.iap.bryant.webtv.net [209.240.198.215]) by mailsorter-105.bryant.webtv.net (8.8.8/ms.gso.08Dec97) with ESMTP id IAA20811; Sat, 2 Jan 1999 08:24:25 -0800 (PST) Received: (from production@localhost) by mailtod-151.iap.bryant.webtv.net (8.8.8/mt.gso.26Feb98) id IAA18411; Sat, 2 Jan 1999 08:24:25 -0800 (PST) X-WebTV-Signature: 1 ETAtAhQfhDGzuPd5iB3pMEV4ILaU+rSxTQIVAIoUu/O2/YAvDWqdRdk/4sInPMaG From: Dodge1979@webtv.net (Roger Anderson) Date: Sat, 2 Jan 1999 10:24:25 -0600 (CST) To: diy_efi@efi332.eng.ohio-state.edu Subject: conversion.... Message-ID: <28847-368E4839-747@mailtod-151.iap.bryant.webtv.net> Content-Disposition: Inline Content-Type: Text/Plain; Charset=US-ASCII Content-Transfer-Encoding: 7Bit MIME-Version: 1.0 (WebTV) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu anyone know how to convert inches(mg?) manifold pressure (aviation) to psi? thanks, rog From diy_efi-owner Sat Jan 2 11:32:42 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA06486 for diy_efi-outgoing; Sat, 2 Jan 1999 11:32:42 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA06482 for ; Sat, 2 Jan 1999 11:32:40 -0500 Received: from [204.132.128.8] (p8.Steamboat.dialup.csn.net [204.132.128.8]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id JAA24275 for mail_from ; Sat, 2 Jan 1999 09:32:37 -0700 Date: Sat, 2 Jan 1999 09:32:37 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >How about using a big pump and cutting the voltage when all that >capacity is not required? Will the pump last longer, etc.??? > >Regards Tom > Oh Yeah, it will!!! Regards, Greg From diy_efi-owner Sat Jan 2 11:46:51 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA06752 for diy_efi-outgoing; Sat, 2 Jan 1999 11:46:51 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id LAA06748 for ; Sat, 2 Jan 1999 11:46:50 -0500 Received: by fw-austin.austin.arm.com; id KAA15274; Sat, 2 Jan 1999 10:46:53 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma015269; Sat, 2 Jan 99 10:46:42 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id KAA06445; Sat, 2 Jan 1999 10:46:36 -0600 Message-ID: <368E5051.28B76F9A@arm.com> Date: Sat, 02 Jan 1999 10:58:57 -0600 From: Steve Ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: "diy_efi@efi332.eng.ohio-state.edu" Subject: [Fwd: EFI software] Content-Type: multipart/mixed; boundary="------------6075ED02A33B765A2D5EF048" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu This is a multi-part message in MIME format. --------------6075ED02A33B765A2D5EF048 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Didn't someone upload the fit.zip file that went with the injector flowbench article from PE magazine? I thought so, but I can't find it. Anyway, if someone has it, or knows where it is on the FTP site, please let me know so I can help this person, and add a link in the FTP site index. thanks --steve -- Steve Ravet sravet@arm.com Advanced Risc Machines, INC www.arm.com --------------6075ED02A33B765A2D5EF048 Content-Type: message/rfc822 Content-Transfer-Encoding: 7bit Content-Disposition: inline Received: from incsun1.arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id PAA13624; Mon, 28 Dec 1998 15:21:37 -0600 Return-Path: Received: from fw-losgatos.losgatos.arm.com (firewall-user@diablo [194.202.50.3]) by incsun1.arm.com (8.9.1a/8.9.1) with SMTP id NAA13436 for ; Mon, 28 Dec 1998 13:19:07 -0800 (PST) Received: by fw-losgatos.losgatos.arm.com; id NAA13442; Mon, 28 Dec 1998 13:18:14 -0800 Received: from mail.ionet.net(206.41.128.16) by fw-losgatos.losgatos.arm.com via smap (4.1) id xma013416; Mon, 28 Dec 98 13:17:23 -0800 Received: from calley.ionet.net (tulnas4-05.ionet.net [38.193.56.163]) by ionet.net (8.9.1a/8.9.1) with ESMTP id PAA25239 for ; Mon, 28 Dec 1998 15:22:56 -0600 (CST) Message-Id: <199812282122.PAA25239@ionet.net> From: "HP User" To: "Steve Ravet" Subject: EFI software Date: Mon, 28 Dec 1998 15:21:52 -0800 X-MSMail-Priority: Normal X-Priority: 3 X-Mailer: Microsoft Internet Mail 4.70.1155 MIME-Version: 1.0 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Content-Transfer-Encoding: 7bit X-Mozilla-Status2: 00000000 Steve Ia am having trouble find a site to download the file (fit.zip) that is talked about in Members nd Projects section. It is in the article from the Performance Engineering Magazine on building a injector flow bench. I have tried to get in touch with John De Armond the author, but have no success. If you could give me a hint as where I might be able to download this file it would be a big help. Thanks Randy Calley --------------6075ED02A33B765A2D5EF048-- From diy_efi-owner Sat Jan 2 11:55:35 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA07033 for diy_efi-outgoing; Sat, 2 Jan 1999 11:55:35 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo24.mx.aol.com (imo24.mx.aol.com [198.81.17.68]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA07025 for ; Sat, 2 Jan 1999 11:55:34 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo24.mx.aol.com (IMOv18.1) id ERABa03482 for ; Sat, 2 Jan 1999 11:54:46 -0500 (EST) Message-ID: <889b2df6.368e4f56@aol.com> Date: Sat, 2 Jan 1999 11:54:46 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator, now fuel system boosters Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 11:38:18 AM Eastern Standard Time, bearbvd@sni.net writes: > >How about using a big pump and cutting the voltage when all that > >capacity is not required? Will the pump last longer, etc.??? Some Buick & Syphoon turbo blokes use a *staged* pump arrangement that allows you to pre-set the boost level at which a second in-tank pump is switched on. The kit includes a 30amp relay and wire harness, etc I believe one such kitt is available from ATR Some users of this setup report a 2-5 psi jump in pressure when the extra fuel volume, from a second Walbro 308 pump, hits the FP regulator . I only wish to own/operate such a thirsty beast in my lifetime. 8~) Mike V From diy_efi-owner Sat Jan 2 12:01:05 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA07417 for diy_efi-outgoing; Sat, 2 Jan 1999 12:01:05 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out2.ibm.net (out2.ibm.net [165.87.194.229]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA07413 for ; Sat, 2 Jan 1999 12:01:04 -0500 Received: from little-p90 (slip129-37-161-98.on.ca.ibm.net [129.37.161.98]) by out2.ibm.net (8.8.5/8.6.9) with SMTP id RAA52566 for ; Sat, 2 Jan 1999 17:01:02 GMT Message-ID: <368E50FC.E20@ibm.net> Date: Sat, 02 Jan 1999 12:01:48 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: oops... (was Re: Nology) References: <19990101060022.6825.qmail@hotmail.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Bill the arcstarter wrote: > > Greg wrote: > >And, while I am straying off list subjects--has anyone else seen the > >news about a British photographer having applied for a patent for > >using what is known in his trade as a "slave flash unit" for many > >non-photographic applications, one of which was mounting such a unit > >as one would mount either a driving and/or a back-up light for the > >purpose of completely washing out the film image in a photo-radar > >camera???? :-) (I happen to hate big brother stuff every bit as much > >as I hate snake oil!!) > > Oh - that sounds nice. I had thought about a constant IR lamp blaring > on the plate to fog the film. Possibly via infrared leds/diode > modules... Most b/w film is sensitive to IR or so I'm told... > > -Bill > > ______________________________________________________ > Get Your Private, Free Email at http://www.hotmail.com But video tape is not? Digital photography allows them to "lift" numbers from dirty plates etc by changing Gamma correction. From diy_efi-owner Sat Jan 2 12:14:03 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA07705 for diy_efi-outgoing; Sat, 2 Jan 1999 12:14:03 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out2.ibm.net (out2.ibm.net [165.87.194.229]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA07701 for ; Sat, 2 Jan 1999 12:14:02 -0500 Received: from little-p90 (slip129-37-161-98.on.ca.ibm.net [129.37.161.98]) by out2.ibm.net (8.8.5/8.6.9) with SMTP id RAA57502 for ; Sat, 2 Jan 1999 17:13:59 GMT Message-ID: <368E5406.5A6E@ibm.net> Date: Sat, 02 Jan 1999 12:14:46 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Power ground References: <001901be2bb1$b3ff2080$620365cb@holden> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Geoff Richards wrote: > > Anyone have time to explain the difference between 'ground' and > 'powerground'? > TIA > Geoff I'll give it a crack. In a DC power system on a car, the negative(usually) terminal uses a "chassis ground" for power "return".This is your "power ground". It can have a voltage drop of up to .1 volt across it for accessory and charging loads, and up to one volt for starter loads. For signal circuits, such as sensors, sometimes the .1 volt drop across the frame ground could cause calibration errors, so a "signal ground" is provided. Sometimes the signal can even "float" above chassis ground, as through a protection diode with a, say, .6 volt forward voltage drop. Can't use chassis ground return for such a signal. Hope this helps understand it. From diy_efi-owner Sat Jan 2 12:55:35 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA08462 for diy_efi-outgoing; Sat, 2 Jan 1999 12:55:35 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA08458 for ; Sat, 2 Jan 1999 12:55:34 -0500 Received: from nacelp (dark-cas2-cs-47.dial.bright.net [209.143.25.116]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id MAA17902 for ; Sat, 2 Jan 1999 12:55:33 -0500 (EST) Message-ID: <003f01be3679$8ec0df20$74198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: [Fwd: EFI software] Date: Sat, 2 Jan 1999 12:58:51 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Steve Ravet To: diy_efi@efi332.eng.ohio-state.edu Date: Saturday, January 02, 1999 11:59 AM Subject: [Fwd: EFI software] Numerous folks have looked for fit., but I haven't heard of anyone finding it. Bruce >Didn't someone upload the fit.zip file that went with the injector >flowbench article from PE magazine? I thought so, but I can't find it. >Anyway, if someone has it, or knows where it is on the FTP site, please >let me know so I can help this person, and add a link in the FTP site >index. thanks > >--steve > > >-- >Steve Ravet >sravet@arm.com >Advanced Risc Machines, INC >www.arm.com From diy_efi-owner Sat Jan 2 12:56:38 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA08493 for diy_efi-outgoing; Sat, 2 Jan 1999 12:56:38 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from achilles.noc.ntua.gr (achilles.noc.ntua.gr [147.102.222.210]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA08485 for ; Sat, 2 Jan 1999 12:56:36 -0500 Received: from atlas.central.ntua.gr (atlas.central.ntua.gr [147.102.240.1]) by achilles.noc.ntua.gr (8.8.8/8.8.8) with ESMTP id TAA12177 for ; Sat, 2 Jan 1999 19:56:19 +0200 (EET) Received: by atlas.central.ntua.gr with SMTP id TAA08321 ; Sat, 2 Jan 1999 19:57:38 +0200 (EET) Message-ID: <368BB7BF.7759@usa.net> Date: Thu, 31 Dec 1998 19:43:27 +0200 From: John Andrianakis X-Mailer: Mozilla 3.0 (Win95; I) MIME-Version: 1.0 To: DIY_EFI@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator References: <2e357e33.368cdda5@aol.com> <368DFB2F.2668343E@mtco.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Tom Sharpe wrote: > > How about using a big pump and cutting the voltage when all that > capacity is not required? Will the pump last longer, etc.??? > > Regards Tom > Already been done by Paxton. "The Brain Pump Computer automatically reduces your high output fuel pump's flow during street operation for improved efficiency. With the flip of a switch, it creates a 2.4 voltage drop, reducing fuel flow and allowing the pump to run cooler during street operation enhancing its longlevity. Flip the switch back, and the pump returns to its normal high volume flow." Could be trigered by TPS or MAP. Summit Racing part nu. pax-8002048 $119.95 From diy_efi-owner Sat Jan 2 13:01:55 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA08622 for diy_efi-outgoing; Sat, 2 Jan 1999 13:01:55 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.lig.bellsouth.net (mail2.lig.bellsouth.net [205.152.0.56]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA08617 for ; Sat, 2 Jan 1999 13:01:54 -0500 Received: from n5xmt (host-209-214-60-105.int.bellsouth.net [209.214.60.105]) by mail2.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id NAA29813 for ; Sat, 2 Jan 1999 13:01:26 -0500 (EST) Message-Id: <4.1.19990102130103.00951650@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 13:01:30 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: Voltage regulator In-Reply-To: <368DFB2F.2668343E@mtco.com> References: <2e357e33.368cdda5@aol.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 04:55 AM 1/2/99 -0600, you wrote: >How about using a big pump and cutting the voltage when all that >capacity is not required? Will the pump last longer, etc.??? > That would be almost as bad as overvoltage... Under voltage can kill them as well. =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 13:52:39 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA09481 for diy_efi-outgoing; Sat, 2 Jan 1999 13:52:39 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA09477 for ; Sat, 2 Jan 1999 13:52:39 -0500 Received: from nacelp (dark-cas2-cs-47.dial.bright.net [209.143.25.116]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id NAA14468 for ; Sat, 2 Jan 1999 13:52:37 -0500 (EST) Message-ID: <008d01be3681$87530a80$74198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Voltage regulator Date: Sat, 2 Jan 1999 13:55:54 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: David A. Cooley Subject: Re: Voltage regulator Hence, the proper answer of PWM. Bruce >>How about using a big pump and cutting the voltage when all that >>capacity is not required? Will the pump last longer, etc.??? > >That would be almost as bad as overvoltage... Under voltage can kill them >as well. >=========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. >=========================================================== > From diy_efi-owner Sat Jan 2 13:55:04 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA09580 for diy_efi-outgoing; Sat, 2 Jan 1999 13:55:04 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (root@mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA09576 for ; Sat, 2 Jan 1999 13:55:03 -0500 Received: from [204.132.128.2] (p2.Steamboat.dialup.csn.net [204.132.128.2]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id LAA29223 for mail_from ; Sat, 2 Jan 1999 11:52:58 -0700 Date: Sat, 2 Jan 1999 11:52:58 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator, now fuel system boosters Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >In a message dated 1/2/99 11:38:18 AM Eastern Standard Time, bearbvd@sni.net >writes: > >> >How about using a big pump and cutting the voltage when all that >> >capacity is not required? Will the pump last longer, etc.??? > >Some Buick & Syphoon turbo blokes use a *staged* pump >arrangement that allows you to pre-set the boost level at which >a second in-tank pump is switched on. The kit includes a 30amp >relay and wire harness, etc I believe one such kitt is available from ATR Who and where is ATR?? >Some users of this setup report a 2-5 psi jump in pressure when the >extra fuel volume, from a second Walbro 308 pump, See the comment below, but this jump is simply demonstrating what I am talking about below in terms of accuracy of pressure regulation. The port in the regulator used is not big enough, plus it needs time to react. Who is Walbro, where are they.?? Basically, I am looking for sources for good quality, large volume, but really don't have to be high pressure, submersible fuel pumps. Controlled voltage to a pump is still more elegant than staging, since varying voltage to a DC motor varies its speed (and therefore the volume output) infinitely. Hence the desire for variable speed pump drive. Tom is RIGHT! Running a big pump at lower voltage/speed most of the time will do the job, and increase pump life IMPRESSIVELY! If one wants to get seriously complicated, it is very feasible to vary the speed of one pump, and then stage in a second, constant speed pump for big loads. (The first, variable speed, pump slows back down when the second pump first comes on, then speeds back up as load increases further.) hits the FP regulator . It is way easier (and much more efficient and accurate) to regulate pressure precisely if flow through the pressure regulator is fairly constant. > I only wish to own/operate such a thirsty beast in my lifetime. 8~) The output would certainly be nice, but maybe with about 10% less thirst would be even nicer!! :-) Regards, Greg > Mike V From diy_efi-owner Sat Jan 2 14:01:21 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA09767 for diy_efi-outgoing; Sat, 2 Jan 1999 14:01:21 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (root@mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA09763 for ; Sat, 2 Jan 1999 14:01:20 -0500 Received: from [204.132.128.2] (p2.Steamboat.dialup.csn.net [204.132.128.2]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id LAA29355 for mail_from ; Sat, 2 Jan 1999 11:59:16 -0700 Date: Sat, 2 Jan 1999 11:59:16 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: conversion.... Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >anyone know how to convert inches(mg?) manifold pressure (aviation) to >psi? >thanks, >rog 29.92 inches of mercury = 14.69 psia=1 atmosphere. So, 1 inch of HG = .491 psi. Going on memory of the numbers, this is plenty accurate for engine work, but DO NOT use it for calibrating an altimeter which might be depended upon to keep you from flying into the ground (As in SPLAT :-( !!! ) Regards, Greg From diy_efi-owner Sat Jan 2 14:25:26 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA10364 for diy_efi-outgoing; Sat, 2 Jan 1999 14:25:26 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo14.mx.aol.com (imo14.mx.aol.com [198.81.17.4]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10360 for ; Sat, 2 Jan 1999 14:25:25 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo14.mx.aol.com (IMOv18.1) id AVTCa05514 for ; Sat, 2 Jan 1999 14:24:52 -0500 (EST) Message-ID: Date: Sat, 2 Jan 1999 14:24:52 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator, now fuel system boosters Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 236 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu << >Some Buick & Syphoon turbo blokes use a *staged* pump > >arrangement that allows you to pre-set the boost level at which > >a second in-tank pump is switched on. The kit includes a 30amp > >relay and wire harness, etc I believe one such kitt is available from ATR > Who and where is ATR?? >> Sorry, about that Applied Technologies and Research, Inc (ATR) 17040 S. Hwy 11 Fair Play, SC 29643 (864) 972 3800 (864) 972 4900 FAX From diy_efi-owner Sat Jan 2 14:27:22 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA10418 for diy_efi-outgoing; Sat, 2 Jan 1999 14:27:22 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail.wgn.net (mail@mail.wgn.net [207.213.0.9]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10412 for ; Sat, 2 Jan 1999 14:27:20 -0500 Received: from bullwinkle (du162-pcap-nca01.wgn.net [207.213.5.162]) by mail.wgn.net (8.9.1/8.9.0) with SMTP id LAA22476 for ; Sat, 2 Jan 1999 11:27:17 -0800 Message-Id: <4.1.19990102113022.00a61920@mail.wgn.net> X-Sender: sganz@mail.wgn.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 11:31:17 -0800 To: diy_efi@efi332.eng.ohio-state.edu From: Sandy Subject: Re: Voltage regulator In-Reply-To: <368DFB2F.2668343E@mtco.com> References: <2e357e33.368cdda5@aol.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Someone, might be barry grant ties the engine rpm to a controller that cuts the voltage to the pump. Would be pretty easy to make with a couple of parts. Sandy At 04:55 AM 1/2/99 -0600, you wrote: >How about using a big pump and cutting the voltage when all that >capacity is not required? Will the pump last longer, etc.??? > >Regards Tom > >BossOz@aol.com wrote: > >> In a message dated 12/31/98 6:16:23 PM Central Standard Time, >> cosmic.ray@juno.com writes: >> >> << egulator that will supply 12-16v (@ up to 40a >> >> If all you want is 16v the cars alternator can supply that easily >> But a performance pump would be the one to go > > From diy_efi-owner Sat Jan 2 14:31:52 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA10552 for diy_efi-outgoing; Sat, 2 Jan 1999 14:31:52 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10547 for ; Sat, 2 Jan 1999 14:31:51 -0500 Received: from cen16176.centuryinter.net (ppp054.av.centuryinter.net [209.142.163.68]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id NAA07599 for ; Sat, 2 Jan 1999 13:31:49 -0600 (CST) Message-Id: <3.0.3.32.19990102133213.006b7718@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Sat, 02 Jan 1999 13:32:13 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: Power ground In-Reply-To: <368E5406.5A6E@ibm.net> References: <001901be2bb1$b3ff2080$620365cb@holden> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I have a 1982 280ZX turbo with the Bosch L-Jetronic fuel injection. I have been told that after modifying timing, etc. the battery ground should be disconnected for a period of time in order to reset the ECM. I have also been told that both, negative and positive, terminals should be disconnected. The time interval has been anywhere from 5 min to overnight. Does the power ground, as described below, explain why both terminals should be disconnected to reset the ECM?? Or am I reading to much into what is being said? Could someone please tell me the correct way to reset the ECM? At 12:14 PM 1/2/99 -0500, you wrote: >Geoff Richards wrote: >> >> Anyone have time to explain the difference between 'ground' and >> 'powerground'? >> TIA >> Geoff >I'll give it a crack. >In a DC power system on a car, the negative(usually) terminal uses a >"chassis ground" for power "return".This is your "power ground". It can >have a voltage drop of up to .1 volt across it for accessory and >charging loads, and up to one volt for starter loads. >For signal circuits, such as sensors, sometimes the .1 volt drop across >the frame ground could cause calibration errors, so a "signal ground" is >provided. Sometimes the signal can even "float" above chassis ground, as >through a protection diode with a, say, .6 volt forward voltage drop. >Can't use chassis ground return for such a signal. >Hope this helps understand it. > > From diy_efi-owner Sat Jan 2 14:40:33 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA10870 for diy_efi-outgoing; Sat, 2 Jan 1999 14:40:33 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail1.lig.bellsouth.net (mail1.lig.bellsouth.net [205.152.0.55]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10866 for ; Sat, 2 Jan 1999 14:40:32 -0500 Received: from n5xmt (host-209-214-60-206.int.bellsouth.net [209.214.60.206]) by mail1.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id OAA16786 for ; Sat, 2 Jan 1999 14:39:55 -0500 (EST) Message-Id: <4.1.19990102143914.0095b3e0@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 14:40:29 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: Voltage regulator, now fuel system boosters In-Reply-To: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 11:52 AM 1/2/99 -0700, you wrote: >>Some Buick & Syphoon turbo blokes use a *staged* pump >>arrangement that allows you to pre-set the boost level at which >>a second in-tank pump is switched on. The kit includes a 30amp >>relay and wire harness, etc I believe one such kitt is available from ATR > >Who and where is ATR?? > Applied Technologies and Research in Fairplay, SC > >Who is Walbro, where are they.?? > Walbro is a pump manufacturer... they make a lot of the AC/Delco pumps and the aftermarket replacements. =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 14:41:46 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA10914 for diy_efi-outgoing; Sat, 2 Jan 1999 14:41:46 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.lig.bellsouth.net (mail2.lig.bellsouth.net [205.152.0.56]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10910 for ; Sat, 2 Jan 1999 14:41:46 -0500 Received: from n5xmt (host-209-214-60-206.int.bellsouth.net [209.214.60.206]) by mail2.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id OAA01873 for ; Sat, 2 Jan 1999 14:41:18 -0500 (EST) Message-Id: <4.1.19990102144109.00952710@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 14:41:41 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: Voltage regulator In-Reply-To: <008d01be3681$87530a80$74198fd1@nacelp> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 01:55 PM 1/2/99 -0500, you wrote: > >Hence, the proper answer of PWM. Exactly! The pump still sees full voltage, it just has it for a limited time! =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 14:43:00 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA10975 for diy_efi-outgoing; Sat, 2 Jan 1999 14:43:00 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10971 for ; Sat, 2 Jan 1999 14:42:59 -0500 Received: from [204.132.128.3] (p3.Steamboat.dialup.csn.net [204.132.128.3]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id MAA31078 for mail_from ; Sat, 2 Jan 1999 12:40:54 -0700 Date: Sat, 2 Jan 1999 12:40:54 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >At 04:55 AM 1/2/99 -0600, you wrote: >>How about using a big pump and cutting the voltage when all that >>capacity is not required? Will the pump last longer, etc.??? >> > >That would be almost as bad as overvoltage... Under voltage can kill them >as well. NO. For a shunt would DC motor, Voltage relates to speed, Current to torque. Field current and voltage want to be pretty constant for correct excitation. Too high a current (cooks the insulation with heat) or a voltage high enough to break down the insulation are the two failure modes for motor windings (this applies to all types of motors.) For series wound DC motors, more complex, but voltage control of speed still works, and without hurting durability, as long as you do not stall one (with an overload) with too high a current going through it. You just cannot expect to get full rated torque at lower applied voltages, cuz you will not have enough excitation. Even so, with a liquid cooled motor, like most fuel pumps are, it is pretty hard to cook one this way. What you need to watch with a PWM scheme for lowering the voltage to a DC motor is to have good filtering/smoothing on the output to the motor--the high frequencies from the PWM switching can be quite hard on the windings from a mechanical standpoint. Regards, Greg >=========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. >=========================================================== From diy_efi-owner Sat Jan 2 14:44:02 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA11000 for diy_efi-outgoing; Sat, 2 Jan 1999 14:44:02 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.lig.bellsouth.net (mail2.lig.bellsouth.net [205.152.0.56]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA10996 for ; Sat, 2 Jan 1999 14:44:01 -0500 Received: from n5xmt (host-209-214-60-206.int.bellsouth.net [209.214.60.206]) by mail2.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id OAA03359 for ; Sat, 2 Jan 1999 14:43:33 -0500 (EST) Message-Id: <4.1.19990102144231.00951e90@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 14:43:57 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: Power ground In-Reply-To: <3.0.3.32.19990102133213.006b7718@mail.ot.centuryinter.net> References: <368E5406.5A6E@ibm.net> <001901be2bb1$b3ff2080$620365cb@holden> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 01:32 PM 1/2/99 -0600, you wrote: > I have a 1982 280ZX turbo with the Bosch L-Jetronic fuel injection. I >have been told that after modifying timing, etc. the battery ground should >be disconnected for a period of time in order to reset the ECM. I have also >been told that both, negative and positive, terminals should be >disconnected. The time interval has been anywhere from 5 min to overnight. >Does the power ground, as described below, explain why both terminals >should be disconnected to reset the ECM?? Or am I reading to much into what >is being said? Could someone please tell me the correct way to reset the ECM? The memory of the computer is stored in RAM that is fed by the car battery (thru the appropriate regulators etc). Due to the low current drain of the RAM, you'll need to disconnect one battery terminal (not both) and probably leave them off for 5 minutes for all capacitors in the ECM to fully discharge. Later, Dave =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 14:54:36 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA11137 for diy_efi-outgoing; Sat, 2 Jan 1999 14:54:36 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo11.mx.aol.com (imo11.mx.aol.com [198.81.17.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA11132 for ; Sat, 2 Jan 1999 14:54:35 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo11.mx.aol.com (IMOv18.1) id 2FUEa04329 for ; Sat, 2 Jan 1999 14:54:13 -0500 (EST) Message-ID: Date: Sat, 2 Jan 1999 14:54:13 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator, now fuel system boosters Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 2:02:58 PM Eastern Standard Time, bearbvd@sni.net writes: > > Who is Walbro, where are they.?? > They make fuel pumps..Not sure where they are located.. There are often "group purchases" going on on the Buick and Syclone/Typhoon lists to buy there products.. The pump I was referring to is an in-tank unit that produces 255 litres per hour at 38 psi.. GroupPurchase prices are generally around US$100 or maybe a little less.. Mike V. From diy_efi-owner Sat Jan 2 14:56:09 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA11203 for diy_efi-outgoing; Sat, 2 Jan 1999 14:56:09 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from swiss.direct.ca (swiss.direct.ca [199.60.229.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA11199 for ; Sat, 2 Jan 1999 14:56:09 -0500 Received: from newt-53-0192.direct.ca ([216.66.138.92] helo=direct.ca) by swiss.direct.ca with esmtp (Exim 2.02 #18) id 0zwX9a-00032U-00 for diy_efi@efi332.eng.ohio-state.edu; Sat, 2 Jan 1999 11:56:06 -0800 Message-ID: Date: Wed, 31 Dec 1969 16:00:00 +0000 From: jq X-Mailer: Mozilla 4.04 [en] (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Sensor Sampling Rates References: <882566EC.007CD182.00@pumpkin.bcit.bc.ca> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Does anyone know the sampling rate of each of the sensors? specifically '90 L98 (350 V8) From diy_efi-owner Sat Jan 2 15:52:45 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA11961 for diy_efi-outgoing; Sat, 2 Jan 1999 15:52:45 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost1.attcanada.net (mailhost1.attcanada.net [206.191.82.42]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA11957 for ; Sat, 2 Jan 1999 15:52:44 -0500 Received: from d126-cg101h1-clgr-pdi.attcanada.net ([142.194.124.126]) by mailhost1.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990102194828.DBE2571@d126-cg101h1-clgr-pdi.attcanada.net> for ; Sat, 2 Jan 1999 19:48:28 +0000 Received: by d126-cg101h1-clgr-pdi.attcanada.net with Microsoft Mail id <01BE3657.89F5E200@d126-cg101h1-clgr-pdi.attcanada.net>; Sat, 2 Jan 1999 13:55:21 -0700 Message-ID: <01BE3657.89F5E200@d126-cg101h1-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Voltage regulator, now fuel system boosters Date: Sat, 2 Jan 1999 13:37:13 -0700 Encoding: 23 TEXT, 49 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Any know of a source for these pumps? ---------- From: ECMnut@aol.com[SMTP:ECMnut@aol.com] Sent: January 2, 1999 9:54 AM To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator, now fuel system boosters In a message dated 1/2/99 11:38:18 AM Eastern Standard Time, bearbvd@sni.net writes: > >How about using a big pump and cutting the voltage when all that > >capacity is not required? Will the pump last longer, etc.??? Some Buick & Syphoon turbo blokes use a *staged* pump arrangement that allows you to pre-set the boost level at which a second in-tank pump is switched on. The kit includes a 30amp relay and wire harness, etc I believe one such kitt is available from ATR Some users of this setup report a 2-5 psi jump in pressure when the extra fuel volume, from a second Walbro 308 pump, hits the FP regulator . I only wish to own/operate such a thirsty beast in my lifetime. 8~) Mike V begin 600 WINMAIL.DAT M>)\^(A44`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D`0$@@ ,` M#@```,\'`0`"``T`) `O``8`/P$!"8 !`"$````S-#(X0T-#-30U03)$,C$Q M0D4Y0S0T-#4U,S4T,# P, #H!@$#D 8`E 4``!(````+`",```````,`)@`` M````"P`I```````#`#8``````$ `.0"@U>*MCS:^`1X`< `!````, ```%)% M.B!6;VQT86=E(')E9W5L871O)S=&5M`H,SMP+D!Q,"@S02 MS!3%?0J BPC/"=D[%Y\R-34"@ <*@0VQ"V!N9S$P,V\44 L*%%$+\F,`0!2P M;B!Y(&MN;P?@;V80(&$@0';!P=3!M<',_"H4*BVQI M"#$X, +1:2TQ-)XT#? ,T""S"UDQ-@J@ZP-@$]!C!4 M(M<*AR&+ZPPP(E9& M`V$Z(]XB5@R"`"!%0TUN=71 "F$&\"X%H&U;4TWH5% Z)YQ=(W\DC09@UP(P M);\FRTH`<'4*P!R@(#(L(#$Y+J @.6@Z-304L$TISR2-5(9O+ \FRV1I>5\- MP$QI0#.1&N R+@GP9T N;VAI;RT3P&$S$] T,&1U+U\JWG5B3FHBD3%_)LM2 M93?05IL&\ &09QVP%Z!G=0M@;G0%L"YP'-)F"E #('/U$[,@!N!O$\$1H![? M'^/<,S8A5QO5(E9)`Z =0%4'@7,Z,F0T\60N@"\$,B\NL3$Q.C,X;CH@,"\A M)X!A/%(#H%-]`9!N0' +(#% !W$N<&*"90K 8G9D0',#`&PN;A' "H5W!1 3 MT'/J.CRL/D802!SA`: (8)T%0'4`D!J@'3%B:4`%$P$U!E-, 1P$BS/"-Y37!E=CN!5$%) M@% 0:-]2]AU0!9%($0N +4*14#!_1[-+D0/A3F >($"P`B NM4K05$C1:T3P M6$%C"D#'#; $(!U ,S!A4M<7H-\+8!R@2 (#\!>@(!&!1##_!!!.,TK0/Y!# M82 05H%9T7D=L'-U$7!:8EJ16R%V/PMP"V "8!VQ`V$4L%12?T\Z4<$1H!T" M'A!9(A' =1M'X!>@'13@+\[5$D!'H!#06!35\=7!T!^8@-@6U%!L!YR+G TD'23!"!(PD90.F@@ M+@J%^UWQ`B!L'* #\5\052$`#T` 2`0````4```!213H@`````!BK ` end From diy_efi-owner Sat Jan 2 15:52:54 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA11968 for diy_efi-outgoing; Sat, 2 Jan 1999 15:52:54 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost1.attcanada.net (mailhost1.attcanada.net [206.191.82.42]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA11964 for ; Sat, 2 Jan 1999 15:52:52 -0500 Received: from d126-cg101h1-clgr-pdi.attcanada.net ([142.194.124.126]) by mailhost1.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990102194837.DBJ2571@d126-cg101h1-clgr-pdi.attcanada.net> for ; Sat, 2 Jan 1999 19:48:37 +0000 Received: by d126-cg101h1-clgr-pdi.attcanada.net with Microsoft Mail id <01BE3657.8EB47B80@d126-cg101h1-clgr-pdi.attcanada.net>; Sat, 2 Jan 1999 13:55:29 -0700 Message-ID: <01BE3657.8EB47B80@d126-cg101h1-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Voltage regulator, now fuel system boosters Date: Sat, 2 Jan 1999 13:54:24 -0700 Encoding: 35 TEXT, 50 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Any contact info for Walbro ? ---------- From: David A. Cooley[SMTP:n5xmt@bellsouth.net] Sent: January 2, 1999 12:40 PM To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator, now fuel system boosters At 11:52 AM 1/2/99 -0700, you wrote: >>Some Buick & Syphoon turbo blokes use a *staged* pump >>arrangement that allows you to pre-set the boost level at which >>a second in-tank pump is switched on. The kit includes a 30amp >>relay and wire harness, etc I believe one such kitt is available from ATR > >Who and where is ATR?? > Applied Technologies and Research in Fairplay, SC > >Who is Walbro, where are they.?? > Walbro is a pump manufacturer... they make a lot of the AC/Delco pumps and the aftermarket replacements. =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== begin 600 WINMAIL.DAT M>)\^(AX4`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D)S=&5M`H,SMP+D!Q,"@S02 MS!3%?0J BPC/"=D[%Y\R-34"@ <*@0VQ"V!N9S$P,V\44 L*%%$+\F,`0!2P M;OQY( 6@`C `T 5 "X "$%8@`A %P%<'0&(#8" &/PJ%"HML:3$X,,$"T6DM M,30T#? ,T/,@,PM9,38*H -@$] =$;XM(E<*AR$+## AUD8#80XZ(UXAU@R" M($1A=F1I9!2P+B (4 ;P90!Y6U--5% Z;@`U>&UT0&)E;(1L5\-P&E ,X$:X 0R+@GP9RYO:&DT;RT3P&$3T#0@9'7C+T\J MOG5B:B(1,6\F2S1293? 5@;P`9!G9=(@%Z!G=0M@= 6P+E"T;F\'X&8*4 ,@ MB &X&\3P1&@'E\?8S,N-B#7&]4AUD$%0#$Q%#HU%C%-+F O,B^Q+I$M M,#0A@%"!W(>(Z/)P^/E,#`W Z0$)U:6-K(+(F$?%P:">P`Z!T"'!7 M!N \`!1=1&P(!AA("HTP3HP9"H@L'!U;7!"1PK @-+ 1P$=A:SI /!,@)]!V.W%'D7??-( 1<$8H M.Y %D6XG4 N ^BT!D&Y#8$7B'3 $( /A]G01< F ( (@)X Q,$DQ]FM,X!TQ M8PI #; $($4P^#,P848)%Z +8!R@`'#W)U #\!>@(!&!*6 $$"Y0Y1' 8TV M($D\`"C0")#G2>!-03I 0*P#I M22%Y+E:O"H7/'=53$DPT`X%U9AT!"'#]!) N8D!>DV%Q1+!%(1P20`,!R1+ %0!>@"U%CV4<3D![ U]E@H(&RY20(P!)$1P#? =VY#*+QL6E ` MT&9!;\9+`%$T3$\N(TE.@%0N3D,N55,G]%6(R M$K AU@J%%L$`@G ``P`0$ `````#`!$0`````$ `!S `9=/]D3:^`4 `"# ` =9=/]D3:^`1X`/0`!````!0```%)%.B `````_+<` ` end From diy_efi-owner Sat Jan 2 15:52:35 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA11954 for diy_efi-outgoing; Sat, 2 Jan 1999 15:52:35 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost2.attcanada.net (mailhost2.attcanada.net [206.191.82.43]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA11950 for ; Sat, 2 Jan 1999 15:52:34 -0500 Received: from d126-cg101h1-clgr-pdi.attcanada.net ([142.194.124.126]) by mailhost2.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990102194817.FHO8233@d126-cg101h1-clgr-pdi.attcanada.net> for ; Sat, 2 Jan 1999 19:48:17 +0000 Received: by d126-cg101h1-clgr-pdi.attcanada.net with Microsoft Mail id <01BE3657.830D63A0@d126-cg101h1-clgr-pdi.attcanada.net>; Sat, 2 Jan 1999 13:55:10 -0700 Message-ID: <01BE3657.830D63A0@d126-cg101h1-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: oops.......... smog patrol ........ Date: Sat, 2 Jan 1999 13:33:42 -0700 Encoding: 39 TEXT, 60 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu If you are running headers with a low restriction exhaust system a properly placed air inlet tube in the vicinity of the collectors will draw in fresh air or could be connected to a compressed air tank. Drag racers have been using this method for years to evacuate the oil pan ( neg. pressure) to help seal the rings. A few year ago Car Craft ran an article on a 455 Pontiac race motor and getting it to pass the '92 standards IM240 emission test. They used this method to introduce 02 upstream of the cat's. You need an low differential pressure anti-reversion valve typically used in late '70 early '80's AIR systems. Sure wish that my wife didn't through out that edition. The article ran Aug. '95 or Aug. '96. ---------- From: Greg Hermann[SMTP:bearbvd@sni.net] Sent: January 1, 1999 9:49 PM To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: oops... (was Re: Nology) >Oh yea - one more thing - you don't need to trigger the LCD from a camera >flash, just >drive it from a RADAR detector. Pick the signal off the red LED, and throw >in a 10 >second delay before the LCD is allowed to return to normal. > Great thinkin' as to how to turn on any such countermeasures!! Mebbe a mottled pattern high intensity light, filtered to match a plate color and aimed at the plate would work better (and cheaper) than an LED screen. (Plus it would, technically, not be "obscuring" the plate.) Make it a thirty second delay, and add a light for the rear plate just to be sure! Nest question--what do we use to trigger (turn on) the same lights in the presence of one of the roadside smog sniffers (which I think are infra-red based.) Regards, Greg begin 600 WINMAIL.DAT M>)\^(@H4`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D`' ``0```"@```!213H@;V]P# $````%````4TU44 `````>`!\, M`0```!@```!M<&EC8VEO;FE 871T8V%N861A+FYE= `#``80]G@?@0,`!Q 5 M!0``'@`($ $```!E````24993U5!4D5254Y.24Y'2$5!1$524U=)5$A!3$]7 M4D535%))0U1)3TY%6$A!55-44UE35$5-05!23U!%4DQ94$Q!0T5$04E224Y, M151454)%24Y42$5624-)3DE464]&5$A%0P`````"`0D0`0```!<&```3!@`` M:PD``$Q:1G4A&W$^_P`*`0\"%0*H!>L"@P!0`O()`@!C: K $B0P(&1R80?@(J$_`U 'D!YA M(<$%L06@=6S_(9 B<06@'5 D42&!)' ><7T%H&T34 >0$; AE &0;O!K+B!$ M)2 =D"4@(7"['@$1@'8=$")P"? @'^#W'7(>4 0`( > 'E $<"6 G06Q>1W M'@$GD65V`-#L=6$3T"+#;P,1"K #H'0H("<@9RD0*!,(<&7F*2>"';!L<" 0 M'< #(-@0PK!0R4@_P& *7$#H#("`" ? M,"(0(Y#),A$@-!G@(% "(01"X ?$ 1P=301,/D1X'5P'P$=P"!P(Z8LT/HG,#%9',$G("&"`Z > MHOYD!I P@!>@,Y(M<2Y5,B%]'U M%Z J$!&@'V(LD&S[*A$C<' ?, = (1$X MTR*A4"S0*S A M($<#\#" /4%D;B3)?#(F!J)%%;O^E1&U)E8A!O(- P,&1P+2W =S708^-. M%R%G>>8I22]*,S,V2Z<;U4RF_#Y/'F K\4T0,M$T(AT![RKQ'8%I,!RR9 (@ M1/$\DSLGD1\19S3@*+$BX4Q#OD0E@0-P)[([0 2080J%[CX:<27 6+!J'^%M M5B40#FDJ$35A;(52041!7T*0#;!,T@6P*1!0'S!K\R+#`)!G;B^!(Z CM!>A MN6PP1418L#2B12)W;5;_(J$>@!K ;581L";Q(9 -L/\+8"$@(G KL2ST;$(K M$4!1OQZP)V07H")0!*$GD6X%L/D`P&PN;58*A5'A1 %IXOIK"X G'. L,RMP M!^!K4OMWXC+B;B$@+H 1<"92`C!'4D$=P"Z"@#1!="(0 M(9#_"K "0 22*P!%<3H1"? `D+,4&6\8_!G-N)8 ML%'B9;SW9;]FSA5B,A*P3*8*A1;!`@"CH `#`! 0``````,`$1 `````0 `' K,,"[^JJ--KX!0 `(,,"[^JJ--KX!'@`]``$````%````4D4Z( ````!780`' ` end From diy_efi-owner Sat Jan 2 16:02:07 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA12147 for diy_efi-outgoing; Sat, 2 Jan 1999 16:02:07 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost1.attcanada.net (mailhost1.attcanada.net [206.191.82.42]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA12143 for ; Sat, 2 Jan 1999 16:02:06 -0500 Received: from d189-cg101h1-clgr-pdi.attcanada.net ([142.194.124.189]) by mailhost1.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990102195751.DGR2571@d189-cg101h1-clgr-pdi.attcanada.net> for ; Sat, 2 Jan 1999 19:57:51 +0000 Received: by d189-cg101h1-clgr-pdi.attcanada.net with Microsoft Mail id <01BE3658.D9F3AD40@d189-cg101h1-clgr-pdi.attcanada.net>; Sat, 2 Jan 1999 14:04:45 -0700 Message-ID: <01BE3658.D9F3AD40@d189-cg101h1-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Voltage regulator, now fuel system boosters Date: Sat, 2 Jan 1999 14:04:43 -0700 Encoding: 24 TEXT, 45 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu http://www.walbro.com/product/auto_pro/el_fpump.htm ---------- From: ECMnut@aol.com[SMTP:ECMnut@aol.com] Sent: January 2, 1999 12:54 PM To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator, now fuel system boosters In a message dated 1/2/99 2:02:58 PM Eastern Standard Time, bearbvd@sni.net writes: > > Who is Walbro, where are they.?? > They make fuel pumps..Not sure where they are located.. There are often "group purchases" going on on the Buick and Syclone/Typhoon lists to buy there products.. The pump I was referring to is an in-tank unit that produces 255 litres per hour at 38 psi.. GroupPurchase prices are generally around US$100 or maybe a little less.. Mike V. begin 600 WINMAIL.DAT M>)\^(BT5`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3DB2Q'2OIQ$15-4`````!X`'@P!```` M!0```%--5% `````'@`?# $````8````;7!I8V-I;VYI0&%T=&-A;F%D82YN M970``P`&$$"7V(@#``<0,P(``!X`"! !````90```$A45% Z+R]75U=704Q" M4D]#3TTO4%)/1%5#5"]!551/4%)/+T5,1E!535!(5$TM+2TM+2TM+2TM1E)/ M33I%0TU.551 04],0T]-4TU44#I%0TU.551 04],0T]-4T5.5#I*04X````` M`@$)$ $```!3`P``3P,``* %``!,6D9U+XV6'_\`"@$/`A4"J 7K`H,`4 +R M"0(`8V@*P'-E=#(W!@`&PP*#,@/%`@!P)S=&5M`H,SMP+D!Q,"@S02 MS!3%?0J BPC/"=D[%Y\R-34"@ <*@0VQ"V!N9S$P,R\44 L*%%$+\F,`0"!H M00) <#HO+W<<\"XJ=P= 8@-@+@6@;2\#$U $<'5C="]A=0AT;U\=X2]E;%^A M$T!U;7 N'(!M"H6#'[\*N&QI,3@P`M'@:2TQ-#0-\ S0(G-Y"UDQ-@J@`V 3 MT!XP(+XM))<*AR-+## D%D8#80XZ)9XD%@R"($5#33)N'G! 80;P'9);4]!- M5% Z*5Q=)3\F3:\&8 (P)W\HBTH`<'4*P(!Y(#(L(#$Y,& !,$ R.C4T(%!- M,RN/)DU4;RW/*(MD:61Y7PW :4 U81K@,@(N"?!G+F]H:6_Z+1/ 81/0-@`> M$#$O+)XX=6)J)%$S3RB+4F6-.:!6!O !D&=E(!>@+&=U"V >@'(P,&YOK0?@ M9@I0`R!S$[,@!N">;Q/!$: @GR&C,S8C%TL;U20620.@82 '@7,5/ )D-L%D M,$ O,B]K,'$PL# PL3@P\2E 8>L^(@.@4P&0;D) "R S$!,'<3 P8F4*P&)V M9&1 2X_/T@("H542D$Y0;!A:SP@/3,?,G,N_"Y.)# ]< AP/"!) ME$HR>TGC%S!C0E),\$M(2<5OLP& "? @(@G "&!P3)$&5,X4M(3)-!8$: 0]#]/#%F!) %$%'A52%(X0.1[0N M+4114V!U`P`%0$HPOS; 5>4'D0J%&=%4L707H'T$(' $D!QP"&%!D 5 ,U=# M<$S01= N2(!'4+)0_U$55>%30 >12?(*A3P01? Z<@= ;$XR"&!3D553NB0: MP#!0( 7 `,!Y13#S09%;@71L3G%!T5T1"H7T36E,(59/%C[O(Q<58EXR$K D M%@J%%L$`9O ``P`0$ `````#`!$0`0```$ `!S" PZ1TDS:^`4 `"#" PZ1T :DS:^`1X`/0`!````!0```%)%.B `````W6<` ` end From diy_efi-owner Sat Jan 2 16:05:48 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA12180 for diy_efi-outgoing; Sat, 2 Jan 1999 16:05:48 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out5.ibm.net (out5.ibm.net [165.87.194.243]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA12176 for ; Sat, 2 Jan 1999 16:05:47 -0500 Received: from little-p90 (slip129-37-161-249.on.ca.ibm.net [129.37.161.249]) by out5.ibm.net (8.8.5/8.6.9) with SMTP id VAA71940 for ; Sat, 2 Jan 1999 21:05:45 GMT Message-ID: <368E8A27.5175@ibm.net> Date: Sat, 02 Jan 1999 16:05:43 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator References: <2e357e33.368cdda5@aol.com> <4.1.19990102130103.00951650@mail.lig.bellsouth.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu David A. Cooley wrote: > > At 04:55 AM 1/2/99 -0600, you wrote: > >How about using a big pump and cutting the voltage when all that > >capacity is not required? Will the pump last longer, etc.??? > > > > That would be almost as bad as overvoltage... Under voltage can kill them > as well. > =========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. > =========================================================== Actually, no. An AC motor is definitely sensitive to low voltage, for various reasons. A DC motor does NOT suffer this way. A 24 volt motor will run on 12 volts virtually forever, as long as the load placed on it does not cause it to overload and overheat, or most dangerous, stall. Using PWM control is better yet, as it does NOT reduce the peak voltage/torque at all - it just modulates it. PWM control on a DC type motor reduces speed without APPRECIABLY reducing torque.This "chopper" type control, with feedback, could be used to control fuel pressure as accurately as the current vacuum modulated spring type regulators - if you can also control "bypass" to avoid vapour problems. From diy_efi-owner Sat Jan 2 16:16:36 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA12498 for diy_efi-outgoing; Sat, 2 Jan 1999 16:16:36 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out5.ibm.net (out5.ibm.net [165.87.194.243]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA12493 for ; Sat, 2 Jan 1999 16:16:35 -0500 Received: from little-p90 (slip129-37-161-249.on.ca.ibm.net [129.37.161.249]) by out5.ibm.net (8.8.5/8.6.9) with SMTP id VAA130198 for ; Sat, 2 Jan 1999 21:16:33 GMT Message-ID: <368E8CB0.4D79@ibm.net> Date: Sat, 02 Jan 1999 16:16:32 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Power ground References: <001901be2bb1$b3ff2080$620365cb@holden> <3.0.3.32.19990102133213.006b7718@mail.ot.centuryinter.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Clarence Wood wrote: > > I have a 1982 280ZX turbo with the Bosch L-Jetronic fuel injection. I have been told that after modifying timing, etc. the battery ground should be disconnected for a period of time in order to reset the ECM. I have also been told that both, negative and positive, terminals should be disconnected. The time interval has been anywhere from 5 min to overnight. Does the power ground, as described below, explain why both terminals should be disconnected to reset the ECM?? Or am I reading to m > Most (japanese) ECUs have several power supplies - at least one of which is full time, non switched, to maintain non-volatile memory (it's volatile with power disconnected) On a Toyota, for instance, there was both an ECU 1 and an ECU 2 fuse. Removing the right one would reset the codes on the ECU in about 15 seconds - unless you had the brake pedal depressed, in which case enough voltage filtered through to maintain the memory. Removing both terminals will definitely ensure the memory is dumped, but will also, in all likelihood, loose all settings on your radio etc. Remember, CMOS memory is basically a whole slew of capacitors which hold a voltage to indicate o logic one, and no voltage for logic zero (unless you are running negative logic, where it is reversed) Virtually vo "power" or current flow is required - so ANY voltage applied to the circuit can prevent resetting. > At 12:14 PM 1/2/99 -0500, you wrote: > >Geoff Richards wrote: > >> > >> Anyone have time to explain the difference between 'ground' and > >> 'powerground'? > >> TIA > >> Geoff > >I'll give it a crack. > >In a DC power system on a car, the negative(usually) terminal uses a > >"chassis ground" for power "return".This is your "power ground". It can > >have a voltage drop of up to .1 volt across it for accessory and > >charging loads, and up to one volt for starter loads. > >For signal circuits, such as sensors, sometimes the .1 volt drop across > >the frame ground could cause calibration errors, so a "signal ground" is > >provided. Sometimes the signal can even "float" above chassis ground, as > >through a protection diode with a, say, .6 volt forward voltage drop. > >Can't use chassis ground return for such a signal. > >Hope this helps understand it. > > > > From diy_efi-owner Sat Jan 2 16:18:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA12586 for diy_efi-outgoing; Sat, 2 Jan 1999 16:18:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from icarus.idirect.com (icarus.idirect.com [207.136.80.7]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA12582 for ; Sat, 2 Jan 1999 16:18:36 -0500 Received: from terminus.idirect.com (terminus.idirect.com [207.136.80.70]) by icarus.idirect.com (8.9.1/8.9.1) with ESMTP id QAA06284 for ; Sat, 2 Jan 1999 16:18:35 -0500 (EST) Received: from wsherwin (liv3-8.oshawa.idirect.com [207.136.121.136]) by terminus.idirect.com (8.9.1/8.9.0) with SMTP id QAA04428 for ; Sat, 2 Jan 1999 16:18:34 -0500 (EST) Message-ID: <007201be36ae$7970d640$887988cf@wsherwin> From: "Walter Sherwin" To: Subject: Re: Voltage regulator, now fuel system boosters Date: Sat, 2 Jan 1999 16:17:08 -0800 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Just a thought..............How about running two parallel in-tank pumps & socks, at full voltage, all of the time, and installing two bypass regulators in the return side of the fuel recirculating loop so as to avoid non-linear pressure response? This could ensure ample flow, adequate control, and less electronic gadgetry? Both Bosch and Walbro have some hefty, in-tank, submersible pumps that in tandem can feed well beyond 1000 Hp! -----Original Message----- From: Greg Hermann To: diy_efi@efi332.eng.ohio-state.edu Date: Saturday, January 02, 1999 11:34 AM Subject: Re: Voltage regulator, now fuel system boosters >>In a message dated 1/2/99 11:38:18 AM Eastern Standard Time, bearbvd@sni.net >>writes: >> >>> >How about using a big pump and cutting the voltage when all that >>> >capacity is not required? Will the pump last longer, etc.??? >> >>Some Buick & Syphoon turbo blokes use a *staged* pump >>arrangement that allows you to pre-set the boost level at which >>a second in-tank pump is switched on. The kit includes a 30amp >>relay and wire harness, etc I believe one such kitt is available from ATR > >Who and where is ATR?? > >>Some users of this setup report a 2-5 psi jump in pressure when the >>extra fuel volume, from a second Walbro 308 pump, > >See the comment below, but this jump is simply demonstrating what I am >talking about below in terms of accuracy of pressure regulation. The port >in the regulator used is not big enough, plus it needs time to react. > >Who is Walbro, where are they.?? > >Basically, I am looking for sources for good quality, large volume, but >really don't have to be high pressure, submersible fuel pumps. >Controlled voltage to a pump is still more elegant than staging, since >varying voltage to a DC motor varies its speed (and therefore the volume >output) infinitely. Hence the desire for variable speed pump drive. Tom is >RIGHT! Running a big pump at lower voltage/speed most of the time will do >the job, and increase pump life IMPRESSIVELY! >If one wants to get seriously complicated, it is very feasible to vary the >speed of one pump, and then stage in a second, constant speed pump for big >loads. (The first, variable speed, pump slows back down when the second >pump first comes on, then speeds back up as load increases further.) > > hits the FP regulator . > >It is way easier (and much more efficient and accurate) to regulate >pressure precisely if flow through the pressure regulator is fairly >constant. > >> I only wish to own/operate such a thirsty beast in my lifetime. 8~) > >The output would certainly be nice, but maybe with about 10% less thirst >would be even nicer!! :-) > >Regards, Greg >> Mike V > > From diy_efi-owner Sat Jan 2 16:26:20 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA12625 for diy_efi-outgoing; Sat, 2 Jan 1999 16:26:20 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA12621 for ; Sat, 2 Jan 1999 16:26:19 -0500 Received: from cen16176.centuryinter.net (ppp122.av.centuryinter.net [209.142.163.136]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id PAA25392 for ; Sat, 2 Jan 1999 15:26:17 -0600 (CST) Message-Id: <3.0.3.32.19990102152015.006cc0b4@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Sat, 02 Jan 1999 15:20:15 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: Voltage regulator In-Reply-To: <368BB7BF.7759@usa.net> References: <2e357e33.368cdda5@aol.com> <368DFB2F.2668343E@mtco.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In case you want to salvage a unit off of a junker: 1982 Nissan Turbo units have a Fuel Pump Control Modulator that "monitors engine conditions (engine rpm, cylinder head temp, injector operating pulse width, etc.) and controls the voltage supplied to the fuel pump." The pumps draws battery voltage when: engine cranking, above 3,200 rpm, injector pulse width above 3.5 m sec, cylinder head temp of 100 deg C (212 deg F), battery voltage below 9.8V: other than those conditions it draws 9.8V. The unit can be found just above the ECCS control unit on drivers side, inside car. At 07:43 PM 12/31/98 +0200, you wrote: >Tom Sharpe wrote: >> >> How about using a big pump and cutting the voltage when all that >> capacity is not required? Will the pump last longer, etc.??? >> >> Regards Tom >> >Already been done by Paxton. >"The Brain Pump Computer automatically reduces your high output fuel >pump's flow during street operation for improved efficiency. With the >flip of a switch, it creates a 2.4 voltage drop, reducing fuel flow and >allowing the pump to run cooler during street operation enhancing its >longlevity. Flip the switch back, and the pump returns to its normal >high volume flow." >Could be trigered by TPS or MAP. >Summit Racing part nu. pax-8002048 $119.95 > > From diy_efi-owner Sat Jan 2 17:37:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA13456 for diy_efi-outgoing; Sat, 2 Jan 1999 17:37:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo26.mx.aol.com (imo26.mx.aol.com [198.81.17.70]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA13452 for ; Sat, 2 Jan 1999 17:37:36 -0500 From: ChvyRs92@aol.com Received: from ChvyRs92@aol.com by imo26.mx.aol.com (IMOv18.1) id HKPMa00811 for ; Sat, 2 Jan 1999 17:36:31 -0500 (EST) Message-ID: Date: Sat, 2 Jan 1999 17:36:31 EST To: DIY_EFI@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: 92 Corvette LT-1 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 214 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I have a 92 Camaro that had a v-6 in it, I recently purchased a 92 Corvette LT-1 motor with both computers (the ECM, and the CCM ). My big problem is figuring out how to wire the new motor. I know of a few aftermarket companies that sell wiring harnesses, but they are pretty expensive and I don't know if I really need them because I have the stock Corvette harness. I am also curious if I need to disable the VATS or can I wire it up to the module currently in my 92 Camaro? Any advice would be greatly appreciated. From diy_efi-owner Sat Jan 2 17:50:46 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA13599 for diy_efi-outgoing; Sat, 2 Jan 1999 17:50:46 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail1.lig.bellsouth.net (mail1.lig.bellsouth.net [205.152.0.55]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA13595 for ; Sat, 2 Jan 1999 17:50:45 -0500 Received: from n5xmt (host-209-215-4-21.int.bellsouth.net [209.215.4.21]) by mail1.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id RAA22746 for ; Sat, 2 Jan 1999 17:50:03 -0500 (EST) Message-Id: <4.1.19990102175023.00962ee0@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 17:50:32 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: RE: Voltage regulator, now fuel system boosters In-Reply-To: <01BE3657.8EB47B80@d126-cg101h1-clgr-pdi.attcanada.net> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I'll check and see At 01:54 PM 1/2/99 -0700, you wrote: >Any contact info for Walbro ? > >---------- >From: David A. Cooley[SMTP:n5xmt@bellsouth.net] >Sent: January 2, 1999 12:40 PM >To: diy_efi@efi332.eng.ohio-state.edu >Subject: Re: Voltage regulator, now fuel system boosters > >At 11:52 AM 1/2/99 -0700, you wrote: > >>>Some Buick & Syphoon turbo blokes use a *staged* pump >>>arrangement that allows you to pre-set the boost level at which >>>a second in-tank pump is switched on. The kit includes a 30amp >>>relay and wire harness, etc I believe one such kitt is available from ATR >> >>Who and where is ATR?? >> > >Applied Technologies and Research in Fairplay, SC > > >> >>Who is Walbro, where are they.?? >> > >Walbro is a pump manufacturer... they make a lot of the AC/Delco pumps and >the aftermarket replacements. > > >=========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. >=========================================================== > > > > =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 17:58:51 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA13743 for diy_efi-outgoing; Sat, 2 Jan 1999 17:58:51 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id RAA13739 for ; Sat, 2 Jan 1999 17:58:50 -0500 Received: by fw-austin.austin.arm.com; id QAA16516; Sat, 2 Jan 1999 16:58:54 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma016512; Sat, 2 Jan 99 16:58:38 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id QAA08948; Sat, 2 Jan 1999 16:58:31 -0600 Message-ID: <368EA77C.A7D342D8@arm.com> Date: Sat, 02 Jan 1999 17:10:52 -0600 From: Steve Ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: ECMnut@aol.com, "diy_efi@efi332.eng.ohio-state.edu" Subject: Re: [Fwd: EFI software] References: <589b3dec.368e4fde@aol.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu ECMnut@aol.com wrote: > > Hi Steve, > sorry to bother you without the answer you seek... > Is this injector flowbench article online ??? > I'd love to see it.. > Thanks, > Mike V > Chardon, Ohio Yes, the flowbench article is on the diy_efi WWW page, under the members and projects link. It's 20 jpeg images that were scanned from the magazine. If anyone can OCR those to text files please step forward. --steve -- Steve Ravet sravet@arm.com Advanced Risc Machines, INC www.arm.com From diy_efi-owner Sat Jan 2 18:25:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14242 for diy_efi-outgoing; Sat, 2 Jan 1999 18:25:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14235 for ; Sat, 2 Jan 1999 18:25:34 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id SAA00238; Sat, 02 Jan 1999 18:25:44 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 18:25:44 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901022325.SAA00238@webserver> Message-Id: <3.0.5.32.19990102182110.0091d190@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 18:21:10 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@efi332.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: Water Injection Thread In-Reply-To: <368AD9A0.7DD13A37@mtco.com> References: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19981229232502.00917100@localhost> <3.0.5.32.19981230182356.0091ed30@localhost> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Go for the stage II. You want to be able to accelerate from 100 to 150 like a >CanAm car. Most transmissions are limited by torque in low gear (& second) on Naaaah, I won't be pounding on it that much, since the vehicle weight is not enough to support the power level, unless there is enough downforce. I won't be at that point on the street hopefully, if I am, something is seriously wrong (or my radar detector is working ). Seriously, I am gravely concerned about the power/weight ratio, and might add extra weight in the form of making the sprung weight (i.e. roll cage) much stronger, thicker, better triangulated. >racer) will hook up), it will last for ever. if you are worried, just use a >marginal clutch and replace it every year or so. (Or just keep your foot out of >it in low). I don't mind replacing clutches, if that saves the transmission. >about the Porsche more than the Audi as the Porsche is designed for high RPM HP >and the Audi more for street torque. What is the Torque output of the Not sure what the specs of either are as rated from the Factory. Kennedy Engineering, who makes various adaptors for the Porsche & VW Bug transaxles to other engines (chevy 350 for example) rate the Porsche unit (G50-50) to 700 HP. I for one think that's in 5th gear, at 200 MPH. I can't see 1st gear taking that. Like you said, the Porsche's make their power at the mid/top ends, not at 1500 RPM for the most part. The Audi 016 transaxle which is the one I have (or is it 013, I forget), is rated to 400 HP, but again, its at the higher RPMs. A friend of mine has a 5 cyl turbo motor that was dyno'd at 450 HP (at the flywheel), and has shredded 1st gear when popping the clutch at higher RPMs. Of course, this car is not designed for what he's using it for (german made 4-door sleeper) >Porsche?) Look at the diameter of the output shafts (pinion shafts) and >bearings, pick the larger. Good advice, thank you :) >One more thing about Turbo motors. If your motor sounds funny and you pull the >pan off an there are a dozen pieces of piston skirt laying in the bottom of the >pan, it's detonation. Been there, done that, won that T-shirt. Yes, been there done that. However I didn't get a T-Shirt Tom, who gave you yours? Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 18:25:38 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14249 for diy_efi-outgoing; Sat, 2 Jan 1999 18:25:38 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14237 for ; Sat, 2 Jan 1999 18:25:35 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id SAB00238; Sat, 02 Jan 1999 18:25:45 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 18:25:45 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901022325.SAB00238@webserver> Message-Id: <3.0.5.32.19990102182219.0091c920@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 18:22:19 -0500 To: diy_efi@efi332.eng.ohio-state.edu, From: Frederic Breitwieser Subject: Re: Water Injection Thread In-Reply-To: <199812310227.DAA01850@online.no> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Do you have any pictures of your monster engine, I would love to hear more >details.Very impressing acomplishment . I have them, unfortunately they are on a laptop that I dropped. The drive is okay, I just need to transplant it into something that works, since the display/systemboard is garbage :) The homemade manifold does look pretty cool. Picture dinosour rib cage with injectors all over it :) Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 18:25:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14248 for diy_efi-outgoing; Sat, 2 Jan 1999 18:25:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14236 for ; Sat, 2 Jan 1999 18:25:35 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id SAC00238; Sat, 02 Jan 1999 18:25:45 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 18:25:45 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901022325.SAC00238@webserver> Message-Id: <3.0.5.32.19990102182533.00921100@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 18:25:33 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@efi332.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: Water Injection Thread Cc: diy_efi@efi332.eng.ohio-state.edu In-Reply-To: <19981231.015309.4798.6.Cosmic.Ray@juno.com> References: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19981230182356.0091ed30@localhost> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Have you ever considered going with an AWD setup? Perhaps the Audi setup >would work. They split the torque between the front and rear wheels >using a Zexel Torsen type differential. That way, all four wheels will >grab, but the front will not tend to spin out and rob power from the rear >when the front end starts to get light. Nope, can't say that I have. I spent a lot of time trying to "fangle" or fabricate such a system, and unless I mounted the engine behind the rear axle, aka VW Bug, I didn't see a way of doing it with OEM/Junkyard parts. I did however come up with two solutions - one require extensive fabrication, one not. The first would be to go rear-engine, and use a 180 degree rotated subaru manual tranny (AWD), and go from there. The second would be to tap the ring gear in a FWD Eldorado transmission (early 80's), also mounted upside down. Neither appealed to me out of effort, weight, and putting the engine behind the rear axle. a 50/50 weight distribution really excites me :) >What does Lambroghini use for its Diablo? Could one of those transfer >cases be obtained for less than a mint? Does Porsche have any AWD >models? Not sure about the Lambo, but I believe Porsche does have a AWD vehicle, but if I do remember correctly, its rear-mounted engine wise. Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 18:35:48 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14413 for diy_efi-outgoing; Sat, 2 Jan 1999 18:35:48 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo15.mx.aol.com (imo15.mx.aol.com [198.81.17.5]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14409 for ; Sat, 2 Jan 1999 18:35:47 -0500 From: EFISYSTEMS@aol.com Received: from EFISYSTEMS@aol.com by imo15.mx.aol.com (IMOv18.1) id MLOMa03538 for ; Sat, 2 Jan 1999 18:35:32 -0500 (EST) Message-ID: <8a9e82f2.368ead44@aol.com> Date: Sat, 2 Jan 1999 18:35:32 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator, now fuel system boosters Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 226 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hi Folks, I have used an RPM activated switch from Mallory(I am sure MSD's would work too) to turn on the Boost a Pump from Kenne Bell or Whipple.....You can insert a resistor (has built in 2 way weatherpack)to control how much you want the boost a pump to increase the voltage...no resistor = 21.5 volts 2k resistor = 17 volts.....also can use the rpm switch activated from the MAF meter instead so at a certain airflow the pump is squeezed on, then use another to shut a solenoid in the return line if even more fuel is required at a higher MAF.....just some thoughts.... -Carl Summers From diy_efi-owner Sat Jan 2 18:44:03 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14632 for diy_efi-outgoing; Sat, 2 Jan 1999 18:44:03 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14627 for ; Sat, 2 Jan 1999 18:44:02 -0500 Received: from [204.132.128.1] (p1.Steamboat.dialup.csn.net [204.132.128.1]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id QAA09098 for mail_from ; Sat, 2 Jan 1999 16:41:54 -0700 Date: Sat, 2 Jan 1999 16:41:54 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >At 01:55 PM 1/2/99 -0500, you wrote: > >> >>Hence, the proper answer of PWM. > >Exactly! >The pump still sees full voltage, it just has it for a limited time! C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL voltage on and off rapidly. As I said, you want good smoothing of the output, cuz the rapid pulsing IS what will dissassemble the windings! Regards, Greg > >=========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. >=========================================================== From diy_efi-owner Sat Jan 2 18:44:05 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14638 for diy_efi-outgoing; Sat, 2 Jan 1999 18:44:05 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14634 for ; Sat, 2 Jan 1999 18:44:04 -0500 Received: from [204.132.128.1] (p1.Steamboat.dialup.csn.net [204.132.128.1]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id QAA09101 for mail_from ; Sat, 2 Jan 1999 16:41:56 -0700 Date: Sat, 2 Jan 1999 16:41:56 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >David A. Cooley wrote: >> >> At 04:55 AM 1/2/99 -0600, you wrote: >> >How about using a big pump and cutting the voltage when all that >> >capacity is not required? Will the pump last longer, etc.??? >> > >> >> That would be almost as bad as overvoltage... Under voltage can kill them >> as well. >> =========================================================== >> David Cooley N5XMT Internet: N5XMT@bellsouth.net >> Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 >> I am Pentium of Borg...division is futile...you will be approximated. >> =========================================================== >Actually, no. An AC motor is definitely sensitive to low voltage, for >various reasons. An AC motor will make full torque below its rated speed if the voltage/frequency ratio given to it is the same as at its rated speed. At any given frequency and speed, the voltage which an AC motor needs to produce a given fraction of its rated torque is the same proportion of its rated voltage as the torque load is of the motor's rated torque. Feeding the motor more than the required voltage when it is loaded to less than its rated torque (as is commonly done) results in an efficiency loss due to an increase in the IR loss in the windings. A DC motor does NOT suffer this way. A 24 volt motor >will run on 12 volts virtually forever, as long as the load placed on it >does not cause it to overload and overheat, or most dangerous, stall. The current/load/speed/torque characteristics for a shunt wound DC motor were outlined in an earlier post. A series wound DC motor's characteristic is a hyperbolic curve: very high torque at low speed, very low torque at very high speed. As long as your particular torque/speed requirement is not above this curve, it will do the job. If you overload it with too much torque, it will slow down, or even stall, trying to meet the load. Stalling IS NOT detrimental to a series wound motor so long as it has enough cooling to dissipate the heat produced by the IR loss in its windings by the applied current (which, of course, is a function of the applied voltage). Said cooling can be produced by any combination of the following, even if the motor is stalled: adequate frame size, submersion in a liquid, or a separately driven cooling fan. Naturally, a cooling fan driven by the motor shaft will not give any cooling if the motor is stalled. Consider the following: diesel-electric railroad locomotives use DC traction motors. they have switchable windings, but in starting to move a train from rest, the traction motors are put in a series wound configuration. And they are most certainly asked to produce a VERY high torque while stalled, and then while running at a VERY low speed!! (At higher speeds, locomotive motors are switched through various combinations of series/shunt and into full shunt at high speeds.) The moral of this story is that ADEQUATE HEAT DISSIPATION of IR losses in the windings and eddy current losses in the core is the key to making any electric motor live a long, happy life. (As long as you do not act like a racer, and spin it fast enough to make its windings fly apart!!) 8-) >Using PWM control is better yet, as it does NOT reduce the peak >voltage/torque at all - it just modulates it. PWM control on a DC type >motor reduces speed without APPRECIABLY reducing torque. To claim that there is not enough inductance in the motor windings to smooth out the highs and lows of the PWM voltage notches is living in dreamland or a sign of having ingested too much egg-nog!! Regards, Greg From diy_efi-owner Sat Jan 2 18:45:02 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14708 for diy_efi-outgoing; Sat, 2 Jan 1999 18:45:02 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo11.mx.aol.com (imo11.mx.aol.com [198.81.17.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14704 for ; Sat, 2 Jan 1999 18:45:01 -0500 From: EFISYSTEMS@aol.com Received: from EFISYSTEMS@aol.com by imo11.mx.aol.com (IMOv18.1) id BKUFa04297 for ; Sat, 2 Jan 1999 18:44:25 -0500 (EST) Message-ID: <89023a62.368eaf59@aol.com> Date: Sat, 2 Jan 1999 18:44:25 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: 92 Corvette LT-1 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 226 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 2:47:23 PM Pacific Standard Time, ChvyRs92@aol.com writes: << Subj: 92 Corvette LT-1 Date: 1/2/99 2:47:23 PM Pacific Standard Time From: ChvyRs92@aol.com Sender: owner-diy_efi@efi332.eng.ohio-state.edu Reply-to: diy_efi@efi332.eng.ohio-state.edu To: DIY_EFI@efi332.eng.ohio-state.edu I have a 92 Camaro that had a v-6 in it, I recently purchased a 92 Corvette LT-1 motor with both computers (the ECM, and the CCM ). My big problem is figuring out how to wire the new motor. I know of a few aftermarket companies that sell wiring harnesses, but they are pretty expensive and I don't know if I really need them because I have the stock Corvette harness. I am also curious if I need to disable the VATS or can I wire it up to the module currently in my 92 Camaro? Any advice would be greatly appreciated. Hello, In my opinion I think it would be best to get the GM service manuals for both vehicles so you have an accurate schematic for both wiring harness'....then start cutting.......If you have a prom reader/burner I'm sure one of us on this list could give you the address info to eliminate your VATS....otherwise you might want to spend a couple of bucks and send it to one of us willing to do some custom work on the chip for you.....Hypertech,JET and others can do this also..........hth's -Carl Summers From diy_efi-owner Sat Jan 2 18:45:54 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14736 for diy_efi-outgoing; Sat, 2 Jan 1999 18:45:54 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo24.mx.aol.com (imo24.mx.aol.com [198.81.17.68]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14732 for ; Sat, 2 Jan 1999 18:45:53 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo24.mx.aol.com (IMOv18.1) id CMGa003482 for ; Sat, 2 Jan 1999 18:44:59 -0500 (EST) Message-ID: <26e13f03.368eaf7b@aol.com> Date: Sat, 2 Jan 1999 18:44:59 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator, now fuel system boosters Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 3:59:42 PM Eastern Standard Time, mpiccioni@attcanada.net writes: > Any know of a source for these pumps? > Ron Gregory, who sometimes lurks this list, runs group purchase activities for the Syclone/Typhoon list. The 255 lph pump was under $100 US (with install kit) when I bought one through him in May. His email is rgregory@chrysalis.org 255 lph is supposed to be enough for 700hp. Never been there..Works great with my 350hp V6.. HTH Mike V From diy_efi-owner Sat Jan 2 18:48:01 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14763 for diy_efi-outgoing; Sat, 2 Jan 1999 18:48:01 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from vcc11.vcc.bc.ca (vcc11.vcc.bc.ca [207.102.127.11]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14759 for ; Sat, 2 Jan 1999 18:48:00 -0500 Received: (from jimd@localhost) by vcc11.vcc.bc.ca (AIX4.2/UCB 8.7/8.7) id PAA14338; Sat, 2 Jan 1999 15:47:59 -0800 (PST) Date: Sat, 2 Jan 1999 15:47:58 -0800 (PST) From: Jim Davies To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Power ground In-Reply-To: <368E5406.5A6E@ibm.net> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 2 Jan 1999, Clarence L.Snyder wrote: > > Anyone have time to explain the difference between 'ground' and > > 'powerground'? > > TIA > > Geoff > I'll give it a crack. > In a DC power system on a car, the negative(usually) terminal uses a > "chassis ground" for power "return".This is your "power ground". It can > have a voltage drop of up to .1 volt across it for accessory and > charging loads, and up to one volt for starter loads. > For signal circuits, such as sensors, sometimes the .1 volt drop across > the frame ground could cause calibration errors, so a "signal ground" is > provided. Sometimes the signal can even "float" above chassis ground, as > through a protection diode with a, say, .6 volt forward voltage drop. > Can't use chassis ground return for such a signal. > Hope this helps understand it. > So in other words, high amperage and low amperage devices should have seperate ground paths to the battery?? From diy_efi-owner Sat Jan 2 18:53:49 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14844 for diy_efi-outgoing; Sat, 2 Jan 1999 18:53:49 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from horizon.hit.net (rah@horizon.hit.net [206.252.160.10]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA14840 for ; Sat, 2 Jan 1999 18:53:48 -0500 Received: from localhost (rah@localhost) by horizon.hit.net (8.8.5/8.8.5) with SMTP id RAA17231 for ; Sat, 2 Jan 1999 17:53:51 -0600 (CST) Date: Sat, 2 Jan 1999 17:53:51 -0600 (CST) From: Roger Heflin To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: 92 Corvette LT-1 In-Reply-To: <89023a62.368eaf59@aol.com> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 2 Jan 1999 EFISYSTEMS@aol.com wrote: > In a message dated 1/2/99 2:47:23 PM Pacific Standard Time, ChvyRs92@aol.com > writes: > > Hello, > In my opinion I think it would be best to get the GM service manuals for > both vehicles so you have an accurate schematic for both wiring > harness'....then start cutting.......If you have a prom reader/burner I'm > sure one of us on this list could give you the address info to eliminate your > VATS....otherwise you might want to spend a couple of bucks and send it to one > of us willing to do some custom work on the chip for you.....Hypertech,JET and > others can do this also..........hth's > -Carl Summers > I am working on reverse engineering the addresses for a 93 Z28 LT1 A4 which I believe uses the same computer and probably almost the same prom for both 92/93. If you have a prom burner you might send me a copy and I will see how different it is. Mine is an A4 so if yours came from a non-A4 there might be some differences there. Roger From diy_efi-owner Sat Jan 2 18:55:51 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA14881 for diy_efi-outgoing; Sat, 2 Jan 1999 18:55:51 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id SAA14877 for ; Sat, 2 Jan 1999 18:55:50 -0500 Received: by fw-austin.austin.arm.com; id RAA16613; Sat, 2 Jan 1999 17:55:54 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma016611; Sat, 2 Jan 99 17:55:37 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id RAA09296; Sat, 2 Jan 1999 17:55:30 -0600 Message-ID: <368EB4D7.8C21A6DF@arm.com> Date: Sat, 02 Jan 1999 18:07:52 -0600 From: Steve Ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: 92 Corvette LT-1 References: Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Pete Fenske can tell you about the VATS. I faced a similar wiring problem when I put a V8 in my S-10 Blazer (replaced the 2.8 which is probably exactly what you did also). Anyway, if you have the ECM and engine harness then you are 90% there. The only things that pass through the bulkhead connector are sensors that drive dash gauges, A/C controls, wiper controls, fused and unfused power and ground, fuel pump power, and some other things like that. If you look at the pinout of the bulkhead connectors for both the engine and the car, you'll see that they are mostly the same wires. You just need to connect them appropriately. Here's what I did: I wanted to keep the old engine intact as much as possible, so I went to a junkyard and bought a bulkhead connector that matched the one in my truck. If you go buy one get one that is close to your model including year and options. That way you'll get all the right wires in all the right colors. Cut the wires as long as possible. Or you can cut up your bulkhead connector if you don't care about it. Cut off the LT1 bulkhead connector, you won't be using it. Cut it also so that the wires are as long as possible. Wire by wire, connect matching wires from the LT1 bulkhead to the Camaro bulkhead. Having the schematics for both helps trememdously. At first, twist and tape them, using bright green or red tape. Then start the car to see if it runs OK. If it seems OK, use good crimp on connectors to permanently connect the wires, and solder them after crimping. The bright tape helps locating the connections. Put the wires back into the black plastic loom that they were in, and cut the wires to a sensible length so they run in a nice bundle. I know this isn't very specific, but every swap like this is unique. write me back if you have more questions. --steve ChvyRs92@aol.com wrote: > > I have a 92 Camaro that had a v-6 in it, I recently purchased a 92 Corvette > LT-1 motor with both computers (the ECM, and the CCM ). My big problem is > figuring out how to wire the new motor. I know of a few aftermarket companies > that sell wiring harnesses, but they are pretty expensive and I don't know if > I really need them because I have the stock Corvette harness. I am also > curious if I need to disable the VATS or can I wire it up to the module > currently in my 92 Camaro? Any advice would be greatly appreciated. -- Steve Ravet sravet@arm.com Advanced Risc Machines, INC www.arm.com From diy_efi-owner Sat Jan 2 19:04:39 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15036 for diy_efi-outgoing; Sat, 2 Jan 1999 19:04:39 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo19.mx.aol.com (imo19.mx.aol.com [198.81.17.9]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15032 for ; Sat, 2 Jan 1999 19:04:38 -0500 From: KD6JDJ@aol.com Received: from KD6JDJ@aol.com by imo19.mx.aol.com (IMOv18.1) id 0FSa018627 for ; Sat, 2 Jan 1999 19:03:30 +1900 (EST) Message-ID: <21e0cc3b.368eb3d2@aol.com> Date: Sat, 2 Jan 1999 19:03:30 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: 92 Corvette LT-1 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 236 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu An engine swap can be a rewiring career. I bought a book from Steve Smith Autosports that impresses me. It is written by a couple of very experienced guys who try to educate you on how to do --what you are doing , with installing an injected motor into your Camero. My book is out on loan. Steve is in Orange or Santa Ana California. Jerry From diy_efi-owner Sat Jan 2 19:16:28 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15281 for diy_efi-outgoing; Sat, 2 Jan 1999 19:16:28 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo24.mx.aol.com (imo24.mx.aol.com [198.81.17.68]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15277 for ; Sat, 2 Jan 1999 19:16:27 -0500 From: AL8001@aol.com Received: from AL8001@aol.com by imo24.mx.aol.com (IMOv18.1) id LPZAa03463 for ; Sat, 2 Jan 1999 19:15:45 +1900 (EST) Message-ID: <434d3e6.368eb6b1@aol.com> Date: Sat, 2 Jan 1999 19:15:45 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 2.5 for Windows Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 99-01-02 18:49:42 EST, bearbvd@sni.net writes: >The current/load/speed/torque characteristics for a shunt wound DC motor >were outlined in an earlier post. > >A series wound DC motor's characteristic is a hyperbolic curve: very high >torque at low speed, very low torque at very high speed. It's good to know shunt/ series motor theory. Though it's full effect is lost on the original app discussed ( running a OEM fuel pump at a < or > voltage) Most if not all OEM intank or external pumps are permanent magnet style. The Holley Blue or Red pump may have field coils as well as some other aftermarket pumps. As for running a pump at reduced voltage. The ~85 Merkur XR4Ti 2.3 Turbo ( same engine as a SVO Mustang) uses a resistor wire simillar to a ignition resistor. The ~ 86 Reanult Alliance ( ala American Motors) used a regular ingition ballast resistor in series with the pump. I seem to remember some make of car using a resistor to reduce pump noise as low throttle openings. Then bypassing the resistor near WOT to insure adequate fuel flow. I think late model Chryslers use a variable (most likely PWM ) fuel pump on their single line EFI systems. They have eliminated the return line on some engines. Harold From diy_efi-owner Sat Jan 2 19:17:54 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15305 for diy_efi-outgoing; Sat, 2 Jan 1999 19:17:54 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail1.lig.bellsouth.net (mail1.lig.bellsouth.net [205.152.0.55]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15301 for ; Sat, 2 Jan 1999 19:17:53 -0500 Received: from n5xmt (host-209-215-4-21.int.bellsouth.net [209.215.4.21]) by mail1.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id TAA21851 for ; Sat, 2 Jan 1999 19:17:16 -0500 (EST) Message-Id: <4.1.19990102191618.009588c0@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 19:17:50 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: Water Injection Thread In-Reply-To: <3.0.5.32.19990102182533.00921100@localhost> References: <19981231.015309.4798.6.Cosmic.Ray@juno.com> <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19981230182356.0091ed30@localhost> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 06:25 PM 1/2/99 -0500, you wrote: >>Have you ever considered going with an AWD setup? Perhaps the Audi setup >>would work. They split the torque between the front and rear wheels >>using a Zexel Torsen type differential. That way, all four wheels will >>grab, but the front will not tend to spin out and rob power from the rear >>when the front end starts to get light. > >Nope, can't say that I have. I spent a lot of time trying to "fangle" or >fabricate such a system, and unless I mounted the engine behind the rear >axle, aka VW Bug, I didn't see a way of doing it with OEM/Junkyard parts. > >I did however come up with two solutions - one require extensive >fabrication, one not. > >The first would be to go rear-engine, and use a 180 degree rotated subaru >manual tranny (AWD), and go from there. > Not sure if the Porsche 930 is AWD, but it's transaxle can handle a VERY modified Chevy 350... Guy in Los Angeles had a Porsche 911 with an honest 450 HP 350 V8 and a 930 transaxle... Went for a ride once that scared even me! =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 19:29:27 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15441 for diy_efi-outgoing; Sat, 2 Jan 1999 19:29:27 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail1.lig.bellsouth.net (mail1.lig.bellsouth.net [205.152.0.55]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15436 for ; Sat, 2 Jan 1999 19:29:26 -0500 Received: from n5xmt (host-209-215-4-21.int.bellsouth.net [209.215.4.21]) by mail1.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id TAA29640 for ; Sat, 2 Jan 1999 19:28:49 -0500 (EST) Message-Id: <4.1.19990102192532.0095e100@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sat, 02 Jan 1999 19:29:23 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: fuel pumps Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu All my info on burning out fuel pumps came from listening to the guys that race GN's... Guess I should have listened to my electronics theory instead! There is something to be said for running a larger guage wire from the battery to a relay and the relay to the pump, switching the relay from the old pump supply wire... The GN list did a test a while back... Voltage at the pump while running (13.6V at the battery) was only 11 volts or so with the factory wiring... adding the "hot wire" as they called it bumped voltage to 13.2 or so and the volume of the pump increased considerably. The GN web page has some charts one of the guys made relating voltage to fuel volume on several different pumps. http://www.gnttype.org/gnttype/www and look in Tech Info Later, Dave =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sat Jan 2 19:36:58 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15602 for diy_efi-outgoing; Sat, 2 Jan 1999 19:36:58 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15597 for ; Sat, 2 Jan 1999 19:36:57 -0500 Received: from nacelp (dark-cas2-cs-6.dial.bright.net [209.143.25.75]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id TAA17070 for ; Sat, 2 Jan 1999 19:36:55 -0500 (EST) Message-ID: <003201be36b1$a056b1a0$4b198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: 92 Corvette LT-1 Date: Sat, 2 Jan 1999 19:40:12 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu If the original poster writes me, I'll send a 555 circuit for trial. Include our address in text, please. Bruce From diy_efi-owner Sat Jan 2 19:40:13 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15703 for diy_efi-outgoing; Sat, 2 Jan 1999 19:40:13 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo23.mx.aol.com (imo23.mx.aol.com [198.81.17.67]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15699 for ; Sat, 2 Jan 1999 19:40:12 -0500 From: KD6JDJ@aol.com Received: from KD6JDJ@aol.com by imo23.mx.aol.com (IMOv18.1) id QAXDa07010 for ; Sat, 2 Jan 1999 19:39:38 +1900 (EST) Message-ID: <85fad6e5.368ebc4a@aol.com> Date: Sat, 2 Jan 1999 19:39:38 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 236 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu This bit of information MAY be of interest to thoes of us who want to homebrew a DC motor control by reducing its voltage input. Put forward biased diodes in series with the motor to lower its received voltage. Each diode will lower the voltage to the motor by about 3/4 volts. The locked shaft (or stall) torque is greatly improved when diodes are used in place of resistors. Jerry From diy_efi-owner Sat Jan 2 19:40:38 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15723 for diy_efi-outgoing; Sat, 2 Jan 1999 19:40:38 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from achilles.noc.ntua.gr (achilles.noc.ntua.gr [147.102.222.210]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15718 for ; Sat, 2 Jan 1999 19:40:37 -0500 Received: from atlas.central.ntua.gr (atlas.central.ntua.gr [147.102.240.1]) by achilles.noc.ntua.gr (8.8.8/8.8.8) with ESMTP id CAA11501 for ; Sun, 3 Jan 1999 02:40:30 +0200 (EET) Received: by atlas.central.ntua.gr with SMTP id CAA11868 ; Sun, 3 Jan 1999 02:41:50 +0200 (EET) Message-ID: <368E9D19.63F9@usa.net> Date: Sun, 03 Jan 1999 00:26:33 +0200 From: John Andrianakis X-Mailer: Mozilla 3.0 (Win95; I) MIME-Version: 1.0 To: DIY_EFI@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator References: <2e357e33.368cdda5@aol.com> <4.1.19990102130103.00951650@mail.lig.bellsouth.net> <368E8A27.5175@ibm.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Clarence L.Snyder wrote: > > David A. Cooley wrote: > > > > At 04:55 AM 1/2/99 -0600, you wrote: > > >How about using a big pump and cutting the voltage when all that > > >capacity is not required? Will the pump last longer, etc.??? > > > > > > > That would be almost as bad as overvoltage... Under voltage can kill them > > as well. > > =========================================================== > > David Cooley N5XMT Internet: N5XMT@bellsouth.net > > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > > I am Pentium of Borg...division is futile...you will be approximated. > > =========================================================== > Actually, no. An AC motor is definitely sensitive to low voltage, for > various reasons. A DC motor does NOT suffer this way. A 24 volt motor > will run on 12 volts virtually forever, as long as the load placed on it > does not cause it to overload and overheat, or most dangerous, stall. > Using PWM control is better yet, as it does NOT reduce the peak > voltage/torque at all - it just modulates it. PWM control on a DC type > motor reduces speed without APPRECIABLY reducing torque.This "chopper" > type control, with feedback, could be used to control fuel pressure as > accurately as the current vacuum modulated spring type regulators - if > you can also control "bypass" to avoid vapour problems. The Carrol supecharging company has a unit capable of this.Its called a Superpumper.They say " Electronicaly regulates fuel pump pressure in response to manifold pressure. Replaces FMU on supercharged Mustangs, Camaros and other vehicles for more power. Adjust your fuel curve from inside the cockpit. Can actually increse the fuel pump's output by 20% more." Sounds interesting for forced induction applications but has the same rerstrictions as FMU(rising rate fuel pressure regulators-usually 6:1 ratio of fuel press. increse over manifold press. increase when manifold press. positive.). Boost limit is around 10 psi. At least I wouldnt like driving injectors at over 90psi for any length of time. For anyone interested their phone is +12018351660. From diy_efi-owner Sat Jan 2 19:42:13 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA15800 for diy_efi-outgoing; Sat, 2 Jan 1999 19:42:13 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from m28.boston.juno.com (m28.boston.juno.com [205.231.101.186]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA15796 for ; Sat, 2 Jan 1999 19:42:12 -0500 Received: (from cosmic.ray@juno.com) by m28.boston.juno.com (queuemail) id DXZF6L8Q; Sat, 02 Jan 1999 19:41:56 EST To: diy_efi@efi332.eng.ohio-state.edu Date: Sat, 2 Jan 1999 20:39:43 -0500 Subject: Re: Water Injection Thread Message-ID: <19990102.204001.4990.5.Cosmic.Ray@juno.com> References: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19990102182533.00921100@localhost> X-Mailer: Juno 1.49 X-Juno-Line-Breaks: 0,2,4-6,8-12,14-18,20-24,26-48,54-56 From: cosmic.ray@juno.com (Raymond C Drouillard) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 02 Jan 1999 18:25:33 -0500 Frederic Breitwieser writes: >>Have you ever considered going with an AWD setup? Perhaps the Audi setup >>would work. They split the torque between the front and rear wheels >>using a Zexel Torsen type differential. That way, all four wheels will >>grab, but the front will not tend to spin out and rob power from the rear >>when the front end starts to get light. > >Nope, can't say that I have. I spent a lot of time trying to "fangle" or >fabricate such a system, and unless I mounted the engine behind the rear >axle, aka VW Bug, I didn't see a way of doing it with OEM/Junkyard parts. > >I did however come up with two solutions - one require extensive >fabrication, one not. > >The first would be to go rear-engine, and use a 180 degree rotated subaru >manual tranny (AWD), and go from there. > >The second would be to tap the ring gear in a FWD Eldorado transmission >(early 80's), also mounted upside down. Neither appealed to me out of >effort, weight, and putting the engine behind the rear axle. a 50/50 weight >distribution really excites me :) > >>What does Lambroghini use for its Diablo? Could one of those transfer >>cases be obtained for less than a mint? Does Porsche have any AWD >>models? > >Not sure about the Lambo, but I believe Porsche does have a AWD vehicle, >but if I do remember correctly, its rear-mounted engine wise. > > >Frederic Breitwieser >Bridgeport, CT 06606 > >Homebrew Automotive Website: >http://www.xephic.dynip.com/ > >1993 Supercharged Lincoln Continental >1989 HMMWV >1973 Lincoln Continental (460cid) >1975 Dodge D200 3/4 ton Club Cab >2000 Buick-Powered Mid-Engined Sports Car Without knowing the details of your vehicle, I can't be sure what would fit. I was thinking along the lines of a standard front engine/tranny/t-case assembly mounted in the middle of the vehicle backwards. This would leave you with the task of dealing with an offset rear driveshaft, but that won't cause much trouble if you going with four-wheel independant suspension. Ray Drouillard ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] From diy_efi-owner Sat Jan 2 20:21:13 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA16612 for diy_efi-outgoing; Sat, 2 Jan 1999 20:21:13 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hotmail.com (f278.hotmail.com [207.82.251.169]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id UAA16608 for ; Sat, 2 Jan 1999 20:21:12 -0500 Received: (qmail 4427 invoked by uid 0); 3 Jan 1999 01:20:40 -0000 Message-ID: <19990103012040.4426.qmail@hotmail.com> Received: from 216.68.39.246 by www.hotmail.com with HTTP; Sat, 02 Jan 1999 17:20:40 PST X-Originating-IP: [216.68.39.246] From: "Bill the arcstarter" To: diy_efi@esl.eng.ohio-state.edu Subject: Re: Voltage regulator Date: Sat, 02 Jan 1999 17:20:40 PST Mime-Version: 1.0 Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu It was written: >>Using PWM control is better yet, as it does NOT reduce the peak >>voltage/torque at all - it just modulates it. PWM control on a DC >>type motor reduces speed without APPRECIABLY reducing torque. > >To claim that there is not enough inductance in the motor windings to >smooth out the highs and lows of the PWM voltage notches is living in >dreamland or a sign of having ingested too much egg-nog!! Actually you can (and will) instantaneously change the voltage across an inductor (motor winding) w/o an instantaneous change in the current. Nothing in physics says otherwise. I suppose the question is one of *what* damages the motor - rapid force oscillations (caused by rapid changes in current - something which is limited/prevented by the self-inductance of the windings) or some form of (?) dielectric breakdown across the windings caused by rapid voltage fluctuations... ? The big boys do use specially insulated magnet wire on the larger (1-10 hp) motors designed specifically for use with chopper drives. I'm not sure if a smaller motor (like a fuel pump) would care one way or the other. If you build such a chopper - be sure to include a flyback or snubber circuit to prevent your fet/transistor from going POOF due to the inductive kickback. :-) -Bill (building a 10000 watt phase controlled SCR driver for my stick welder) Wanna know how to turn OFF an SCR? See my page: http://www.geocities.com/CapeCanaveral/Hangar/6160/hvtank/hvtank.html ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com From diy_efi-owner Sat Jan 2 20:22:08 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA16630 for diy_efi-outgoing; Sat, 2 Jan 1999 20:22:08 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailsorter-105.bryant.webtv.net (mailsorter-105.iap.bryant.webtv.net [209.240.198.95]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA16626 for ; Sat, 2 Jan 1999 20:22:07 -0500 Received: from mailtod-152.iap.bryant.webtv.net (mailtod-152.iap.bryant.webtv.net [209.240.198.216]) by mailsorter-105.bryant.webtv.net (8.8.8/ms.gso.08Dec97) with ESMTP id RAA20176; Sat, 2 Jan 1999 17:22:05 -0800 (PST) Received: (from production@localhost) by mailtod-152.iap.bryant.webtv.net (8.8.8/mt.gso.26Feb98) id RAA18366; Sat, 2 Jan 1999 17:22:05 -0800 (PST) X-WebTV-Signature: 1 ETAtAhUAsrJ7wC/tpum+8wAtRO6f4341SRMCFAv5OM6TYPgUsOlfgiXCYmsdgL0I From: Dodge1979@webtv.net (Roger Anderson) Date: Sat, 2 Jan 1999 19:22:05 -0600 (CST) To: diy_efi@efi332.eng.ohio-state.edu Subject: corvairs????? Message-ID: <27855-368EC63D-3842@mailtod-152.iap.bryant.webtv.net> Content-Disposition: Inline Content-Type: Text/Plain; Charset=US-ASCII Content-Transfer-Encoding: 7Bit MIME-Version: 1.0 (WebTV) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Anbody know of someone who might have adapted an efi system for a corvair engine? rog bucks, we just ran out of time... From diy_efi-owner Sat Jan 2 20:27:50 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA16715 for diy_efi-outgoing; Sat, 2 Jan 1999 20:27:50 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out4.ibm.net (out4.ibm.net [165.87.194.239]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA16711 for ; Sat, 2 Jan 1999 20:27:49 -0500 Received: from little-p90 (slip129-37-167-185.pq.ca.ibm.net [129.37.167.185]) by out4.ibm.net (8.8.5/8.6.9) with SMTP id BAA74644 for ; Sun, 3 Jan 1999 01:27:46 GMT Message-ID: <368EC794.5582@ibm.net> Date: Sat, 02 Jan 1999 20:27:48 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator References: Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Greg Hermann wrote: > > >At 01:55 PM 1/2/99 -0500, you wrote: > > > >> > >>Hence, the proper answer of PWM. > > > >Exactly! > >The pump still sees full voltage, it just has it for a limited time! > > C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL > voltage on and off rapidly. As I said, you want good smoothing of the > output, cuz the rapid pulsing IS what will dissassemble the windings! > > Regards, Greg > > > >=========================================================== > > David Cooley N5XMT Internet: N5XMT@bellsouth.net > > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > > I am Pentium of Borg...division is futile...you will be approximated. > >=========================================================== DC motors designed for PWM control are of the "universal" variety, with laminated cores - capable of running on AC as well as DC - or permanent magnet field with laminated armatures. Yes, the inductance DOES tend to smooth out the peaks - but try running two identical motors at the same reduced "average" voltage - one with a pwm and one with a resistor. You know what you will find. Right, the PWM controlled motor will have significantly more torque, assuming the pwm controller is properly built and designed. Just try out an electronic controlled variable speed drill vs a resistance controlled variable speed drill. From diy_efi-owner Sat Jan 2 20:29:18 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA16746 for diy_efi-outgoing; Sat, 2 Jan 1999 20:29:18 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out4.ibm.net (out4.ibm.net [165.87.194.239]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA16742 for ; Sat, 2 Jan 1999 20:29:17 -0500 Received: from little-p90 (slip129-37-167-185.pq.ca.ibm.net [129.37.167.185]) by out4.ibm.net (8.8.5/8.6.9) with SMTP id BAA82062 for ; Sun, 3 Jan 1999 01:29:14 GMT Message-ID: <368EC7EC.3FFC@ibm.net> Date: Sat, 02 Jan 1999 20:29:16 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Power ground References: Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Jim Davies wrote: > > On Sat, 2 Jan 1999, Clarence L.Snyder wrote: > > > > Anyone have time to explain the difference between 'ground' and > > > 'powerground'? > > > TIA > > > Geoff > > I'll give it a crack. > > In a DC power system on a car, the negative(usually) terminal uses a > > "chassis ground" for power "return".This is your "power ground". It can > > have a voltage drop of up to .1 volt across it for accessory and > > charging loads, and up to one volt for starter loads. > > For signal circuits, such as sensors, sometimes the .1 volt drop across > > the frame ground could cause calibration errors, so a "signal ground" is > > provided. Sometimes the signal can even "float" above chassis ground, as > > through a protection diode with a, say, .6 volt forward voltage drop. > > Can't use chassis ground return for such a signal. > > Hope this helps understand it. > > > > So in other words, high amperage and low amperage devices should have > seperate ground paths to the battery?? Not necessarily: but devices that are VOLTAGE SENSITIVE, particularly at low voltages, should have their own ground circuit. From diy_efi-owner Sat Jan 2 20:44:50 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA16925 for diy_efi-outgoing; Sat, 2 Jan 1999 20:44:50 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA16921 for ; Sat, 2 Jan 1999 20:44:49 -0500 Received: from nacelp (dark-cas2-cs-6.dial.bright.net [209.143.25.75]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id UAA23822 for ; Sat, 2 Jan 1999 20:44:47 -0500 (EST) Message-ID: <00a801be36bb$1b2ef8c0$4b198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Voltage regulator Date: Sat, 2 Jan 1999 20:48:04 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Bill the arcstarter Subject: Re: Voltage regulator Looks like the beginning for a good ignition set-up, cordin to Doc. Bruce snip > >-Bill >(building a 10000 watt phase controlled SCR driver for my stick welder) >Wanna know how to turn OFF an SCR? See my page: >http://www.geocities.com/CapeCanaveral/Hangar/6160/hvtank/hvtank.html > > From diy_efi-owner Sat Jan 2 20:57:44 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA17119 for diy_efi-outgoing; Sat, 2 Jan 1999 20:57:44 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo13.mx.aol.com (imo13.mx.aol.com [198.81.17.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA17115 for ; Sat, 2 Jan 1999 20:57:43 -0500 From: ChvyRs92@aol.com Received: from ChvyRs92@aol.com by imo13.mx.aol.com (IMOv18.1) id KSKa005340 for ; Sat, 2 Jan 1999 20:57:10 +1900 (EST) Message-ID: Date: Sat, 2 Jan 1999 20:57:10 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: 92 Corvette LT-1 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 214 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Jerry, Thanks. Let me know the name of the book when you find out. So you are from Ca. too? Jeff From diy_efi-owner Sat Jan 2 21:36:25 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA17828 for diy_efi-outgoing; Sat, 2 Jan 1999 21:36:25 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hotmail.com (f27.hotmail.com [207.82.250.38]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id VAA17824 for ; Sat, 2 Jan 1999 21:36:24 -0500 Received: (qmail 16543 invoked by uid 0); 3 Jan 1999 02:35:52 -0000 Message-ID: <19990103023552.16542.qmail@hotmail.com> Received: from 216.68.39.246 by www.hotmail.com with HTTP; Sat, 02 Jan 1999 18:35:52 PST X-Originating-IP: [216.68.39.246] From: "Bill the arcstarter" To: diy_efi@esl.eng.ohio-state.edu, frederic.breitwieser@xephic.dynip.com Subject: Re: EFI on a Dodge 318 Date: Sat, 02 Jan 1999 18:35:52 PST Mime-Version: 1.0 Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Frederic Breitwieser wrote: >>Sounds like an A-833 trans. Ever had one apart? Mine needs >>synchros... > >Nope, just had the top cover off and peered inside, and can visually >see the bent forks. its that bad. but, it shifts, and hopefully its >repairable without too much effort. If the forks/syncro's are not >available, which they should be considering how many years this >tranny was available, I might go syncro-less. Though it is a truck, >not a race car. Any chance you just need forks? The forks can be replaced w/o pulling the trans apart! >I've found that to be with Chryslers in general. I've found ZERO >dodge trucks in the five or six junkyards that I frequent - and on a >trip to Raleigh in the beginning of the month I found a few and >scavanaged parts I needed - like the brake cables for the parking >brake. Yea, same here. I got my bellhousing from Binghamton, NY and I live in Ohio. The yards around here had ZERO and the best they could do was get one via locator for $250! Robbery! I ended up paying $60 for the one from NY. I consider myself lucky at that price. Apparently there are yards in the New England area with loads of moparts... -Bill ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com From diy_efi-owner Sat Jan 2 21:42:12 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA17947 for diy_efi-outgoing; Sat, 2 Jan 1999 21:42:12 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hotmail.com (f145.hotmail.com [207.82.251.24]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id VAA17943 for ; Sat, 2 Jan 1999 21:42:11 -0500 Received: (qmail 28411 invoked by uid 0); 3 Jan 1999 02:41:40 -0000 Message-ID: <19990103024140.28410.qmail@hotmail.com> Received: from 216.68.39.246 by www.hotmail.com with HTTP; Sat, 02 Jan 1999 18:41:39 PST X-Originating-IP: [216.68.39.246] From: "Bill the arcstarter" To: diy_efi@esl.eng.ohio-state.edu, pfenske@bcit.bc.ca Subject: Re: EFI on a Dodge 318 Date: Sat, 02 Jan 1999 18:41:39 PST Mime-Version: 1.0 Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Peter Fenske wrote: >Trannys cont. > >Had a 833 apart when young. Did manage to get it back together > >The trick was to fab a dummy shaft so to fit the counter shaft into >the case. The dummy shaft needs to be a few thou less in dia >so it will slip out the back whilst you put in the shaft from the >front. Yea, thats what the guys down at the shop suggested. One guy had a piece of (!) broomhandle which he claimed was workable in a bind... >Mucho better than trying to use grease to put in the counter >shaft bearings. The darn things always fall out One guy used floorwax to retain the needles. To each his own. >Oh yes Mopar Perf has a special pilot bushing just for auto. >No machining needed. Oh? I was told the auto-only motors had no hole at all - ie - the pilot journal on the input shaft would hit the end of the crank where the hole should be. But I could be wrong on this. I haven't seen an auto-only crank. The one I pulled off of an auto had the proper pilot hole. A bit of de-rusting, a new pilot bushing and all was well. -Bill ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com From diy_efi-owner Sat Jan 2 22:10:09 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA18766 for diy_efi-outgoing; Sat, 2 Jan 1999 22:10:09 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo12.mx.aol.com (imo12.mx.aol.com [198.81.17.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA18762 for ; Sat, 2 Jan 1999 22:10:08 -0500 From: KD6JDJ@aol.com Received: from KD6JDJ@aol.com by imo12.mx.aol.com (IMOv18.1) id DFZFa04796 for ; Sat, 2 Jan 1999 22:09:35 +1900 (EST) Message-ID: <21e0a7fe.368edf6f@aol.com> Date: Sat, 2 Jan 1999 22:09:35 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: 92 Corvette LT-1 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 236 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Jeff Jeff JEFF The Chev - late model engine - swapping book is titled Chevrolet TPI & TBI Engine Swapping . I bought mine from Steve Smith at hit office in the city of Orange. I just recently loaned mine to a young friend who is thinking of swapping. I live in Los Alamitos Ca ( near Long Beach ) . My travels take me to many parts of LA. If you have any interest (and patience) , I may drop it off for youto see within a month , if you are in the L A area. Jerry From diy_efi-owner Sat Jan 2 22:34:14 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA19307 for diy_efi-outgoing; Sat, 2 Jan 1999 22:34:14 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA19303 for ; Sat, 2 Jan 1999 22:34:13 -0500 Received: from [204.132.128.6] (p6.Steamboat.dialup.csn.net [204.132.128.6]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id UAA12425 for mail_from ; Sat, 2 Jan 1999 20:34:09 -0700 Date: Sat, 2 Jan 1999 20:34:09 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > >It's good to know shunt/ series motor theory. Though it's full effect is lost >on the original app discussed ( running a OEM fuel pump at a < or > voltage) >Most if not all OEM intank or external pumps are permanent magnet style. The >Holley Blue or Red pump may have field coils as well as some other aftermarket >pumps. > >As for running a pump at reduced voltage. The ~85 Merkur XR4Ti 2.3 Turbo ( >same engine as a SVO Mustang) uses a resistor wire simillar to a ignition >resistor. The ~ 86 Reanult Alliance ( ala American Motors) used a regular >ingition ballast resistor in series with the pump. > >I seem to remember some make of car using a resistor to reduce pump noise as >low throttle openings. Then bypassing the resistor near WOT to insure adequate >fuel flow. > >I think late model Chryslers use a variable (most likely PWM ) fuel pump on >their single line EFI systems. They have eliminated the return line on some >engines. > Ahem--well, a motor with a PM field has a rather constant level of excitation, so it seems pretty safe to say that it would act pretty much like a shunt wound motor--speed will vary with voltage, and torque will vary with current. Your examples prove the point that low voltage will not hurt them. Setting fuel pressure too high will, because it would require enough torque (current) to cause meltdown. Regards, Greg >Harold From diy_efi-owner Sat Jan 2 22:54:59 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA19605 for diy_efi-outgoing; Sat, 2 Jan 1999 22:54:59 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA19601 for ; Sat, 2 Jan 1999 22:54:57 -0500 Received: from [204.132.128.6] (p3.Steamboat.dialup.csn.net [204.132.128.3]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id UAA13191 for mail_from ; Sat, 2 Jan 1999 20:54:54 -0700 Date: Sat, 2 Jan 1999 20:54:54 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Greg Hermann wrote: >> >> >At 01:55 PM 1/2/99 -0500, you wrote: >> > >> >> >> >>Hence, the proper answer of PWM. >> > >> >Exactly! >> >The pump still sees full voltage, it just has it for a limited time! >> >> C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL >> voltage on and off rapidly. As I said, you want good smoothing of the >> output, cuz the rapid pulsing IS what will dissassemble the windings! >> >> Regards, Greg >> > >> >=========================================================== >> > David Cooley N5XMT Internet: N5XMT@bellsouth.net >> > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 >> > I am Pentium of Borg...division is futile...you will be approximated. >> >=========================================================== >DC motors designed for PWM control are of the "universal" variety, with >laminated cores - capable of running on AC as well as DC - or permanent >magnet field with laminated armatures. Yes, the inductance DOES tend to >smooth out the peaks - but try running two identical motors at the same >reduced "average" voltage - one with a pwm and one with a resistor. You >know what you will find. Right, the PWM controlled motor will have >significantly more torque, assuming the pwm controller is properly built >and designed. Just try out an electronic controlled variable speed drill >vs a resistance controlled variable speed drill. OK--voltage relates to speed--current relates to torque. same as a shunt wound DC motor. The PWM reduces the (average) voltage, but does not limit the (average) current the way a resistor does. The picture is now coming into focus a bit clearer! I still say a smoothing filter on the motor lead side of the PWM switching device is very good for the motor. Likewise, a filter upstream of the PWM switching device is good for everything else in the neighborhood. (Like digital devices of one sort or another!) :-) A couple of loops of power and motor, and even control leads around (separate) ferrite cores is also not a bad idea, if you want to get serious about reducing the noise. Greg From diy_efi-owner Sat Jan 2 23:24:34 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20101 for diy_efi-outgoing; Sat, 2 Jan 1999 23:24:34 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20095 for ; Sat, 2 Jan 1999 23:24:30 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id XAA00279; Sat, 02 Jan 1999 23:24:41 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 23:24:41 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901030424.XAA00279@webserver> Message-Id: <3.0.5.32.19990102232422.0091f970@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 23:24:22 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@efi332.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: Water Injection Thread In-Reply-To: <19990102.204001.4990.5.Cosmic.Ray@juno.com> References: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19990102182533.00921100@localhost> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Without knowing the details of your vehicle, I can't be sure what would >fit. I was thinking along the lines of a standard front Its a mid-engined chassis from scratch engine behind drivers, in front of axle, using the FWD audi transaxle (for now). THe porsche G50-50 unit is identical in regards to axle height/distance from bellhousing, though weights 4 lbs more. >rear driveshaft, but that won't cause much trouble if you going with >four-wheel independant suspension. Vette IRS in the front, and custom in the back, IRS 4-link, much like the original GT-40 hopefully with better math associated with it :) Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 23:29:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20216 for diy_efi-outgoing; Sat, 2 Jan 1999 23:29:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20209 for ; Sat, 2 Jan 1999 23:29:34 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id XAA00283; Sat, 02 Jan 1999 23:29:45 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 23:29:45 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901030429.XAA00283@webserver> Message-Id: <3.0.5.32.19990102232755.0091a880@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 23:27:55 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@esl.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: EFI on a Dodge 318 In-Reply-To: <19990103023552.16542.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Any chance you just need forks? The forks can be replaced w/o pulling >the trans apart! Not sure, I haven't ripped it out yet. Hoping that's the case. >Yea, same here. I got my bellhousing from Binghamton, NY and I live in >Ohio. The yards around here had ZERO and the best they could do was get Really? I haven't found dodge anything up here. THough I now have a bellhousing that my transmission supposively will fit into. We'll find out for sure when the engine is yanked out. I will be EFI-ing this engine, and probably going one large turbo, or two small turbos. I've learned a lot from my radical V6 experimentation, and will be duplicating some of the lessons learned on this 383 B block. Just had it overbored .030, linebored, and its in great, great shape. >Apparently there are yards in the New England area with loads of >moparts... Really? I haven't found one yet. Everyone here in CT squish dodges faster than they can get them in !!!!! Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 23:29:39 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20221 for diy_efi-outgoing; Sat, 2 Jan 1999 23:29:39 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20215 for ; Sat, 2 Jan 1999 23:29:37 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id XAB00283; Sat, 02 Jan 1999 23:29:47 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 23:29:47 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901030429.XAB00283@webserver> Message-Id: <3.0.5.32.19990102232940.0091a100@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 23:29:40 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@esl.eng.ohio-state.edu, pfenske@bcit.bc.ca From: Frederic Breitwieser Subject: Re: EFI on a Dodge 318 In-Reply-To: <19990103024140.28410.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Oh? I was told the auto-only motors had no hole at all - ie - the pilot >journal on the input shaft would hit the end of the crank where the hole >should be. This is true, nothing a 3/4 bit on a milling machine can't fix :) Just that centering it will be a challenge. I haven't found out how deep it needs to be, but maybe I can measure this off the length of the input shaft once I get the tranny out. I'd really like to shove in a 6-speed or a 5-speed. 4000 RPM at 70 MPH is a bit much. Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 23:29:46 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20229 for diy_efi-outgoing; Sat, 2 Jan 1999 23:29:46 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20222 for ; Sat, 2 Jan 1999 23:29:41 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id XAB00283; Sat, 02 Jan 1999 23:29:47 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 23:29:47 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901030429.XAB00283@webserver> Message-Id: <3.0.5.32.19990102232940.0091a100@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 23:29:40 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@esl.eng.ohio-state.edu, pfenske@bcit.bc.ca From: Frederic Breitwieser Subject: Re: EFI on a Dodge 318 In-Reply-To: <19990103024140.28410.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Oh? I was told the auto-only motors had no hole at all - ie - the pilot >journal on the input shaft would hit the end of the crank where the hole >should be. This is true, nothing a 3/4 bit on a milling machine can't fix :) Just that centering it will be a challenge. I haven't found out how deep it needs to be, but maybe I can measure this off the length of the input shaft once I get the tranny out. I'd really like to shove in a 6-speed or a 5-speed. 4000 RPM at 70 MPH is a bit much. Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 23:29:58 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20254 for diy_efi-outgoing; Sat, 2 Jan 1999 23:29:58 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20249 for ; Sat, 2 Jan 1999 23:29:55 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id XAA00283; Sat, 02 Jan 1999 23:29:45 -0500 (Eastern Daylight Time) Resent-Date: Sat, 02 Jan 1999 23:29:45 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901030429.XAA00283@webserver> Message-Id: <3.0.5.32.19990102232755.0091a880@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Sat, 02 Jan 1999 23:27:55 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@esl.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: EFI on a Dodge 318 In-Reply-To: <19990103023552.16542.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Any chance you just need forks? The forks can be replaced w/o pulling >the trans apart! Not sure, I haven't ripped it out yet. Hoping that's the case. >Yea, same here. I got my bellhousing from Binghamton, NY and I live in >Ohio. The yards around here had ZERO and the best they could do was get Really? I haven't found dodge anything up here. THough I now have a bellhousing that my transmission supposively will fit into. We'll find out for sure when the engine is yanked out. I will be EFI-ing this engine, and probably going one large turbo, or two small turbos. I've learned a lot from my radical V6 experimentation, and will be duplicating some of the lessons learned on this 383 B block. Just had it overbored .030, linebored, and its in great, great shape. >Apparently there are yards in the New England area with loads of >moparts... Really? I haven't found one yet. Everyone here in CT squish dodges faster than they can get them in !!!!! Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Sat Jan 2 23:40:04 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20399 for diy_efi-outgoing; Sat, 2 Jan 1999 23:40:04 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo13.mx.aol.com (imo13.mx.aol.com [198.81.17.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20395 for ; Sat, 2 Jan 1999 23:40:03 -0500 From: ChvyRs92@aol.com Received: from ChvyRs92@aol.com by imo13.mx.aol.com (IMOv18.1) id SKPQa05309 for ; Sat, 2 Jan 1999 23:39:22 +1900 (EST) Message-ID: Date: Sat, 2 Jan 1999 23:39:22 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Engine book Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 214 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Jerry, I work in Pacoima Ca., but I don't want to make you waste your time driving to loan a book to a stranger. If you think the book is worth it I will order it from a catalogue so I can have a copy of it for my small, but growing library of car stuff. I am currently waiting for a couple of books I ordered from Summit Racing. One of them is from JTR (Jaguars That Run) I guess they specialize in that sort of thing too. I appreciate the offer though (and if I can't find one I might take you up on it after all). Jeff From diy_efi-owner Sat Jan 2 23:46:20 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20509 for diy_efi-outgoing; Sat, 2 Jan 1999 23:46:20 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail.networkone.net (root@mail.networkone.net [209.144.112.75]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20504 for ; Sat, 2 Jan 1999 23:46:19 -0500 Received: from mpilkent.vt.edu (assured-01-62.ln.networkone.net [209.144.118.63]) by mail.networkone.net (8.9.1a/8.9.1) with SMTP id UAA27995 for ; Sat, 2 Jan 1999 20:46:29 -0800 From: "Mike Pilkenton" To: Subject: Re: 92 Corvette LT-1 Date: Sat, 2 Jan 1999 20:42:30 -0800 Message-ID: <01be36d3$78e18ec0$3f7690d1@mpilkent.vt.edu> MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.71.1712.3 X-MimeOLE: Produced By Microsoft MimeOLE V4.71.1712.3 Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Jeff, is this you? Welcome to the efi list. Mike Pilkenton -----Original Message----- From: ChvyRs92@aol.com To: DIY_EFI@efi332.eng.ohio-state.edu Date: Saturday, January 02, 1999 3:24 PM Subject: 92 Corvette LT-1 >I have a 92 Camaro that had a v-6 in it, I recently purchased a 92 Corvette >LT-1 motor with both computers (the ECM, and the CCM ). My big problem is >figuring out how to wire the new motor. I know of a few aftermarket companies >that sell wiring harnesses, but they are pretty expensive and I don't know if >I really need them because I have the stock Corvette harness. I am also >curious if I need to disable the VATS or can I wire it up to the module >currently in my 92 Camaro? Any advice would be greatly appreciated. > From diy_efi-owner Sat Jan 2 23:56:12 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA20694 for diy_efi-outgoing; Sat, 2 Jan 1999 23:56:12 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail.networkone.net (root@mail.networkone.net [209.144.112.75]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA20689 for ; Sat, 2 Jan 1999 23:56:11 -0500 Received: from mpilkent.vt.edu (assured-01-62.ln.networkone.net [209.144.118.63]) by mail.networkone.net (8.9.1a/8.9.1) with SMTP id UAA28864 for ; Sat, 2 Jan 1999 20:56:22 -0800 From: "Mike Pilkenton" To: Subject: Re: fuel pumps Date: Sat, 2 Jan 1999 20:52:24 -0800 Message-ID: <01be36d4$daa585c0$3f7690d1@mpilkent.vt.edu> MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.71.1712.3 X-MimeOLE: Produced By Microsoft MimeOLE V4.71.1712.3 Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu All this talk on fuel pumps brings up a question I have had. Where can I find an aftermarket fuel pump for FI. All the ones I have seen are for carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor and can be mounted outside the tank. Mike (3.1L V6 Opel GT conversion) From diy_efi-owner Sun Jan 3 00:35:19 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id AAA21449 for diy_efi-outgoing; Sun, 3 Jan 1999 00:35:19 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id AAA21445 for ; Sun, 3 Jan 1999 00:35:18 -0500 Received: from cen16176.centuryinter.net (ppp019.av.centuryinter.net [209.142.163.33]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id XAA13259 for ; Sat, 2 Jan 1999 23:35:16 -0600 (CST) Message-Id: <3.0.3.32.19990102230626.006f0dc8@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Sat, 02 Jan 1999 23:06:26 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: Voltage regulator In-Reply-To: <368EC794.5582@ibm.net> References: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Following this thread with great interest! What is PWM?? At 08:27 PM 1/2/99 -0500, you wrote: >Greg Hermann wrote: >> >> >At 01:55 PM 1/2/99 -0500, you wrote: >> > >> >> >> >>Hence, the proper answer of PWM. From diy_efi-owner Sun Jan 3 00:40:48 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id AAA21560 for diy_efi-outgoing; Sun, 3 Jan 1999 00:40:48 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from one.net.au (lightblue.one.net.au [203.17.224.214]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id AAA21556 for ; Sun, 3 Jan 1999 00:40:45 -0500 Received: (qmail 9467 invoked from network); 3 Jan 1999 05:40:39 -0000 Received: from modem9-tar-isp-1.one.net.au (HELO holden) (203.101.3.73) by lightblue.one.net.au with SMTP; 3 Jan 1999 05:40:39 -0000 Message-ID: <000b01be2cc7$55ca7c00$490365cb@holden> From: "Geoff Richards" To: "Diy_Efi" Subject: GM V6 Date: Mon, 21 Dec 1998 02:48:31 +1100 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.2110.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.2106.4 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Am interested in info on 3.8l V6 as fitted to Holden vehicles (Aus) I believe they are Buick engines but do not understand the relationship between them and GM. Would someone be able to enlighten me to this and what other vehicles used this engine in the States so when reading different posts I can understand a little better :-) What is the GN type site referred to as read on this list? If this is what I am lookin' for could I have the address please Thanks Geoff From diy_efi-owner Sun Jan 3 01:00:41 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id BAA21958 for diy_efi-outgoing; Sun, 3 Jan 1999 01:00:41 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo21.mx.aol.com (imo21.mx.aol.com [198.81.17.65]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id BAA21954 for ; Sun, 3 Jan 1999 01:00:40 -0500 From: ARoss10661@aol.com Received: from ARoss10661@aol.com by imo21.mx.aol.com (IMOv18.1) id PPNOa25632 for ; Sun, 3 Jan 1999 01:00:06 -0500 (EST) Message-ID: <49321ecb.368f0766@aol.com> Date: Sun, 3 Jan 1999 01:00:06 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: GM V6 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 3.0 for Windows 95 sub 18 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 99-01-03 00:46:41 EST, you write: << Am interested in info on 3.8l V6 as fitted to Holden vehicles (Aus) I believe they are Buick engines but do not understand the relationship between them and GM. Would someone be able to enlighten me to this and what other vehicles used this engine in the States so when reading different posts I can understand a little better :-) What is the GN type site referred to as read on this list? If this is what I am lookin' for could I have the address please Thanks Geoff >> Buick 3.8 liter engines have the same bolt patterns as Oldsmobiles and Pontiacs. Chevy's had a diffrent bolt pattern. GM in its infinite wisdom couldnt consolidate things enough to make life simple. The GN engines are turbocharged engines found in upscale Buick regals. Hope this tidbit of info helps Al From diy_efi-owner Sun Jan 3 03:14:36 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id DAA23508 for diy_efi-outgoing; Sun, 3 Jan 1999 03:14:36 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sal.awwwsome.com (sal.awwwsome.com [206.155.34.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id DAA23504 for ; Sun, 3 Jan 1999 03:14:35 -0500 Received: from awwwsome.com ([206.155.34.122]) by sal.awwwsome.com (Post.Office MTA v3.1 release PO203a ID# 0-34763U2500L250S0) with ESMTP id AAA29010 for ; Sun, 3 Jan 1999 00:12:35 -0800 Message-ID: <368F262C.7EDDF2BC@awwwsome.com> Date: Sun, 03 Jan 1999 00:11:26 -0800 From: Aaron Willis X-Mailer: Mozilla 4.08 [en] (Win16; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: corvairs????? References: <27855-368EC63D-3842@mailtod-152.iap.bryant.webtv.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Roger Anderson wrote: > Anbody know of someone who might have adapted an efi system for a > corvair engine? > rog > > bucks, we just ran out of time... Er, check some 'Vair pages on the web...I've seen one that was turbo'd, intercooled etc. If you want to go big money, try TWM - they have throttle bodies in the Weber IDA-3 pattern. Porsche Bosch componentry might also be available slightly cheaper(?) if you can find used. Good Luck! Aaron From diy_efi-owner Sun Jan 3 03:56:15 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id DAA23813 for diy_efi-outgoing; Sun, 3 Jan 1999 03:56:15 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sal.awwwsome.com (sal.awwwsome.com [206.155.34.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id DAA23809 for ; Sun, 3 Jan 1999 03:56:13 -0500 Received: from awwwsome.com ([206.155.34.122]) by sal.awwwsome.com (Post.Office MTA v3.1 release PO203a ID# 0-34763U2500L250S0) with ESMTP id AAA29300 for ; Sun, 3 Jan 1999 00:54:13 -0800 Message-ID: <368F2FEB.7C5E2705@awwwsome.com> Date: Sun, 03 Jan 1999 00:53:04 -0800 From: Aaron Willis X-Mailer: Mozilla 4.08 [en] (Win16; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: GM V6 References: <000b01be2cc7$55ca7c00$490365cb@holden> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Geoff Richards wrote: > Am interested in info on 3.8l V6 as fitted to Holden vehicles (Aus) I > believe they are Buick engines but do not understand the relationship > between them and GM. Geoff, GM is the parent company, and Chevrolet, Buick, Pontiac, Cadillac, Oldsmobile, and GMC Truck are their divisions. Oh, and so is Saturn - almost forgot them. Mostly they just build the same basic cars in different styles for various target consumer groups, and have since before WWII. Back in the early '70s GM started allowing the different divisions to trade engines back and forth so that the Olds you got might have a Chevy V8 or a Buick V6 in it...or your Pontiac Trans Am might have a 403 Olds...it can get pretty confusing, but basically the Buick V6 has been around since the early '60s and is a child of the aluminum Buick 215 cum Rover 3.5 V8. It has been sold in Jeeps, passenger cars in probably all of GM's divisions, etc. The turbo versions are available in Buick Regals (of which a Grand National is one), primarily, with a few going into GMC Syclone/Typhoon trucklets (would that make them utelets to you? :-) and Anniversary Edition Trans Ams. There are probably others that got the turbo. Engine is still produced, I believe, and is available in supercharged form in the Pontiac Grand Prix. Now will you please explain Australia's muscle car era to me? Aaron From diy_efi-owner Sun Jan 3 04:09:22 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id EAA23980 for diy_efi-outgoing; Sun, 3 Jan 1999 04:09:22 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from rio.com (rio.com [206.96.130.8]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id EAA23976 for ; Sun, 3 Jan 1999 04:09:21 -0500 Received: from soren (ppp52.t0.rio.com [208.137.120.52]) by rio.com (8.8.8/8.8.5) with SMTP id BAA02102 for ; Sun, 3 Jan 1999 01:05:14 -0800 (PST) Message-ID: <007a01be36f8$a6ad09e0$347889d0@soren> From: "soren" To: Subject: Re: GM V6 Date: Sun, 3 Jan 1999 01:08:37 -0800 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.2106.4 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.2106.4 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu ><< Am interested in info on 3.8l V6 as fitted to Holden vehicles (Aus) > I believe they are Buick engines but do not understand the > relationship between them and GM. > Would someone be able to enlighten me to this and what other > vehicles used this engine in the States so when reading different posts > I can understand a little better :-) > What is the GN type site referred to as read on this list? > If this is what I am lookin' for could I have the address please > Thanks > Geoff >> >Buick 3.8 liter engines have the same bolt patterns as Oldsmobiles and >Pontiacs. Chevy's had a diffrent bolt pattern. GM in its infinite wisdom >couldnt consolidate things enough to make life simple. The GN engines are >turbocharged engines found in upscale Buick regals. Hope this tidbit of info >helps >Al From my experience with Buick engines and minimal research on Holden vehicles, I believe that the Holden 3800 is fairly similar to the GM series II 3800. I have found that the naturally aspirated Holden 3800 actualy puts out about the same stock HP as the supercharged SII 3800. It is found in various modern (1996 and up) Buick vehicles including the Regal, Riviera and Park Avenue, as well as the Pontiac Grand Prix. The older (1980s) Buick Grand National had a 3800 but it was in a rear-wheel drive setup and had different electronics and was, of course, turbo'd. Soren Rounds From diy_efi-owner Sun Jan 3 06:39:33 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id GAA25034 for diy_efi-outgoing; Sun, 3 Jan 1999 06:39:33 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from MAILSRV1 ([62.20.92.105]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id GAA25030 for ; Sun, 3 Jan 1999 06:39:30 -0500 Received: from Rolle.telia.com - 212.209.8.83 by bip.net with Microsoft SMTPSVC; Sun, 3 Jan 1999 12:38:21 +0100 From: "Roland Johansson" To: Subject: SV: oops... (was Re: Nology) Date: Sat, 2 Jan 1999 08:11:44 +0100 X-MSMail-Priority: Normal X-Priority: 3 X-Mailer: Microsoft Internet Mail 4.70.1161 MIME-Version: 1.0 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Message-ID: <081582138110319MAILSRV1@bip.net> Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu First it didn't show up in my mind but when thinking of this idea a drawback appeared to me. All the welding helmets I been looking thruu (two) are having a big green filter, looks like that might be a problem. But why not have a LCD showing the plate number and turning it off when a flash appear? Hm, have to go to my fathers house and make a close examination of his helmet in the evening Roland Johansson Scirocco 1,6l TIC -82 > >I like your idea of an LCD screen similar to the expensive welding hoods. The > >opaquing action would not have to outrun the light, only go dark before the > >camera lens had collected sufficient light. Anybody know the shutter speed > >used? > > There are two sources of light used to expose the film. First is the flash > from the speed camera, the second is the ambient light hanging around. The > shutter speed is likely to be around 1/125 to 1/250 of a second, certainly no > faster than 1/500. Camera flahes have very short durations. I don't know how > quickly the light builds up from the flash, but any trigger circuit would need > to detect the flash building up and get the LCD opaque before enough light had > arived. > > The effect of the ambient light would be interesting, since this light is > always there, and the flash is triggered somewhere in the middle of the > exposure. The shutter opens fully, then the flash fires, and the shutter > closes. Depending on the power of the flash and the distance from the camera > to the car, ambient light would probably have no real effect on the image. > > -- > Tom Parker - tparker@nznet.gen.nz > - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Sun Jan 3 07:33:31 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id HAA25338 for diy_efi-outgoing; Sun, 3 Jan 1999 07:33:31 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bo.nznet.gen.nz (ns1.nznet.gen.nz [203.167.232.34]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id HAA25333 for ; Sun, 3 Jan 1999 07:33:28 -0500 Received: from amiga3k (max2-ak17.nznet.gen.nz [203.98.35.82]) by bo.nznet.gen.nz (8.8.7/8.8.8) with SMTP id BAA29111 for ; Mon, 4 Jan 1999 01:50:07 +1300 Date: 04 Jan 99 01:05:30 +1200 From: "Tom Parker" Subject: Re: Voltage regulator To: "Greg Hermann" In-Reply-To: Message-ID: <781.673T1501T653172@nznet.gen.nz> MIME-Version: 1.0 Content-type: text/plain; charset=us-ascii Content-transfer-encoding: 7bit X-Mailer: THOR 2.5a (Amiga;TCP/IP) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Greg Hermann wrote: >>At 01:55 PM 1/2/99 -0500, you wrote: >> >>> >>>Hence, the proper answer of PWM. >> >>Exactly! >>The pump still sees full voltage, it just has it for a limited time! >C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL >voltage on and off rapidly. As I said, you want good smoothing of the >output, cuz the rapid pulsing IS what will dissassemble the windings! Won't the smoothing system turn it into a lower constant voltage? If you have enough capacatance across it, it will just average out the pulses. Or do you mean not this much smoothing, but enough to take the sharp edges of the transitions between on and off? -- Tom Parker - tparker@nznet.gen.nz - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Sun Jan 3 10:08:29 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id KAA26356 for diy_efi-outgoing; Sun, 3 Jan 1999 10:08:29 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id KAA26352 for ; Sun, 3 Jan 1999 10:08:27 -0500 Received: from nacelp (dark-cas1-cs-12.dial.bright.net [209.143.25.30]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id KAA11973 for ; Sun, 3 Jan 1999 10:08:26 -0500 (EST) Message-ID: <005001be372b$6007d500$1e198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Voltage regulator Date: Sun, 3 Jan 1999 10:11:43 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Clarence Wood To: diy_efi@efi332.eng.ohio-state.edu Date: Sunday, January 03, 1999 12:49 AM Subject: Re: Voltage regulator Pulse Width Modulation. On time measured as a %. Depending on application the frquency can be taylored to application. So you wind up picking a frequency of how fast, and how long to apply power. Bruce > Following this thread with great interest! What is PWM?? > >At 08:27 PM 1/2/99 -0500, you wrote: >>Greg Hermann wrote: >>> >>> >At 01:55 PM 1/2/99 -0500, you wrote: >>> > >>> >> >>> >>Hence, the proper answer of PWM. > From diy_efi-owner Sun Jan 3 10:19:05 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id KAA26509 for diy_efi-outgoing; Sun, 3 Jan 1999 10:19:05 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id KAA26505 for ; Sun, 3 Jan 1999 10:19:05 -0500 Received: from nacelp (dark-cas1-cs-12.dial.bright.net [209.143.25.30]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id KAA21247 for ; Sun, 3 Jan 1999 10:19:03 -0500 (EST) Message-ID: <006201be372c$dbbae560$1e198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: fuel pumps Date: Sun, 3 Jan 1999 10:22:16 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Mike Pilkenton To: diy_efi@efi332.eng.ohio-state.edu Date: Sunday, January 03, 1999 12:14 AM Subject: Re: fuel pumps A/C Delco, has a book that shows all their pumps vital specs., and what they look like. Remember when doing an intank, that means a tank R+R for any pump work. Personally while not as silent, I like a big dumb noisy one I can fix with out a hoist, and 2 friends. Twice I've wound up changing pump brushes on the side of the road (less than 20 mins).. I also carry a spare ignition module, cap rotor some long plug wires, fuel filter and only once been towed home, in many years/miles of driving. Bruce >All this talk on fuel pumps brings up a question I have had. Where can I >find an aftermarket fuel pump for FI. All the ones I have seen are for >carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor >and can be mounted outside the tank. > >Mike >(3.1L V6 Opel GT conversion) > > From diy_efi-owner Sun Jan 3 10:38:09 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id KAA26755 for diy_efi-outgoing; Sun, 3 Jan 1999 10:38:09 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo11.mx.aol.com (imo11.mx.aol.com [198.81.17.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id KAA26751 for ; Sun, 3 Jan 1999 10:38:08 -0500 From: KD6JDJ@aol.com Received: from KD6JDJ@aol.com by imo11.mx.aol.com (IMOv18.1) id RFPUa04329 for ; Sun, 3 Jan 1999 10:37:33 -0500 (EST) Message-ID: Date: Sun, 3 Jan 1999 10:37:33 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Engine book Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 236 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Jeff I think that you will like the 'late model Chevy' engine transplant book. I dont get up as far as Pacoima very often anyway. Still, my original offer stands. Just in case you get more interested -- The book is # S 195 They show their Web address:WWW.ssapubl.com 714 639 7681 Jerry From diy_efi-owner Sun Jan 3 11:01:54 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA27141 for diy_efi-outgoing; Sun, 3 Jan 1999 11:01:54 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA27137 for ; Sun, 3 Jan 1999 11:01:53 -0500 Received: from [204.132.128.7] (p7.Steamboat.dialup.csn.net [204.132.128.7]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id JAA28677 for mail_from ; Sun, 3 Jan 1999 09:01:49 -0700 Date: Sun, 3 Jan 1999 09:01:49 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > Following this thread with great interest! What is PWM?? > >At 08:27 PM 1/2/99 -0500, you wrote: >>Greg Hermann wrote: >>> >>> >At 01:55 PM 1/2/99 -0500, you wrote: >>> > >>> >> >>> >>Hence, the proper answer of PWM. Pulse Width Modulation--rapid on/off switching --the % of time on determines the average % of supply voltage delivered. Greg From diy_efi-owner Sun Jan 3 11:06:03 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA27282 for diy_efi-outgoing; Sun, 3 Jan 1999 11:06:03 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA27278 for ; Sun, 3 Jan 1999 11:06:02 -0500 Received: from [204.132.128.7] (p7.Steamboat.dialup.csn.net [204.132.128.7]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id JAA28746 for mail_from ; Sun, 3 Jan 1999 09:06:00 -0700 Date: Sun, 3 Jan 1999 09:06:00 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Greg Hermann wrote: > >>>At 01:55 PM 1/2/99 -0500, you wrote: >>> >>>> >>>>Hence, the proper answer of PWM. >>> >>>Exactly! >>>The pump still sees full voltage, it just has it for a limited time! > >>C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL >>voltage on and off rapidly. As I said, you want good smoothing of the >>output, cuz the rapid pulsing IS what will dissassemble the windings! > >Won't the smoothing system turn it into a lower constant voltage? If you have >enough capacatance across it, it will just average out the pulses. > >Or do you mean not this much smoothing, but enough to take the sharp edges of >the transitions between on and off? As far as I am concerned, the smoother the better! Greg > > >-- >Tom Parker - tparker@nznet.gen.nz > - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Sun Jan 3 11:07:12 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA27311 for diy_efi-outgoing; Sun, 3 Jan 1999 11:07:12 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA27307 for ; Sun, 3 Jan 1999 11:07:11 -0500 Received: from cen16176.centuryinter.net (ppp086.av.centuryinter.net [209.142.163.100]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id KAA19708; Sun, 3 Jan 1999 10:07:08 -0600 (CST) Message-Id: <3.0.3.32.19990103100248.006b8ec8@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Sun, 03 Jan 1999 10:02:48 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: fuel pumps Cc: "Mike Pilkenton" In-Reply-To: <01be36d4$daa585c0$3f7690d1@mpilkent.vt.edu> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu JEG'S 1-800-345-4545 At 08:52 PM 1/2/99 -0800, you wrote: >All this talk on fuel pumps brings up a question I have had. Where can I >find an aftermarket fuel pump for FI. All the ones I have seen are for >carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor >and can be mounted outside the tank. > >Mike >(3.1L V6 Opel GT conversion) > > > From diy_efi-owner Sun Jan 3 11:45:18 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA27759 for diy_efi-outgoing; Sun, 3 Jan 1999 11:45:18 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mtiwmhc01.worldnet.att.net (mtiwmhc01.worldnet.att.net [204.127.131.36]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA27754 for ; Sun, 3 Jan 1999 11:45:17 -0500 Received: from king ([12.77.24.174]) by mtiwmhc01.worldnet.att.net (InterMail v03.02.05 118 121 101) with SMTP id <19990103164446.IVRO20818@king> for ; Sun, 3 Jan 1999 16:44:46 +0000 Message-ID: <006d01be3739$37730160$ae184d0c@king> From: "Jon Fedock" To: Subject: Re: fuel pumps Date: Sun, 3 Jan 1999 11:50:25 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.1 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu BMW, Ford (some), and VW/Audi all use external high pressure pumps. I am using one from a VW on my TPI Trans Am with no starvation problems. YMMV Jon -----Original Message----- From: Mike Pilkenton To: diy_efi@efi332.eng.ohio-state.edu Date: Sunday, January 03, 1999 12:14 AM Subject: Re: fuel pumps >All this talk on fuel pumps brings up a question I have had. Where can I >find an aftermarket fuel pump for FI. All the ones I have seen are for >carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor >and can be mounted outside the tank. > >Mike >(3.1L V6 Opel GT conversion) > > > From diy_efi-owner Sun Jan 3 11:56:38 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA27952 for diy_efi-outgoing; Sun, 3 Jan 1999 11:56:38 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailsorter-105.bryant.webtv.net (mailsorter-105.iap.bryant.webtv.net [209.240.198.95]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA27948 for ; Sun, 3 Jan 1999 11:56:37 -0500 Received: from mailtod-151.iap.bryant.webtv.net (mailtod-151.iap.bryant.webtv.net [209.240.198.215]) by mailsorter-105.bryant.webtv.net (8.8.8/ms.gso.08Dec97) with ESMTP id IAA14715; Sun, 3 Jan 1999 08:56:36 -0800 (PST) Received: (from production@localhost) by mailtod-151.iap.bryant.webtv.net (8.8.8/mt.gso.26Feb98) id IAA09852; Sun, 3 Jan 1999 08:56:36 -0800 (PST) X-WebTV-Signature: 1 ETAtAhQV9/KUCfNpnV1jZSSW+my3PHWYyQIVAJfWYGUmJUZS681TAxcVEv13RiMr From: Dodge1979@webtv.net (Roger Anderson) Date: Sun, 3 Jan 1999 10:56:35 -0600 (CST) To: diy_efi@efi332.eng.ohio-state.edu Subject: Fwd: Re: fuel pumps Message-ID: <16070-368FA143-489@mailtod-151.iap.bryant.webtv.net> Content-Disposition: Inline Content-Type: Multipart/Mixed; Boundary=WebTV-Mail-298361717-268 Content-Transfer-Encoding: 7Bit MIME-Version: 1.0 (WebTV) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu --WebTV-Mail-298361717-268 Content-Type: Text/Plain; Charset=US-ASCII Content-Transfer-Encoding: 7Bit Bosch offers several efi fuel pumps- --WebTV-Mail-298361717-268 Content-Disposition: Inline Content-Type: Message/RFC822 Content-Transfer-Encoding: 7Bit Received: from mailsorter-102.bryant.webtv.net (207.79.35.92) by postoffice-152.iap.bryant.webtv.net; Sun, 3 Jan 1999 08:48:30 -0800 (PST) Return-Path: Received: from esl.eng.ohio-state.edu (esl.eng.ohio-state.edu [128.146.90.233]) by mailsorter-102.bryant.webtv.net (8.8.8/ms.graham.14Aug97) with ESMTP id IAA15893; Sun, 3 Jan 1999 08:48:30 -0800 (PST) Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA27311 for diy_efi-outgoing; Sun, 3 Jan 1999 11:07:12 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA27307 for ; Sun, 3 Jan 1999 11:07:11 -0500 Received: from cen16176.centuryinter.net (ppp086.av.centuryinter.net [209.142.163.100]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id KAA19708; Sun, 3 Jan 1999 10:07:08 -0600 (CST) Message-Id: <3.0.3.32.19990103100248.006b8ec8@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Sun, 03 Jan 1999 10:02:48 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: fuel pumps Cc: "Mike Pilkenton" In-Reply-To: <01be36d4$daa585c0$3f7690d1@mpilkent.vt.edu> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu JEG'S 1-800-345-4545 At 08:52 PM 1/2/99 -0800, you wrote: >All this talk on fuel pumps brings up a question I have had. Where can I >find an aftermarket fuel pump for FI. All the ones I have seen are for >carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor >and can be mounted outside the tank. > >Mike >(3.1L V6 Opel GT conversion) > > > --WebTV-Mail-298361717-268-- From diy_efi-owner Sun Jan 3 12:08:59 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA28431 for diy_efi-outgoing; Sun, 3 Jan 1999 12:08:59 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA28427 for ; Sun, 3 Jan 1999 12:08:58 -0500 Received: from [204.132.128.5] (p5.Steamboat.dialup.csn.net [204.132.128.5]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id KAA04423 for mail_from ; Sun, 3 Jan 1999 10:06:39 -0700 Date: Sun, 3 Jan 1999 10:06:39 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: fuel pumps Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >JEG'S 1-800-345-4545 > >At 08:52 PM 1/2/99 -0800, you wrote: >>All this talk on fuel pumps brings up a question I have had. Where can I >>find an aftermarket fuel pump for FI. All the ones I have seen are for >>carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor >>and can be mounted outside the tank. >> >>Mike >>(3.1L V6 Opel GT conversion) >> >> >Kinsler Fuel Injection, Troy, Michigan, (248) 362-1145 stocks a wide >variety of them. Greg > From diy_efi-owner Sun Jan 3 12:57:59 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA29317 for diy_efi-outgoing; Sun, 3 Jan 1999 12:57:59 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hal-pc.org (hal-pc.org [204.52.135.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA29313 for ; Sun, 3 Jan 1999 12:57:58 -0500 Received: from hal-pc.org (206.180.129.250.dial-ip.hal-pc.org [206.180.129.250]) by hal-pc.org (8.9.1/8.9.0) with ESMTP id LAA00504 for ; Sun, 3 Jan 1999 11:57:56 -0600 (CST) Message-ID: <368FAFA3.6437E01D@hal-pc.org> Date: Sun, 03 Jan 1999 11:57:55 -0600 From: "Robert W. Hughes" Organization: BackYard Engineering X-Mailer: Mozilla 4.04 [en] (Win95; U) MIME-Version: 1.0 To: DIY_EFI List Subject: Re: 92 Corvette LT-1 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > In my opinion I think it would be best to get the GM service manuals for > both vehicles so you have an accurate schematic for both wiring > harness'....then start cutting...... If this idea appeals to you check out Alldata on the web. (http://www.alldata.com/) They offer a CD with service information mostly derived from the Helms manuals and one disc with coverage of two cars would cost about $50 as opposed to $80-$120 each for the Helms. They also have the advantage of being able to print pages of the drawings which you can then mark up without destroying your expensive manuals. -- Robert W. Hughes (Bob) BackYard Engineering Houston, Texas rwhughe@hal-pc.org From diy_efi-owner Sun Jan 3 13:04:07 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA29453 for diy_efi-outgoing; Sun, 3 Jan 1999 13:04:07 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo25.mx.aol.com (imo25.mx.aol.com [198.81.17.69]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA29449 for ; Sun, 3 Jan 1999 13:04:07 -0500 From: FHPREMACH@aol.com Received: from FHPREMACH@aol.com by imo25.mx.aol.com (IMOv18.1) id JWNCa15290 for ; Sun, 3 Jan 1999 13:03:03 -0500 (EST) Message-ID: Date: Sun, 3 Jan 1999 13:03:03 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: fuel pumps Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 224 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 9:49:17 PM Pacific Standard Time, mpilkent@ptw.com writes: << All this talk on fuel pumps brings up a question I have had. Where can I find an aftermarket fuel pump for FI. All the ones I have seen are for carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor and can be mounted outside the tank. Mike (3.1L V6 Opel GT conversion) >> I was at The NBAA (business jets and such) convention and talked to some people from Weldon Pump. They make some used on both normally aspirated and injected motors. They have a Motorsports Calogue, and have a number of big name racers running them. How about 180 gph at 100 psi? Very nice people to talk with. I talked with one of the engineers and he was saying that the big guys were running up around 200 psi for some of the efi racing systems. It was about a year and a half ago, but they are a big name in Aviation and other pumps. Rebuildable too. Hope the Area Codes are still good. But the address should be good. Might be a group buy situation in the making. My contact was Robert F. Milar Special Accounts Manager po box 46479 640 Golden Parkway Oakwood Village, Ohio 44146 Tel 904-797-7787 Fax 904-797-0205 Good luck, I had a 383 Opel Kadett years ago. Fred Harmon Fred Harmon Precision Machining. From diy_efi-owner Sun Jan 3 13:18:06 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA29784 for diy_efi-outgoing; Sun, 3 Jan 1999 13:18:06 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo18.mx.aol.com (imo18.mx.aol.com [198.81.17.8]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA29780 for ; Sun, 3 Jan 1999 13:18:05 -0500 From: FHPREMACH@aol.com Received: from FHPREMACH@aol.com by imo18.mx.aol.com (IMOv18.1) id VMWBa20553 for ; Sun, 3 Jan 1999 13:17:26 -0500 (EST) Message-ID: Date: Sun, 3 Jan 1999 13:17:26 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Voltage regulator Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 224 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 10:16:02 PM Pacific Standard Time, clarencewood@centuryinter.net writes: << Following this thread with great interest! What is PWM?? >> PMW is Pulse Width Modulation. In motor control it is fantastic. It is used for controlling speed and torque on motors. It is the backbone of the machining industry. We have motors with encoders that control the velocity of the tables on milling machines at exact speed to acurracies of 0.0001 inch or less and can achieve velocities from 0 to over 1000 inches a minute without losing position. Computer control allows three or more to be used to contour with accuracies stated before. All this with constantly varying load for the cut and the weight of the parts. Also used in printers and plotters. it is an on/off switch of the power at a constant (usually) voltage kind of like if you using a thermostat to keep a constant temperature in your house. Just a thermostat for speed or in this case, pressure. Simple idea but the control can be fantastic in use. Has anyone started on a pressure switch controlled PMW drive. I would love to play with it. Maybe even machine some parts if need be. Fred Harmon Fred Harmon Precision Machining From diy_efi-owner Sun Jan 3 15:06:49 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA30885 for diy_efi-outgoing; Sun, 3 Jan 1999 15:06:49 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id PAA30881 for ; Sun, 3 Jan 1999 15:06:49 -0500 Received: by fw-austin.austin.arm.com; id OAA18722; Sun, 3 Jan 1999 14:06:55 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma018720; Sun, 3 Jan 99 14:06:48 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id OAA17063; Sun, 3 Jan 1999 14:06:39 -0600 Message-ID: <368FD0B6.7FCD8AC2@arm.com> Date: Sun, 03 Jan 1999 14:19:02 -0600 From: Steve Ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: 92 Corvette LT-1 References: <368EB4D7.8C21A6DF@arm.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I know you're not supposed to followup your own posts, but I forgot to mention a couple things: For sure you'll want the schematics for both cars. I'd recommend buying both factory service manuals from Helm. Expensive, but not much compared with what you've already got in it (and what's left to spend...) I have an Alldata CD and personally I'm not impressed. If I were doing it again I'd put the money towards a Helm manual. Other people like the Alldata CD, though. Also, you may want to look at the TPI/TBI engine swapping manual from Jags that run (www.jagsthatrun.com) It's aimed at putting EFI engines into older non-EFI cars but it has some good words on wiring. Some good advice that the JTR book had was make the engine think it's in the original car as much as possible. That means using all the accessories and sensors from the original car (even things like the charcoal cannister). That reduces the amount of hacking you have to do on the harness. Sit down with both schematics and figure out all the wiring in advance. I typed it all into a spreadsheet. Then take it outside and start cutting. --steve > > I have a 92 Camaro that had a v-6 in it, I recently purchased a 92 Corvette > > LT-1 motor with both computers (the ECM, and the CCM ). My big problem is > > figuring out how to wire the new motor. I know of a few aftermarket companies > > that sell wiring harnesses, but they are pretty expensive and I don't know if > > I really need them because I have the stock Corvette harness. I am also > > curious if I need to disable the VATS or can I wire it up to the module > > currently in my 92 Camaro? Any advice would be greatly appreciated. -- Steve Ravet sravet@arm.com Advanced Risc Machines, INC www.arm.com From diy_efi-owner Sun Jan 3 15:18:40 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA31054 for diy_efi-outgoing; Sun, 3 Jan 1999 15:18:40 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from accessone.com (root@blaze.accessone.com [198.68.191.19]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA31050 for ; Sun, 3 Jan 1999 15:18:39 -0500 Received: from seasteel.perkinscoie.com (seasteel.perkinscoie.com [209.168.2.2]) by accessone.com (8.8.5/8.8.5/PIH) with SMTP id MAA27109 for ; Sun, 3 Jan 1999 12:17:52 -0800 (PST) Received: from seamail.perkinscoie.com by seasteel.perkinscoie.com via smtpd (for mailhost.accessone.com [198.68.191.19]) with SMTP; 3 Jan 1999 20:17:51 UT Received: (private information removed) Message-ID: <7F57DC2D45ADD11196B700A0C99B56320146258A@seamail.perkinscoie.com> From: "Stowe, Ted-SEA" To: diy_efi@efi332.eng.ohio-state.edu Subject: RE: corvairs????? Date: Sun, 3 Jan 1999 12:18:05 -0800 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2232.9) Content-Type: text/plain; charset="iso-8859-1" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu funny you mention this, I am thinking of buying a 67' corvair and I was thinking about this. there are the tube manifold adapters that would allow you to run a tbi system. otherwise you might need the '140 hp heads and then you might be able to drill holes for injectors. Clark's sells 140 heads as well as I think corvair underground. I would think a gm v-6 system would do the trick. something of the same or slightly larger displacement. Ted. -----Original Message----- From: Aaron Willis [mailto:darkmonahue@awwwsome.com] Sent: Sunday, January 03, 1999 12:11 AM To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: corvairs????? Roger Anderson wrote: > Anbody know of someone who might have adapted an efi system for a > corvair engine? > rog > > bucks, we just ran out of time... Er, check some 'Vair pages on the web...I've seen one that was turbo'd, intercooled etc. If you want to go big money, try TWM - they have throttle bodies in the Weber IDA-3 pattern. Porsche Bosch componentry might also be available slightly cheaper(?) if you can find used. Good Luck! Aaron From diy_efi-owner Sun Jan 3 15:25:49 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA31209 for diy_efi-outgoing; Sun, 3 Jan 1999 15:25:49 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id PAA31205 for ; Sun, 3 Jan 1999 15:25:49 -0500 Received: by fw-austin.austin.arm.com; id OAA18761; Sun, 3 Jan 1999 14:25:55 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma018759; Sun, 3 Jan 99 14:25:16 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id OAA17170; Sun, 3 Jan 1999 14:25:07 -0600 Message-ID: <368FD50B.CCF5790@arm.com> Date: Sun, 03 Jan 1999 14:37:31 -0600 From: Steve Ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: "diy_efi@efi332.eng.ohio-state.edu" Subject: PICs and X-10 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu This is way off topic so if you can help me please reply privately. I'm helping my brother-in-law with a project using PIC microcontrollers along with X-10 home automation stuff. Specifically I want to use a PIC to control a TW523 interface module. I know there are PIC experts and probably X-10 experts here, if you're one please get back to me. Thanks, --steve -- Steve Ravet sravet@arm.com Advanced Risc Machines, INC www.arm.com From diy_efi-owner Sun Jan 3 16:12:53 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA32080 for diy_efi-outgoing; Sun, 3 Jan 1999 16:12:53 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from m28.boston.juno.com (m28.boston.juno.com [205.231.101.186]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA32076 for ; Sun, 3 Jan 1999 16:12:53 -0500 Received: (from cosmic.ray@juno.com) by m28.boston.juno.com (queuemail) id DX3NJ3VD; Sun, 03 Jan 1999 16:12:05 EST To: diy_efi@efi332.eng.ohio-state.edu, cosmicray@provide.net Date: Sun, 3 Jan 1999 13:59:21 -0500 Subject: Re: Voltage regulator Message-ID: <19990103.170910.4814.4.Cosmic.Ray@juno.com> References: <19990103012040.4426.qmail@hotmail.com> X-Mailer: Juno 1.49 X-Juno-Line-Breaks: 0,2-12,14-25,27-38,43-44,47-49 From: cosmic.ray@juno.com (Raymond C Drouillard) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 02 Jan 1999 17:20:40 PST "Bill the arcstarter" writes: >It was written: > >>>Using PWM control is better yet, as it does NOT reduce the peak >>>voltage/torque at all - it just modulates it. PWM control on a DC >>>type motor reduces speed without APPRECIABLY reducing torque. >> >>To claim that there is not enough inductance in the motor windings to >>smooth out the highs and lows of the PWM voltage notches is living in >>dreamland or a sign of having ingested too much egg-nog!! > >Actually you can (and will) instantaneously change the voltage across an >inductor (motor winding) w/o an instantaneous change in the current. >Nothing in physics says otherwise. > >I suppose the question is one of *what* damages the motor - rapid force >oscillations (caused by rapid changes in current - something which is >limited/prevented by the self-inductance of the windings) or some form >of (?) dielectric breakdown across the windings caused by rapid voltage >fluctuations... ? > >The big boys do use specially insulated magnet wire on the larger (1-10 >hp) motors designed specifically for use with chopper drives. I'm not >sure if a smaller motor (like a fuel pump) would care one way or the other. > >If you build such a chopper - be sure to include a flyback or snubber >circuit to prevent your fet/transistor from going POOF due to the >inductive kickback. :-) > >-Bill >(building a 10000 watt phase controlled SCR driver for my stick >welder) >Wanna know how to turn OFF an SCR? See my page: >http://www.geocities.com/CapeCanaveral/Hangar/6160/hvtank/hvtank.html I would take a lesson from the switching regulater designs. Put a diode across the source that'll be reverse biased when the "chopper" transister is on. When the transister turns off, the energy stored in the inductor would forward bias the diode. That way, the current will decay more slowly and not produce the inductive "kick". Also, I would use a high frequency. That way, the current wouldn't decay much when the transister is turned off. This would reduce the amplitude of the mechanical vibrations. Ray Drouillard ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] From diy_efi-owner Sun Jan 3 16:14:17 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA32125 for diy_efi-outgoing; Sun, 3 Jan 1999 16:14:17 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from wolfenet.com (root@smtp1.wolfenet.com [207.178.61.5]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA32120 for ; Sun, 3 Jan 1999 16:14:16 -0500 Received: from gonzo.wolfenet.com (orin@gonzo.wolfenet.com [204.157.98.2]) by wolfenet.com (8.8.8/8.8.8) with ESMTP id NAA18845 for ; Sun, 3 Jan 1999 13:14:15 -0800 (PST) From: Orin Eman Received: (from orin@localhost) by gonzo.wolfenet.com (8.8.3/8.7) id NAA23656 for diy_efi@efi332.eng.ohio-state.edu; Sun, 3 Jan 1999 13:14:14 -0800 (PST) Message-Id: <199901032114.NAA23656@gonzo.wolfenet.com> Subject: Re: fuel pumps To: diy_efi@efi332.eng.ohio-state.edu Date: Sun, 3 Jan 1999 13:14:14 -0800 (PST) In-Reply-To: <006d01be3739$37730160$ae184d0c@king> from "Jon Fedock" at Jan 3, 99 11:50:25 am X-Mailer: ELM [version 2.4 PL23] Content-Type: text Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > BMW, Ford (some), and VW/Audi all use external high pressure pumps. I am > using one from a VW on my TPI Trans Am with no starvation problems. YMMV Only some Audi. The 5000/200 series use an in-tank pump (it _can_ be R&R'd from the trunk tho'). Orin. From diy_efi-owner Sun Jan 3 16:44:16 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA32746 for diy_efi-outgoing; Sun, 3 Jan 1999 16:44:16 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from MNSi.Net (e450.mnsi.net [206.48.122.98]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id QAA32742 for ; Sun, 3 Jan 1999 16:44:14 -0500 Received: (uucp@localhost) by MNSi.Net (SMI-8.6/SMI-SVR4) id QAA10519 for ; Sun, 3 Jan 1999 16:38:28 -0500 Received: from dyn208-28-61-30.cha.mnsi.net(208.28.61.30) by e450.mnsi.net via smap (V2.0) id xma010464; Sun, 3 Jan 99 21:38:23 GMT Message-Id: <3.0.6.32.19990103164832.007e0b50@in.mnsi.net> X-Sender: israels@in.mnsi.net X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.6 (32) Date: Sun, 03 Jan 1999 16:48:32 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: todd israels Subject: Re: Voltage regulator In-Reply-To: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 01:17 PM 1/3/99 EST, you wrote: >In a message dated 1/2/99 10:16:02 PM Pacific Standard Time, >clarencewood@centuryinter.net writes: > ><< Following this thread with great interest! What is PWM?? >> > >PMW is Pulse Width Modulation. In motor control it is fantastic. It is used >for controlling speed and torque on motors. It is the backbone of the >machining industry. We have motors with encoders that control the velocity of >the tables on milling machines at exact speed to acurracies of 0.0001 inch or >less and can achieve velocities from 0 to over 1000 inches a minute without >losing position. Computer control allows three or more to be used to contour >with accuracies stated before. All this with constantly varying load for the >cut and the weight of the parts. Also used in printers and plotters. >it is an on/off switch of the power at a constant (usually) voltage kind of >like if you using a thermostat to keep a constant temperature in your house. >Just a thermostat for speed or in this case, pressure. Simple idea but the >control can be fantastic in use. Has anyone started on a pressure switch >controlled PMW drive. I would love to play with it. Maybe even machine some >parts if need be. > >Fred Harmon >Fred Harmon Precision Machining > > I have also been following this thread. Yes PWM is a great way to control a motor, especialy if accuracy in speed or position is required. This would be of great advantage if the return line to the tank can be eliminated by using PWM and a presure sensor. There was a control modual mentioned that droped 2.4 volt at low throtel openings and could be made very simply with 3 or 4 rectifier diodes in series and a NC (so failure wont cause fule starvation) relay contact. Energize relay at low throtel openings. To activate use a microcontroler or a simple opamp 1:1 for isolation and low load and a second opamp as a comparitor to trigger. On an unEFI note Fred do you have a simple motor speed controler that has PWM output and +10,-10 volt signal input? This is for personel experimentation with a Galil Motion card(scraped due to bad axis) and cheap DC motors and surplus encoders. Simple and cheap are the main objectives, to leave more resources availabe for program development. Todd Israels From diy_efi-owner Sun Jan 3 16:51:53 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA00092 for diy_efi-outgoing; Sun, 3 Jan 1999 16:51:53 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from MNSi.Net (ns1.mnsi.net [206.48.122.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id QAA00088 for ; Sun, 3 Jan 1999 16:51:52 -0500 Received: (uucp@localhost) by MNSi.Net (SMI-8.6/SMI-SVR4) id QAA12593 for ; Sun, 3 Jan 1999 16:46:07 -0500 Received: from dyn208-28-61-30.cha.mnsi.net(208.28.61.30) by e450.mnsi.net via smap (V2.0) id xma012528; Sun, 3 Jan 99 21:45:47 GMT Message-Id: <3.0.6.32.19990103165613.007e6100@in.mnsi.net> X-Sender: israels@in.mnsi.net X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.6 (32) Date: Sun, 03 Jan 1999 16:56:13 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: todd israels Subject: Re: EFI on a Dodge 318 In-Reply-To: <3.0.5.32.19990102232940.0091a100@localhost> References: <19990103024140.28410.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Did Dodge not use EFI on late 80's pickups and cant that be put on an older engige or swap entire engine? I dont know Dodge maybe you do have to reinvent the wheel. If you have room to the front of the engine you can swap in a Viper engine?(yes I know VERY $$ and hard to find at least in Ontario Canada) From diy_efi-owner Sun Jan 3 17:14:03 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA00556 for diy_efi-outgoing; Sun, 3 Jan 1999 17:14:03 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.lig.bellsouth.net (mail2.lig.bellsouth.net [205.152.0.56]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA00552 for ; Sun, 3 Jan 1999 17:14:03 -0500 Received: from n5xmt (host-209-214-60-20.int.bellsouth.net [209.214.60.20]) by mail2.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id RAA15053 for ; Sun, 3 Jan 1999 17:13:23 -0500 (EST) Message-Id: <4.1.19990103171206.00951480@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sun, 03 Jan 1999 17:13:38 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: EFI on a Dodge 318 In-Reply-To: <3.0.6.32.19990103165613.007e6100@in.mnsi.net> References: <3.0.5.32.19990102232940.0091a100@localhost> <19990103024140.28410.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 04:56 PM 1/3/99 -0500, you wrote: > Did Dodge not use EFI on late 80's pickups and cant that be put on an >older engige or swap entire engine? I dont know Dodge maybe you do have to >reinvent the wheel. If you have room to the front of the engine you can >swap in a Viper engine?(yes I know VERY $$ and hard to find at least in >Ontario Canada) > The problem with Chrysler EFI is the computers are potted and sealed... No chip to replace... Makes it kind of hot-rodder or custom unfriendly. Not sure if the 383 was ever injected though... (or what, if any, EFI parts would swap from a 360 or 318) =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sun Jan 3 17:19:16 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA00644 for diy_efi-outgoing; Sun, 3 Jan 1999 17:19:16 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from MNSi.Net (e450.mnsi.net [206.48.122.98]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id RAA00640 for ; Sun, 3 Jan 1999 17:19:15 -0500 Received: (uucp@localhost) by MNSi.Net (SMI-8.6/SMI-SVR4) id RAA19939 for ; Sun, 3 Jan 1999 17:13:29 -0500 Received: from dyn208-28-61-30.cha.mnsi.net(208.28.61.30) by e450.mnsi.net via smap (V2.0) id xma019889; Sun, 3 Jan 99 22:13:20 GMT Message-Id: <3.0.6.32.19990103172408.007f0cb0@in.mnsi.net> X-Sender: israels@in.mnsi.net X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.6 (32) Date: Sun, 03 Jan 1999 17:24:08 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: todd israels Subject: Re: Chemical warfare In-Reply-To: <4.1.19981231120524.00937140@mail.lig.bellsouth.net> References: <3.0.3.32.19981231104035.006adaec@mail.ot.centuryinter.net> <3.0.32.19981231040720.0069f2f8@pop.ricochet.net> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 12:12 PM 12/31/98 -0500, you wrote: >At 10:40 AM 12/31/98 -0600, you wrote: >> The FBI has set up a system where they scan all, I repeat, ALL, e-mail >>messages looking for *key words*. When their system finds one of the key >>words they begin an investigation of the individual who sent the e-mail, as >>well as those who received the mail. As an aside note: when the *hackers* >>found out about this, they liberated the key word list from the FBI and >>flooded the net with messages that contained one or more of the key words. > >Actually, the FBI has better things to do with their time. > >As for EFI content, I now have a 68HC11EVB sitting here... any suggestions >on where to start to make it a controller? (Maybe for a lawnmower first >then work my way up to the bigger stuff!) > >Later, >DAve > >=========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. >=========================================================== > This has been done by several aftermarket ECM manufacturers including a member in Australia that designed and sold a system of this type. Unfortunetly I doubt they will share much helpful information but they might since these systems are getting old and have or will be replaced with a new generation. On a more helpful note assighen I/O to devices and sensors, T chosen sensors to exsisting ones and monitor and data log these devices. I perfer Boneyard sensors that are easily replaceable at any parts store. This step is optional but should provied a good learning experince, Write your software and compare under driving conditions with factory EFI system. When all is done and working a simple batch fire or throtle body system simmaler to GM up to about 93 should be possible. I first got my 68HC11 Board for this purpose but got impatiant to drive the car and a Quadrajet was so easy and quick. Please keep me and most probably the rest of the list updated on your progress. Todd Israels From diy_efi-owner Sun Jan 3 18:06:02 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA01457 for diy_efi-outgoing; Sun, 3 Jan 1999 18:06:02 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bo.nznet.gen.nz (ns1.nznet.gen.nz [203.167.232.34]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA01448 for ; Sun, 3 Jan 1999 18:05:59 -0500 Received: from amiga3k (max2-ak26.nznet.gen.nz [203.98.35.91]) by bo.nznet.gen.nz (8.8.7/8.8.8) with SMTP id MAA13911 for ; Mon, 4 Jan 1999 12:22:39 +1300 Date: 04 Jan 99 12:00:02 +1200 From: "Tom Parker" Subject: Re: SV: oops... (was Re: Nology) To: "Roland Johansson" In-Reply-To: <081582138110319MAILSRV1@bip.net> Message-ID: <769.673T115T7201738@nznet.gen.nz> MIME-Version: 1.0 Content-type: text/plain; charset=us-ascii Content-transfer-encoding: 7bit X-Mailer: THOR 2.5a (Amiga;TCP/IP) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Roland Johansson wrote: >First it didn't show up in my mind but when thinking of this >idea a drawback appeared to me. All the welding helmets I been >looking thruu (two) are having a big green filter, looks like >that might be a problem. But why not have a LCD showing the >plate number and turning it off when a flash appear? >Hm, have to go to my fathers house and make a close examination >of his helmet in the evening That's a good idea! However, in this part of the world, I would expect to get nicked for it. The police won't be very impressed with a number plate that obviously isn't reflective and is probably designed to avoid them... -- Tom Parker - tparker@nznet.gen.nz - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Sun Jan 3 18:06:00 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA01453 for diy_efi-outgoing; Sun, 3 Jan 1999 18:06:00 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA01447 for ; Sun, 3 Jan 1999 18:05:59 -0500 Received: from [204.132.128.2] (p2.Steamboat.dialup.csn.net [204.132.128.2]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id QAA03624 for mail_from ; Sun, 3 Jan 1999 16:05:56 -0700 Date: Sun, 3 Jan 1999 16:05:56 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Voltage regulator Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >> > I have also been following this thread. Yes PWM is a great way to control >a motor, especialy if accuracy in speed or position is required. This >would be of great advantage if the return line to the tank can be >eliminated by using PWM and a presure sensor. > > Todd Israels > There was a thread a couple of months ago, on this subject--some auto mfgrs. are now beginning to do exactly this, although, I am quite certain, mostly in the interest of less parts and less fuel line, together with lower evap emissions potential, rather than in the interest of a better system. I would maintain that it would be BEST to use PWM control of the fuel pump TOGETHER WITH a mechanical pressure regulator. Belt AND suspenders approach, but it would maintain some circulation of fuel through the system (so as to keep it cool and purged of any vapor) as well as allowing extremely accurate, consistent function of the mechanical fuel pressure regulator. Regards, Greg From diy_efi-owner Sun Jan 3 18:30:16 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA01900 for diy_efi-outgoing; Sun, 3 Jan 1999 18:30:16 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA01896 for ; Sun, 3 Jan 1999 18:30:15 -0500 Received: from [204.132.128.2] (p3.Steamboat.dialup.csn.net [204.132.128.3]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id QAA03992 for mail_from ; Sun, 3 Jan 1999 16:30:12 -0700 Date: Sun, 3 Jan 1999 16:30:12 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: EFI on a Dodge 318 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > Did Dodge not use EFI on late 80's pickups and cant that be put on an >older engige or swap entire engine? I dont know Dodge maybe you do have to >reinvent the wheel. If you have room to the front of the engine you can >swap in a Viper engine?(yes I know VERY $$ and hard to find at least in >Ontario Canada) I think he's already up to using a 383 ("B" big block). These and the "RB"s (raised deck) went away I think in '76 or so, before EFI. A 383 (or better yet a 413/426/440 RB) is so far superior to a 318/340/360 as to be almost funny. Have not heard a lot of noise one way or the other yet, but I have not heard of many V-10's in things like boats yet. Nor have I seen any Moparts aftermarket advertising for V-10's. The fact that the same folks are resurrecting the elephant (426 Hemi) prolly speaks pretty powerfully to which block is the better one!! I would almost bet that you could acquire a new Hemi for the same money as a low mileage Viper motor!! May well be close to the same story for a low mileage V-10 truck motor!! And I know EXACTLY how I would choose to spend the loot if it were me doing it!!! If nothing else is at hand, I am sure that Blower Drive Service could whistle up an intake set up for (port) injectors for a B (or an RB) engine. But watch it, the manifold for an RB is wider on account of the higher decks. Yes, manifold spacers are commonly available. But I have never seen any "unspacers"!! Maybe someone who specializes in rescuing and deprogramming "Moonies" could help with this, though! :-) Regards, Greg From diy_efi-owner Sun Jan 3 19:26:07 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA02586 for diy_efi-outgoing; Sun, 3 Jan 1999 19:26:07 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (root@mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id TAA02582 for ; Sun, 3 Jan 1999 19:26:06 -0500 Received: from [204.132.128.1] (p1.Steamboat.dialup.csn.net [204.132.128.1]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id RAA20218 for mail_from ; Sun, 3 Jan 1999 17:23:43 -0700 Date: Sun, 3 Jan 1999 17:23:43 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: SV: oops... (was Re: Nology) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Roland Johansson wrote: > >>First it didn't show up in my mind but when thinking of this >>idea a drawback appeared to me. All the welding helmets I been >>looking thruu (two) are having a big green filter, looks like >>that might be a problem. But why not have a LCD showing the >>plate number and turning it off when a flash appear? >>Hm, have to go to my fathers house and make a close examination >>of his helmet in the evening > >That's a good idea! However, in this part of the world, I would expect to get >nicked for it. The police won't be very impressed with a number plate that >obviously isn't reflective and is probably designed to avoid them... Nope, I like the idea of shining a light, filtered through a filter same color as one of the major plate colors, and mottled, at the plate, and triggering the light on, plus a delay on, either with a radar detector or a the flash, or maybe the flash detection as a back-up to the radar detector (belt and suspenders again)! Might not need the mottling of the light if, for instance with a white on green plate, the filtered light could make the white numbers look just as green as the green field of the plate to the black and white film in the camera! But it seems as though if you mottled the light in the two colors of the plate, it would get virtually impossible to read the numbers off the film! Maybe a light filtered with a rotating filter giving alternation between the two colors. or two alternating strobes, one filtered to match each of the major colors of the plate could wash out the film the best. Regards, Greg > >-- >Tom Parker - tparker@nznet.gen.nz > - http://www.geocities.com/MotorCity/Track/8381/ From diy_efi-owner Sun Jan 3 20:00:37 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA03147 for diy_efi-outgoing; Sun, 3 Jan 1999 20:00:37 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from vesuve.globetrotter.net (vesuve.globetrotter.net [142.169.1.81]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA03143 for ; Sun, 3 Jan 1999 20:00:36 -0500 Received: from globetrotter.qc.ca (ts1-30.f2002.quebectel.com [142.169.160.100]) by vesuve.globetrotter.net (8.8.5/8.8.5) with ESMTP id UAA09223; Sun, 3 Jan 1999 20:00:32 -0500 (EST) Message-ID: <368FF2E1.5DBB0942@globetrotter.qc.ca> Date: Sun, 03 Jan 1999 17:44:56 -0500 From: H Villemure Organization: Memoire Vive X-Mailer: Mozilla 4.5 (Macintosh; I; PPC) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Water Injection Thread References: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19981229232502.00917100@localhost> <4.1.19981230004618.00958c90@mail.lig.bellsouth.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Thank you Dave, this is pretty impressive on a V engine with single turbo. Did they come with T03 turbos? What turbine and compressor trims? Also, I would like to know if they had a symmetric exhaust manifold? Else I would not put big money on the car's lifetime? > A Stock (FACTORY) Grand national will whip out mid 13's in 70 degree > weather on factory tires... this is on 17PSI boost > They are 3.8L (231 CI) > Factory rated them at 245 HP, 330 Lb/Ft torque... A factory car on a dyno > was putting 245HP at the rear wheels! > That made crank HP about 300. > For very few dollars (Bypass the catalytic converter, new chip and better > tires) the GN's would nail high 12 second 1/4 mile times at 106-107MPH... > For $1000, you could have low 12's. > This is all with a 3500 Lb car!!! > > Lawrence Conley of Humble, TX took his 86GN and got it running 9.90's. > Factory block, forged pistons, ported/polished heads, bigger cam, bigger > turbo etc... And it was as streetable as the day it was bought (Except > getting in and out of the roll cage was a pain!) > His last TR, an 83 regal with a stage II 4.1L V6 was 1200+ HP, and ran a > best of 7.83 @ 178MPH in the 1/4 mile... all on a single turbo, no Nitrous, > and on 117 octane VP C16 racing fuel. > > Later, > Dave -- Helene V. ___________________ "If it ain't broke, make it faster" Celica Supra 1982 & 1983 Owners of the great Celica Supra cars welcome to mk2@onelist.com :) From diy_efi-owner Sun Jan 3 20:42:47 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA03698 for diy_efi-outgoing; Sun, 3 Jan 1999 20:42:47 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo21.mx.aol.com (imo21.mx.aol.com [198.81.17.65]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA03694 for ; Sun, 3 Jan 1999 20:42:46 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo21.mx.aol.com (IMOv18.1) id ONHPa25632 for ; Sun, 3 Jan 1999 20:41:52 +1900 (EST) Message-ID: <5f2dfafb.36901c60@aol.com> Date: Sun, 3 Jan 1999 20:41:52 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Water Injection Thread Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/3/99 8:06:59 PM Eastern Standard Time, memvive@globetrotter.qc.ca writes: > > this is pretty impressive on a V engine with single turbo. Did they come > with T03 turbos? What turbine and compressor trims? Also, I would like > to know if they had a symmetric exhaust manifold? Else I would not put > big money on the car's lifetime? > From diy_efi-owner Sun Jan 3 20:53:10 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA03825 for diy_efi-outgoing; Sun, 3 Jan 1999 20:53:10 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from snowcrest.net (mtshasta.snowcrest.net [207.201.33.195]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA03821 for ; Sun, 3 Jan 1999 20:53:09 -0500 Received: from default (bttyDa.redding.snowcrest.net [209.232.213.11]) by snowcrest.net (8.8.5/8.8.5) with SMTP id RAA10793 for ; Sun, 3 Jan 1999 17:53:06 -0800 (PST) Message-Id: <3.0.3.32.19990103174708.00e685b0@snowcrest.net> X-Sender: javer96@snowcrest.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Sun, 03 Jan 1999 17:47:08 -0800 To: diy_efi@efi332.eng.ohio-state.edu From: Vance Rose Subject: Re: Engine book In-Reply-To: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 11:39 PM 1/2/1999 EST, you wrote: >Jerry, > I work in Pacoima Ca., but I don't want to make you waste your time driving >to loan a book to a stranger. If you think the book is worth it I will order >it from a catalogue so I can have a copy of it for my small, but growing >library of car stuff. I am currently waiting for a couple of books I ordered >from Summit Racing. One of them is from JTR (Jaguars That Run) I guess they >specialize in that sort of thing too. I appreciate the offer though (and if I >can't find one I might take you up on it after all). >Jeff > >Hi All Jtr has several book available. Can order direct. They also have a webb page with info on their books. Just do a webb search for jtr. Vance From diy_efi-owner Sun Jan 3 20:55:53 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA03888 for diy_efi-outgoing; Sun, 3 Jan 1999 20:55:53 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo13.mx.aol.com (imo13.mx.aol.com [198.81.17.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA03884 for ; Sun, 3 Jan 1999 20:55:52 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo13.mx.aol.com (IMOv18.1) id OSWBa05340 for ; Sun, 3 Jan 1999 20:55:28 +1900 (EST) Message-ID: Date: Sun, 3 Jan 1999 20:55:28 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Water Injection Thread Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Yep, don't have one, but have played with chips for a number of friends, and It's very impressive when a 3700 lb family car with air conditioning, power windows, power sunroof (you get the idea) can drive to the drag strip, bolt on a set of stickies and turn 10's. That's with a big turbo, bigger intercooler and injectors, but that's still pretty impressive. The Buick V6 (pushrod, 2 valve) engine is really a work horse. BTW, they have a 'sort of' stainless tube header arrangement. .I believe the stock turbo was a T3.. The web site has tons of info at: http://ni.umd.edu/gnttype/www/ Mike V > > this is pretty impressive on a V engine with single turbo. Did they come > with T03 turbos? What turbine and compressor trims? Also, I would like > to know if they had a symmetric exhaust manifold? Else I would not put > big money on the car's lifetime? > From diy_efi-owner Sun Jan 3 21:08:10 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA04127 for diy_efi-outgoing; Sun, 3 Jan 1999 21:08:10 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from smtp.thegrid.net (smtp.thegrid.net [209.162.1.11]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id VAA04123 for ; Sun, 3 Jan 1999 21:08:09 -0500 Received: (qmail 23805 invoked from network); 4 Jan 1999 02:08:07 -0000 Received: from pop.thegrid.net (209.162.1.5) by smtp.thegrid.net with SMTP; 4 Jan 1999 02:08:07 -0000 Received: from i857176 (oak-ts1-h2-48-228.ispmodems.net [209.162.48.228]) by pop.thegrid.net (8.9.1a/8.9.1) with SMTP id SAA21663 for ; Sun, 3 Jan 1999 18:08:06 -0800 (PST) Message-Id: <4.1.19990103174459.00951aa0@mail.thegrid.net> Message-Id: <4.1.19990103174459.00951aa0@mail.thegrid.net> X-Sender: i857176@mail.thegrid.net (Unverified) X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sun, 03 Jan 1999 17:45:54 -0800 To: diy_efi@efi332.eng.ohio-state.edu From: Al Lipper Subject: Plans for complete EFI system now online (ECU6) Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu have recently completed a near-final phase of a throttle-body EFI system. It is a complete adaptive learning system for which I have provided schematics, PC board layout and software. I'm also interested in other's feedback and ideas. Anyway, you can check it out at: http://members.aol.com/ALIPPER/ Al From diy_efi-owner Sun Jan 3 21:38:58 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA04731 for diy_efi-outgoing; Sun, 3 Jan 1999 21:38:58 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail1.lig.bellsouth.net (mail1.lig.bellsouth.net [205.152.0.55]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA04727 for ; Sun, 3 Jan 1999 21:38:57 -0500 Received: from n5xmt (host-209-214-60-20.int.bellsouth.net [209.214.60.20]) by mail1.lig.bellsouth.net (8.8.8-spamdog/8.8.5) with SMTP id VAA07883 for ; Sun, 3 Jan 1999 21:38:13 -0500 (EST) Message-Id: <4.1.19990103213227.0095e9d0@mail.lig.bellsouth.net> X-Sender: n5xmt@mail.lig.bellsouth.net X-Mailer: QUALCOMM Windows Eudora Pro Version 4.1 Date: Sun, 03 Jan 1999 21:38:37 -0500 To: diy_efi@efi332.eng.ohio-state.edu From: "David A. Cooley" Subject: Re: Water Injection Thread In-Reply-To: <368FF2E1.5DBB0942@globetrotter.qc.ca> References: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19981229232502.00917100@localhost> <4.1.19981230004618.00958c90@mail.lig.bellsouth.net> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 05:44 PM 1/3/99 -0500, you wrote: >Thank you Dave, > >this is pretty impressive on a V engine with single turbo. Did they come >with T03 turbos? What turbine and compressor trims? Also, I would like >to know if they had a symmetric exhaust manifold? Else I would not put >big money on the car's lifetime? > I think the factory was a variant of the T03, but can't remember for sure. I believe the exhaust housing was a .60 or .62 A/R. The exhaust manifolds were "kind of" tubular headers... Fairly equal length runners. In stock trim and modified with chips, boost cranked up, cooler thermostat etc, they will run 150,000 miles with no problems (If they are well maintained)... According to the man that designed the GN engine (Bernard Santavy) the engine was built to handle 600HP reliably. Later, Dave =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Sun Jan 3 21:47:30 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA04963 for diy_efi-outgoing; Sun, 3 Jan 1999 21:47:30 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail.sunbeach.net (mail.admbml.com [205.214.199.253]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id VAA04956 for ; Sun, 3 Jan 1999 21:47:28 -0500 Received: from default [209.198.225.248] by mail.sunbeach.net (SMTPD32-4.06) id AAED7D3013C; Sun, 03 Jan 1999 21:43:57 EST Message-Id: <3.0.3.32.19990103224846.0070cab8@mail.sunbeach.net> X-Sender: edwards@mail.sunbeach.net X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.3 (32) Date: Sun, 03 Jan 1999 22:48:46 -0400 To: diy_efi@efi332.eng.ohio-state.edu From: Pedro Haynes Subject: TurboS In-Reply-To: <368B9C3D.9B360760@lucent.com> References: <3.0.5.32.19981231092603.0091c6d0@localhost> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I am truing to find some Nissan Zparts Any one know where to find the Z18 turbo, or the head manifolds, and turbo or the whole engine? Pedro. From diy_efi-owner Sun Jan 3 21:59:01 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA05280 for diy_efi-outgoing; Sun, 3 Jan 1999 21:59:01 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost1.attcanada.net (mailhost1.attcanada.net [206.191.82.42]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA05275 for ; Sun, 3 Jan 1999 21:59:00 -0500 Received: from d192-cg101h2-clgr-pdi.attcanada.net ([142.194.123.192]) by mailhost1.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990104015435.BIJ20616@d192-cg101h2-clgr-pdi.attcanada.net> for ; Mon, 4 Jan 1999 01:54:35 +0000 Received: by d192-cg101h2-clgr-pdi.attcanada.net with Microsoft Mail id <01BE3753.DF8FA960@d192-cg101h2-clgr-pdi.attcanada.net>; Sun, 3 Jan 1999 20:01:38 -0700 Message-ID: <01BE3753.DF8FA960@d192-cg101h2-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Voltage regulator Date: Sun, 3 Jan 1999 19:10:21 -0700 Encoding: 39 TEXT, 58 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Industrial speed controller are available off the shelf that have an analog input to control output speed. If anyone is interested I could get the part/model #'s, we use them at work to control a 24Vdc blower motor but they work just fine @ 14V. ---------- From: Clarence L.Snyder[SMTP:clare.snyder.on.ca@ibm.net] Sent: January 2, 1999 2:05 PM To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator David A. Cooley wrote: > > At 04:55 AM 1/2/99 -0600, you wrote: > >How about using a big pump and cutting the voltage when all that > >capacity is not required? Will the pump last longer, etc.??? > > > > That would be almost as bad as overvoltage... Under voltage can kill them > as well. > =========================================================== > David Cooley N5XMT Internet: N5XMT@bellsouth.net > Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 > I am Pentium of Borg...division is futile...you will be approximated. > =========================================================== Actually, no. An AC motor is definitely sensitive to low voltage, for various reasons. A DC motor does NOT suffer this way. A 24 volt motor will run on 12 volts virtually forever, as long as the load placed on it does not cause it to overload and overheat, or most dangerous, stall. Using PWM control is better yet, as it does NOT reduce the peak voltage/torque at all - it just modulates it. PWM control on a DC type motor reduces speed without APPRECIABLY reducing torque.This "chopper" type control, with feedback, could be used to control fuel pressure as accurately as the current vacuum modulated spring type regulators - if you can also control "bypass" to avoid vapour problems. begin 600 WINMAIL.DAT M>)\^(B8#`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D`' ``0```!8```!213H@5F]L=&%G92!R96=U;&%T;W(````"`7$` M`0```!8````!OC>'8=<17V^MHS\1TKZ<1$535 `````>`!X,`0````4```!3 M3510`````!X`'PP!````& ```&UP:6-C:6]N:4!A='1C86YA9&$N;F5T``,` M!A!S>LN%`P`'$%H%```>``@0`0```&4```!)3D154U1224%,4U!%141#3TY4 M4D],3$5205)%059!24Q!0DQ%3T9&5$A%4TA%3$942$%42$%614%.04Y!3$]' M24Y055143T-/3E123TQ/551055134$5%1$E&04Y93TY%25-)``````(!"1 ! M````VP4``-<%``#<"0``3%I&=6V(1&C_``H!#P(5`J@%ZP*#`% "\@D"`&-H M"L!S970R-P8`!L,"@S(#Q0(`<')"<1'B?,C4U`H '"H$-L0M@;F,'8+< M@BP)@'F!O#= @=&@> M8&IS'W!L'T)A!4 1@':/'F$#H !P!T!O9R +@.1P=05 =&\=AA\0(7"[(6(= M,RX<8!]A;1XP%05 =P6P:R&:82 RH#169&,@`F!O)K!O M!< $8"&@!_,8U4;SG_,\N09&EY7PW :4!!@2D:X#(N"?!G-L!H:;QO+1/ (" V0 F M=3U/<3C.=6)J+Y$_;S/+4KIE1@/F!%%+!- M*X O,B\\H2U:,$I@,":0(X!U3.X^_D@I0!XP!N A<1RP"X A()DHH&)I(2 A M8&UP()%;'7$A<'12$A]B=D?U=W\?<""Q'? ?\U"X-P`*L&-L:70J8"/1;BF@ M2%%QQ'5I%Z$_(%<#$%3R_R614L(+8"KQ%S :H 20)I#Q$@)/)B'F%L!& J\5M8@"D081UP7,%O('!RQ50%+EX0("!5') >$==4 M!C<``Z!K5Z5M6E=

\FL!WP*\9-P#UAOV+/8]\?9%5:5V7I2_1,A4XU6'\U MP&7I'( D(3=Q1$$% 3! `D (@(\)^9B%P`Q!>`E 35Z)<(G#]+U%X M!W!"X2,`82]U'W8ONW<_"H5!+Z \`!WP>2:0RU:P(Q!!`Z!!0RF%(]'_#;$+ M@%9 '\ J8!&P`(%3@6( "('-Y M@5-+X'GF9&\'DD]GL',>=0W0'A$?8"/1=V%Y/WYR*,!3\RF$"H5RPW)U^P.@ M<9$Q$>!4`@0@3! `(/MX\WS295UQ)I!1' A*.((7]'%Z%U-/';)7-^$&M]%D?T M+RFQ5Q#W'F%15D C$(Q:<9$HH'ZQ5E#_'4 *A2F4 MCO0$(!TT`_ ?8 %1LD%04%)%0TEP04),68[D4X.0XRYK6W CT2(1<&]S4 20 M(O\*A91R'88FD99Q*Q =45SP_VM )I DU%PA)N$=<"&I0?] > M4G,*A0#0_5- Q&%19[A-,$%0/\>D%- <&&25AUP'3 %$%.2[YH"2&<$ M()&Q9@J%4!)?0F<'0&FP(<,A*P+U8*A1;!`*JP``,`$! ``````P`1$ $```! ```#T``0````4```!213H@`````*E; ` end From diy_efi-owner Sun Jan 3 21:59:45 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA05310 for diy_efi-outgoing; Sun, 3 Jan 1999 21:59:45 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost2.attcanada.net (mailhost2.attcanada.net [206.191.82.43]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA05305 for ; Sun, 3 Jan 1999 21:59:44 -0500 Received: from d192-cg101h2-clgr-pdi.attcanada.net ([142.194.123.192]) by mailhost2.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990104015519.BMCY8233@d192-cg101h2-clgr-pdi.attcanada.net> for ; Mon, 4 Jan 1999 01:55:19 +0000 Received: by d192-cg101h2-clgr-pdi.attcanada.net with Microsoft Mail id <01BE3753.FA35DDC0@d192-cg101h2-clgr-pdi.attcanada.net>; Sun, 3 Jan 1999 20:02:23 -0700 Message-ID: <01BE3753.FA35DDC0@d192-cg101h2-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: EFI on a Dodge 318 Date: Sun, 3 Jan 1999 19:46:39 -0700 Encoding: 42 TEXT, 58 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Try Liberty Gear just outside Detroit for A833 parts, Joe carries parts for just about any 4 spd. ---------- From: Bill the arcstarter[SMTP:arcstarter@hotmail.com] Sent: January 2, 1999 7:35 PM To: diy_efi@esl.eng.ohio-state.edu; frederic.breitwieser@xephic.dynip.com Subject: Re: EFI on a Dodge 318 Frederic Breitwieser wrote: >>Sounds like an A-833 trans. Ever had one apart? Mine needs >>synchros... > >Nope, just had the top cover off and peered inside, and can visually >see the bent forks. its that bad. but, it shifts, and hopefully its >repairable without too much effort. If the forks/syncro's are not >available, which they should be considering how many years this >tranny was available, I might go syncro-less. Though it is a truck, >not a race car. Any chance you just need forks? The forks can be replaced w/o pulling the trans apart! >I've found that to be with Chryslers in general. I've found ZERO >dodge trucks in the five or six junkyards that I frequent - and on a >trip to Raleigh in the beginning of the month I found a few and >scavanaged parts I needed - like the brake cables for the parking >brake. Yea, same here. I got my bellhousing from Binghamton, NY and I live in Ohio. The yards around here had ZERO and the best they could do was get one via locator for $250! Robbery! I ended up paying $60 for the one from NY. I consider myself lucky at that price. Apparently there are yards in the New England area with loads of moparts... -Bill ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com begin 600 WINMAIL.DAT M>)\^(A<#`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D# $````%```` M4TU44 `````>`!\,`0```!@```!M<&EC8VEO;FE 871T8V%N861A+FYE= `# M``80V_1>]@,`!Q"Y! ``'@`($ $```!E````5%)93$E"15)464=%05)*55-4 M3U544TE$141%5%)/251&3U)!.#,S4$%25%,L2D]%0T%24DE%4U!!4E131D]2 M2E535$%"3U5404Y9-%-01"TM+2TM+2TM+2U&4D]-.D))3$Q42 `````"`0D0 M`0```+8%``"R!0``F0D``$Q:1G7D'Y>H_P`*`0\"%0*H!>L"@P!0`O()`@!C M: K $%(8!N'* T('-P9 PN( J% M"HML:3$X@C "T6DM,30T#?#G#- D@PM9,38*H -@$]#Z8P5 +2:G"HN)B8,@B!"LP,0`R!T:!Y "L!C$\ #'X$$D%M33510.KDK^$!H M)D `P ,0+@6@_&U=)T\H709@`C ICRJ;6DH`<'4*P!R@,A_ ,0(Y,T @-SHS M-2#,4$TN;RA=5&\PKRJ;D&1I>5\-P&E !Y #+@`)\&@'K #\&,'D"UQ>&5P.0`Z8&0Z>0,`<"X2,_\O?G5B M3FHF838?*IM293ZP16Q&21W0`Z!A'E $<&>='D S) `BKR.S,S8E)Y\;U2C( M.A0K4#J8('!-X 20"8!^( N 'A(?P$_2 M(" #H';_! `RL"N '*!'%A&P3M$KP?<L 0@*[#O.6!3`$G0 M24%B'? ?P!ZQ?G,Y``& '[%/TBV@3>!FOG51TE/A1Q87H JP:4D`/P)@'D # M\"NP(;).\&\@=&UU$7 @#<$704E!2;=/L"NR4V,O3 (#8"<$(,\*P$KQ)D!' M%F%V+>%7POT?P'<[<5D`*[$0A@ M'81+$E-42I'_8W!:!5$S7=%780M@9=!)X/1W+UBP<%9A7H(*A4ZSRTD"2C0A M1JU))TF 'M&?1\%4%$[P7<)8$B!#3$#_$[!7X%^!"X!B4 GP!) '0$-9@FX( M6D523T<'9.]!!V!;FMY"Q%4!4#P[3GQ<0I04S$M M3\-!$V (^P4@;N)2!T ZH&.R$KL5LA M6Q)TU/MS90?"11J@&H%ZH1>@04#_;U,7,$G0!"!Y<0J%!& ?<]M,@4'\+2MB M0?Q?FZ^]H> N+:E!_T,.%6(R$K 7)B8*A1;!`*: ```#`! 0``````,`$1 ` M````0 `',*#6Z4.,-[X!0 `(,*#6Z4.,-[X!'@`]``$````%````4D4Z( `` $``! 4P`' ` end From diy_efi-owner Sun Jan 3 22:37:04 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA06162 for diy_efi-outgoing; Sun, 3 Jan 1999 22:37:04 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo12.mx.aol.com (imo12.mx.aol.com [198.81.17.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA06158 for ; Sun, 3 Jan 1999 22:37:03 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo12.mx.aol.com (IMOv18.1) id OAORa04796 for ; Sun, 3 Jan 1999 22:33:31 +1900 (EST) Message-ID: <34336918.3690368b@aol.com> Date: Sun, 3 Jan 1999 22:33:31 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: TurboS Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 236 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/3/99 9:51:16 PM Eastern Standard Time, edwards@mail.sunbeach.net writes: << Any one know where to find the Z18 turbo, or the head manifolds, and turbo or the whole engine? >> Yep... are you near Cleveland, Ohio, USA? Have friend that sells used import engines.. Usually has the Nissan turbo stuff in stock.. What year is it?? Mike From diy_efi-owner Sun Jan 3 23:07:43 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id XAA06547 for diy_efi-outgoing; Sun, 3 Jan 1999 23:07:43 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from users.qual.net (users.qual.net [209.57.253.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id XAA06543 for ; Sun, 3 Jan 1999 23:07:42 -0500 Received: from gderian (pm6-27.dial.qual.net [205.212.2.27]) by users.qual.net (8.9.1/8.9.1) with SMTP id XAA22132 for ; Sun, 3 Jan 1999 23:07:39 -0500 (EST) Message-ID: <000301be3797$48726b00$1b02d4cd@gderian> From: "Gary Derian" To: Subject: Re: Water Injection Thread Date: Sun, 3 Jan 1999 22:39:13 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu A couple thoughts: Transmissions only see torque. Power ratings are not technically correct. If someone is rating a trans for power, find out the rpm range and calculate the torque they really mean. The only effect power has is to heat up the lube. An oil cooler can fix that problem. Usually its the output side that breaks when in 1st gear due to the torque multiplication. Intercoolers are great for cooling compressed intake air resulting in higher mass flow. Water injection is great for its anti-detonation qualities. Use both! A heavy flywheel absorbs torque when the car is accelerating, especially in the lower gears. This reduces the stress in the transmission. It also smooths the torque which also helps. But don't dump the clutch, here the flywheel weight hurts the trans. I think a soft clutch is a great way to save transmissions. 180 degree headers on a V-6? Wouldn't routing each bank into a turbo (3 into 1) result in 120 deg and every other pulse into each turbo? Same for intake. AWD is really great for low traction conditions and year-round driving. Rear wheel drive with a mid engine and sticky tires should be nearly as good on dry pavement with way less complexity. How and where do you drive? Gary Derian From diy_efi-owner Mon Jan 4 00:55:11 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id AAA07750 for diy_efi-outgoing; Mon, 4 Jan 1999 00:55:11 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (root@mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id AAA07744 for ; Mon, 4 Jan 1999 00:55:10 -0500 Received: from [204.132.128.3] (p3.Steamboat.dialup.csn.net [204.132.128.3]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id WAA27900 for mail_from ; Sun, 3 Jan 1999 22:52:43 -0700 Date: Sun, 3 Jan 1999 22:52:43 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Water Injection Thread Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >A couple thoughts: > >Transmissions only see torque. Power ratings are not technically correct. >If someone is rating a trans for power, find out the rpm range and calculate >the torque they really mean. The only effect power has is to heat up the >lube. An oil cooler can fix that problem. Usually its the output side that >breaks when in 1st gear due to the torque multiplication. > >Intercoolers are great for cooling compressed intake air resulting in higher >mass flow. Water injection is great for its anti-detonation qualities. Use >both! > >A heavy flywheel absorbs torque when the car is accelerating, especially in >the lower gears. This reduces the stress in the transmission. It also >smooths the torque which also helps. But don't dump the clutch, here the >flywheel weight hurts the trans. I think a soft clutch is a great way to >save transmissions. > >180 degree headers on a V-6? Wouldn't routing each bank into a turbo (3 >into 1) result in 120 deg and every other pulse into each turbo? Same for >intake. > >AWD is really great for low traction conditions and year-round driving. >Rear wheel drive with a mid engine and sticky tires should be nearly as good >on dry pavement with way less complexity. How and where do you drive? > >Gary Derian All true, in theory, but what I said about using a light flywheel and crank stands, especially if you are using sticky tires, and especially for racing. Most tranny failures are caused by impact loading, which happens when flywheel inertia hits the gears against good traction on the other end of things if the driver is the least bit careless with the clutch. A soft clutch can keep you from finishing--and would therefore be a poor choice, at least in my estimation. Plus, a lightweight flywheel and crank means a MUCH quicker car, which is what racing is all about! If you doubt the bit about inertia loading being the thing which will break a driveline, try driving a semi with a lowboy trailer with a piece of heavy equipment on board sometime--with a GCVW in the 100K range. A Cummins 855, and even more emphatically a KT-6 or a Cat 3406 could never be accused of being low rotating inertia engines, there are obvious gobs of traction available in this sort of a case, and it is as easy as sneezing to shuck teeth off of ring gears or shear a driveline on this kind of a rig! To the point that most competent drivers of such rigs only touch the clutch when starting out from rest, and never touch the throttle when touching the clutch! It is just way too easy to get real expensive repair bills any other way!! Regards, Greg From diy_efi-owner Mon Jan 4 02:07:24 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id CAA08248 for diy_efi-outgoing; Mon, 4 Jan 1999 02:07:24 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sal.awwwsome.com (sal.awwwsome.com [206.155.34.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id CAA08244 for ; Mon, 4 Jan 1999 02:07:22 -0500 Received: from awwwsome.com ([206.155.34.113]) by sal.awwwsome.com (Post.Office MTA v3.1 release PO203a ID# 0-34763U2500L250S0) with ESMTP id AAA10343 for ; Sun, 3 Jan 1999 23:05:21 -0800 Message-ID: <369067DB.FA7B32F3@awwwsome.com> Date: Sun, 03 Jan 1999 23:04:00 -0800 From: Aaron Willis X-Mailer: Mozilla 4.08 [en] (Win16; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Water Injection Thread References: <000301be3797$48726b00$1b02d4cd@gderian> Content-Type: multipart/alternative; boundary="------------50B958DAB5410CD9DA92E805" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu --------------50B958DAB5410CD9DA92E805 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Gary Derian wrote: > A couple thoughts: > > Transmissions only see torque. Power ratings are not technically correct. > If someone is rating a trans for power, find out the rpm range and calculate > the torque they really mean. The only effect power has is to heat up the > lube. An oil cooler can fix that problem. Usually its the output side that > breaks when in 1st gear due to the torque multiplication. > > Just a note: considering the torque curve of your engine might not be a bad idea when selecting a transmission. When BMC (or whoever they were at that point) converted the old (!) B-series engine for diesel use, they began breaking transmissions due to the high cyclic torque output of the engine - in other words, the torque was powerful enough at low RPM to break things because it was applied in a few strong, slow, individual pulses, not in many weaker pulses as a gasoline engine would to produce the same torque output at a higher RPM. Just my two cents Aaron --------------50B958DAB5410CD9DA92E805 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit  

Gary Derian wrote:

A couple thoughts:

Transmissions only see  torque.  Power ratings are not technically correct.
If someone is rating a trans for power, find out the rpm range and calculate
the torque they really mean.  The only effect power has is to heat up the
lube.  An oil cooler can fix that problem.  Usually its the output side that
breaks when in 1st gear due to the torque multiplication.
 
 

Just a note: considering the torque curve of your engine might not be a bad idea when selecting a transmission.  When BMC (or whoever they were at that point) converted the old (!) B-series engine for diesel use, they began breaking transmissions due to the high cyclic torque output of the engine - in other words, the torque was powerful enough at low RPM to break things because it was applied in a few strong, slow, individual pulses, not in many weaker pulses as a gasoline engine would to produce the same torque output at a higher RPM.

Just my two cents

Aaron --------------50B958DAB5410CD9DA92E805-- From diy_efi-owner Mon Jan 4 02:39:05 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id CAA08594 for diy_efi-outgoing; Mon, 4 Jan 1999 02:39:05 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hotmail.com (f133.hotmail.com [207.82.251.12]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id CAA08588 for ; Mon, 4 Jan 1999 02:39:04 -0500 Received: (qmail 9180 invoked by uid 0); 4 Jan 1999 07:38:32 -0000 Message-ID: <19990104073832.9179.qmail@hotmail.com> Received: from 161.142.78.71 by www.hotmail.com with HTTP; Sun, 03 Jan 1999 23:38:32 PST X-Originating-IP: [161.142.78.71] From: "Khoo Teck-Khoon" To: diy_efi@efi332.eng.ohio-state.edu Subject: Injector Duty Monitor Date: Sun, 03 Jan 1999 23:38:32 PST Mime-Version: 1.0 Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I've searched the archives but could not find anything relevant. I am interested to make my own injector duty monitor..sort of like the air/fuel ratio..Can this be done? I am not very familiar with electronics, but I've seen similar products. Therefore, I hope that anyone of you super geniuses can help me. In Malaysia, I couldn't find such a product. And to import it in would cost me an arm and leg due to the import duties. Thank you. Regards tkkhoo@hotmail.com ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com From diy_efi-owner Mon Jan 4 04:09:59 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id EAA09610 for diy_efi-outgoing; Mon, 4 Jan 1999 04:09:59 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from host.kenelec.com.au (host.kenelec.com.au [203.27.242.5]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id EAA09606 for ; Mon, 4 Jan 1999 04:09:56 -0500 Received: from stuart.kenelec.com.au (stuart [203.27.242.104]) by host.kenelec.com.au (8.8.8/SCO5) with SMTP id TAA10741 for ; Mon, 4 Jan 1999 19:08:33 +1000 (EST) Date: Mon, 4 Jan 1999 19:08:33 +1000 (EST) Message-Id: <199901040908.TAA10741@host.kenelec.com.au> X-Sender: stuart@host.kenelec.com.au X-Mailer: Windows Eudora Pro Version 2.1.2 Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: Stuart Bunning Subject: Re: Injector Duty Monitor Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I have not tried but would be interested in the results. You can get digital multimeters that have a duty cycle input this should work and not cost much. Some multimeters have a dwell for checking ignition dwell/points gap which may work for injectors???? If anyone has this type of multimeter one could they try it for us.. At 11:38 PM 3/1/99 PST, you wrote: >I've searched the archives but could not find anything relevant. I am >interested to make my own injector duty monitor..sort of like the >air/fuel ratio..Can this be done? I am not very familiar with >electronics, but I've seen similar products. Therefore, I hope that >anyone of you super geniuses can help me. In Malaysia, I couldn't find >such a product. And to import it in would cost me an arm and leg due to >the import duties. Thank you. > >Regards >tkkhoo@hotmail.com > >______________________________________________________ >Get Your Private, Free Email at http://www.hotmail.com > Best Regards, STUART BUNNING SALES ENGINEER KENELEC PTY LTD 23-25 REDLAND DRIVE MITCHAM VICTORIA 3132 AUSTRALIA PHONE: 61 3 9873 1022 FAX: 61 3 9873 0200 EMAIL: stuart@kenelec.com.au WEB: http://www.kenelec.com.au/ From diy_efi-owner Mon Jan 4 05:17:44 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id FAA10315 for diy_efi-outgoing; Mon, 4 Jan 1999 05:17:44 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hinoc-eu02.hitachi-eu.com (gatekeeper.hitachi-eu.com [194.131.190.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id FAA10310 for ; Mon, 4 Jan 1999 05:17:43 -0500 Received: from mimesweeper.hitachi-eu.com by hinoc-eu02.hitachi-eu.com (8.9.1a/3.7Whinoc-eu02) id KAA17896; Mon, 4 Jan 1999 10:01:14 GMT Received: from HELIMA.hitachi-eu.com (unverified [193.39.225.224]) by mimesweeper.hitachi-eu.com (Integralis SMTPRS 2.04) with SMTP id ; Mon, 04 Jan 1999 10:18:24 +0000 Received: from ccMail by HELIMA.hitachi-eu.com (IMA Internet Exchange 2.12 Enterprise) id 00044E92; Mon, 4 Jan 1999 10:17:05 +0000 MIME-Version: 1.0 Date: Mon, 4 Jan 1999 09:51:51 +0000 Message-Id: <00044E92.4094@hitachi-eu.com> From: dhigh@hitachi-eu.com (David-HMSE Higham) Subject: Re[2]: Drive by wire and the wish to survive the experience. To: diy_efi@efi332.eng.ohio-state.edu Content-Type: text/plain; charset=ISO-2022-JP Content-Transfer-Encoding: 7bit Content-Description: cc:Mail note part Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Some general points/ideas. Sensor diagnostics - Generally sensor failures are detected either hi and lo range, when out of range a fail count is started. When this count equals a defined limit then a sensor hard fault is set, and a default value is substituted. If the sensor value goes back into range then a recovery count is started, when this equals a limit then the sensor has recovered, the hard fault is cleared and sensor value is used again. Other features are usually incorporated such as limiting the number of hard faults per mission and storing faults to E2PROM etc. DBW safety - The 5v to wiper seems like a good idea, I will give that a try! On a DBW (Drive By Wire), the ECU would have calc'd the demanded throttle position. If the TPS is deemed failed, then I assume the ECU would enter some limp home mode (reduced power etc), and as stated below, would uses MAF and RPM to estimate TPS for continued safety checking. Just to confirm DBW uses a Driver demand signal from the pedal, uses this to calc throttle position set via a stepper motor, with TPS used as feedback. (No throttle cable present.)?????? Sensor Sampling - Somebody inquired general sensor sampling rates. The sensors can be slip into fast and slow sampling (posibly medium also.) Coolant temp for example would be a slow sample >100ms where as MAF and MAP would be much faster <10ms (could be speed dependant). It generally depands on the control loop within which these sensors are used. Any comments? Cheers, Dave ______________________________ Reply Separator _________________________________ Subject: Re: Drive by wire and the wish to survice the experience. Author: "David A. Cooley" at Internet-hel Date: 31/12/98 15:48 At 03:36 PM 12/31/98 -0500, you wrote: >It would kill both sides, but your control circuit would know >*immediately* that there was a failure. Any setup, with any >number of levels of redundancy, can *still* fail. The key point >then is that you be able to *know* it's failed. An ordinary TPS >setup gives you no such luxury; this slight change does, with >almost no extra hardware. There's nothing to stop you from running >dual (triple, quad, etc) TPSs as well, depending how much >redundancy you need, as opposed to failsafe, which is what I said >this trick does. (Though personally I'd consider an LVDT on the >throttle cable as backup instead, in my experience they're more >reliable.) Actually, the TPS does have a way of knowing there is a failure... In the cal, they program max hi and min low voltages that are valid... If the TPS input falls outside this range, it disables TPS, and estimates TPS from MAF or MAT and RPM etc. Later, Dave =========================================================== David Cooley N5XMT Internet: N5XMT@bellsouth.net Packet: N5XMT@KQ4LO.#INT.NC.USA.NA T.A.P.R. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== From diy_efi-owner Mon Jan 4 05:22:48 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id FAA10357 for diy_efi-outgoing; Mon, 4 Jan 1999 05:22:48 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from wcpes.x-link.ml.org (wcpes.x-link.ml.org [163.195.20.11]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id FAA10353 for ; Mon, 4 Jan 1999 05:22:45 -0500 Received: from REDXCH.WCAPE.GOV.ZA (redxch.wcape.gov.za [164.151.115.34]) by wcpes.x-link.ml.org (8.8.5/8.8.5) with ESMTP id MAA01095 for ; Mon, 4 Jan 1999 12:22:14 +0200 (SAT) Message-Id: <199901041022.MAA01095@wcpes.x-link.ml.org> Received: from REDXCH/SpoolDir by REDXCH.WCAPE.GOV.ZA (Mercury 1.43); 4 Jan 99 12:21:20 +0200 Received: from SpoolDir by REDXCH (Mercury 1.43); 4 Jan 99 12:20:55 +0200 From: "Georg Lerm" Organization: RED CROSS CHILDRENS HOSPITAL To: diy_efi@efi332.eng.ohio-state.edu Date: Mon, 4 Jan 1999 12:20:52 GMT-2 MIME-Version: 1.0 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7BIT Subject: Re: Injector Duty Monitor Priority: normal In-reply-to: <199901040908.TAA10741@host.kenelec.com.au> X-mailer: Pegasus Mail for Win32 (v2.54) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hi I have some time ago posted a file to the ftp site in the incoming directory.The name of the file is pwmeter.zip It measures the on time of the injector in milliseconds to 0.1 ms resolution if I remember correctly.Resolution could be increased. If somebody is willing to give me some idea or specification or an example of what needs to be measured, I could change the code to do this. Is this referenced to rpm or is it just the on versus off time of the injector. Regards Georg Georg Lerm Chief Technician Clinical Engineering Red Cross Hospital Cape Town South Africa Tel. +27 21 658-5120 Fax. +27 21 658-5120 From diy_efi-owner Mon Jan 4 05:29:46 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id FAA10411 for diy_efi-outgoing; Mon, 4 Jan 1999 05:29:46 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from MAILSRV2 ([62.20.92.106]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id FAA10407 for ; Mon, 4 Jan 1999 05:29:45 -0500 Received: from Rolle.telia.com - 212.209.3.183 by bip.net with Microsoft SMTPSVC; Mon, 4 Jan 1999 11:28:58 +0100 From: "Roland Johansson" To: Subject: SV: fuel pumps Date: Mon, 4 Jan 1999 10:34:34 +0100 X-MSMail-Priority: Normal X-Priority: 3 X-Mailer: Microsoft Internet Mail 4.70.1161 MIME-Version: 1.0 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Message-ID: <005df5828100419MAILSRV2@bip.net> Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu The european Audis use both an intank pump to feed and a high pressure pump outside the tank. Might have been changed for later cars. Roland Johansson Scirocco 1,6l TIC -82 > > BMW, Ford (some), and VW/Audi all use external high pressure pumps. I am > > using one from a VW on my TPI Trans Am with no starvation problems. YMMV > > Only some Audi. The 5000/200 series use an in-tank pump (it _can_ > be R&R'd from the trunk tho'). > > Orin. From diy_efi-owner Mon Jan 4 06:22:28 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id GAA11262 for diy_efi-outgoing; Mon, 4 Jan 1999 06:22:28 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from titanic.navigate.se (root@titanic.navigate.se [193.14.193.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id GAA11257 for ; Mon, 4 Jan 1999 06:22:25 -0500 Received: from dialup-13.navigate.se by titanic.navigate.se with smtp (Smail3.1.29.1 #3) id m0zx92z-000G1aC; Mon, 4 Jan 99 13:23 GMT+0100 Message-ID: <3691224D.6181@navigate.se> Date: Mon, 04 Jan 1999 12:19:25 -0800 From: Jan Wännman X-Mailer: Mozilla 3.0 (Win16; I) MIME-Version: 1.0 To: diy_efi@esl.eng.ohio-state.edu Subject: schematic program Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: 8bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hi ! I´m looking for a good and cheap scematic program, I have noticed in some of uploaded files that there are a lot differet schematic programs ourund, so what do you suggest ?? Anything running under Linux maybe? / Janne -- ----------------------------------------- Janne Wännman http://www.navigate.se/~janne/janne.htm _________________________________________ From diy_efi-owner Mon Jan 4 08:42:58 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id IAA12372 for diy_efi-outgoing; Mon, 4 Jan 1999 08:42:58 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from cannon.ecf.utoronto.ca (root@cannon.ecf.utoronto.ca [128.100.8.5]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id IAA12368 for ; Mon, 4 Jan 1999 08:42:57 -0500 Received: from localhost by cannon.ecf.utoronto.ca with SMTP id <2371>; Mon, 4 Jan 1999 08:42:55 -0500 Date: Mon, 4 Jan 1999 08:42:52 -0500 From: Wen Yen Chan X-Sender: chanwe@skule.ecf To: Greg Hermann Subject: Re: Voltage regulator In-Reply-To: <781.673T1501T653172@nznet.gen.nz> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hello, In most of the DC motor drive circuits I've played with the only filtering between the controller and the motor was there to cut down the RFI. Generally the inductance of the motor coils and the inertia of the rotor is enough to smooth out the pulsations. Due to the coil inductance and the freewheeling diodes the current through the motor is fairly constant (at a given setting) even though the input voltage may be turning on and off. The average current through the motor's coils is roughly (the average input voltage - the back EMF)/(DC coil resistance). The magnitude of the ripple (pk-pk) is roughly ((Peak input voltage)-(back EMF)-(average current)*(DC coil resistance))/(2*(switching freq)*inductance). The back EMF is proportional to speed and motor flux. On Sun, 3 Jan 1999, Tom Parker wrote: > Greg Hermann wrote: > > >>At 01:55 PM 1/2/99 -0500, you wrote: > >> > >>> > >>>Hence, the proper answer of PWM. > >> > >>Exactly! > >>The pump still sees full voltage, it just has it for a limited time! > > >C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL > >voltage on and off rapidly. As I said, you want good smoothing of the > >output, cuz the rapid pulsing IS what will dissassemble the windings! > > Won't the smoothing system turn it into a lower constant voltage? If you have > enough capacatance across it, it will just average out the pulses. > > Or do you mean not this much smoothing, but enough to take the sharp edges of > the transitions between on and off? > > > -- > Tom Parker - tparker@nznet.gen.nz > - http://www.geocities.com/MotorCity/Track/8381/ > > From diy_efi-owner Mon Jan 4 08:46:43 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id IAA12422 for diy_efi-outgoing; Mon, 4 Jan 1999 08:46:43 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from cannon.ecf.utoronto.ca (root@cannon.ecf.utoronto.ca [128.100.8.5]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id IAA12418 for ; Mon, 4 Jan 1999 08:46:42 -0500 Received: from localhost by cannon.ecf.utoronto.ca with SMTP id <2379>; Mon, 4 Jan 1999 08:46:33 -0500 Date: Mon, 4 Jan 1999 08:46:26 -0500 From: Wen Yen Chan X-Sender: chanwe@skule.ecf To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator In-Reply-To: <3.0.1.32.19981231094734.01584c78@smtp.cybersol.com> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hello, Jacobs electronics manufactures a product called the AccuVolt. I think they have a model rated @ 100 A with an adjustable output (9-16 volts). The device is a regulated switching p.s. On Thu, 31 Dec 1998, Barry Tisdale wrote: > Any electronics gurus out there familiar w/ voltage boosters / regulators? There's a manufacturer out there specializing in aftermarket parts for turbo cars that sells an adjustable voltage regulator that will supply 12-16v (@ up to 40a) from a battery source of 8-12v, to boost the stock fuel pump output. > > Any idea what circuitry is involved? The price of this gadget is $250 or so, which probably means you could put it together for $50 (?). If the stock pump is not up to the needs of a hopped up engine, this seems like a neat gadget. > > Barry > From diy_efi-owner Mon Jan 4 09:02:27 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA12601 for diy_efi-outgoing; Mon, 4 Jan 1999 09:02:27 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from qnx.com (qnx.com [198.53.31.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA12597 for ; Mon, 4 Jan 1999 09:02:26 -0500 Received: (from pford@localhost) by qnx.com (8.8.8/8.8.8) id JAA02261; Mon, 4 Jan 1999 09:02:23 -0500 Date: Mon, 4 Jan 1999 09:02:23 -0500 From: Pat Ford To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Water Injection Thread In-Reply-To: <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 6 Jan 1990, Frederic Breitwieser wrote: > Date: Sat, 06 Jan 1990 21:53:59 -0500 > From: Frederic Breitwieser > To: diy_efi@efi332.eng.ohio-state.edu > Subject: Water Injection Thread > > Greetings, > BIG snip of very interesting stuff > > A cheesy knock sensor schematic leached off the web fed a third input to > the op-amp circuit so if the engine knocked, it alky'd itself just to be > sure detonation was squashed, squashed, squashed. do you rememberwhere to find this schematic ?? > > Frederic Breitwieser > Fairfield County CT > http://www.xephic.dynip.com/ > 1989 500cid Twin-Turbo HMMV > 1993 Supercharged Lincoln Continental > 1973 460cid Lincoln Continental > 1975 Dodge D200 3/4 Ton Club Cab > 2000 Buick Twin-Turbo GTP (in progress) > > "Forced Induction as a Way of Life!" > > > Pat Ford email: pford@qnx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 From diy_efi-owner Mon Jan 4 09:30:52 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA13098 for diy_efi-outgoing; Mon, 4 Jan 1999 09:30:52 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from tcemail.indy.tce.com (inet-gw.indy.tce.com [157.254.232.6]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA13094 for ; Mon, 4 Jan 1999 09:30:51 -0500 Received: from indyglobal.indy.tce.com ([157.254.93.122]) by tcemail.indy.tce.com (8.8.8/8.8.3) with ESMTP id JAA19529 for ; Mon, 4 Jan 1999 09:30:50 -0500 (EST) Received: by indyglobal.indy.tce.com with Internet Mail Service (5.5.2232.9) id ; Mon, 4 Jan 1999 09:30:53 -0500 Message-ID: <5D6B33A38300D211AC9B00609748B226FF507C@tceis3.indy.tce.com> From: Jemison Richard To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Water Injection Thread Date: Mon, 4 Jan 1999 09:30:47 -0500 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2232.9) Content-Type: text/plain; charset="iso-8859-1" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Header tuning is done to help scavenge the cylinder and ensure a clean fresh charge. Turbo charging does the same thing by increasing the pressure at the intake side. The turbine on the exhaust side represents a restriction. If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust is going to help move the gases through the pipes any faster or better. You could make the turbine less restrictive but this is tuning the turbo to higher rpms with more lag time on the bottom end. Most turbine kits have fairly short runs to maintain as much heat as possible (the realm of turbos is the realm of thermodynamics). It is the energy of the exhaust gases that drives the turbine. So, short runs, even insulate the pipes to retain as much heat as possible. On the back side of the turbo, make the exhaust pipe as large as you like! Also turbine housings determine the characteristics of the turbo. Larger housings produce higher HP by passing more exhaust gas allowing the compressor charge to purge the cylinder but can leave a hole on the bottom end as there is a lag in changing the speed of the turbo. Smaller turbine housings are much more responsive and can change compressor speed much more quickly but can become restrictive at higher rpms. this is the reason some cars have multiple turbos. To cover holes on the bottom while providing the necessary volume at the top end. If your application can produce max hp with a single turbo while at the same time not experiencing lag on the bottom end, money spent on multiple turbos is wasted money. On the other hand, if you can only obtain max volume with a setup that leaves a lag at the bottom end, it is possible the only recourse will be 2 (or more) turbos. Quick recap: A good turbine combination is the marriage of the right compressor with the right turbine housing. compressor must be large enough to supply sufficient volume of air required at max rpm The turbine determines how fast the compressor spins. Bigger turbine housings will flow more exhaust gases but will take longer to change the speed of the turbo (expecially at low low rpms) Smaller turbine housings will flow less exhaust gas but will spin up much faster (no bottom end hole). There is no advantage to be gained by trying to "tune" the exhaust by either pipe length or pipe matching at collectors. Good luck! Rick > -----Original Message----- > From: Gary Derian [SMTP:gderian@cybergate.net] > Sent: Sunday, January 03, 1999 10:39 PM > To: diy_efi@efi332.eng.ohio-state.edu > Subject: Re: Water Injection Thread > > A couple thoughts: > > Transmissions only see torque. Power ratings are not technically > correct. > If someone is rating a trans for power, find out the rpm range and > calculate > the torque they really mean. The only effect power has is to heat up the > lube. An oil cooler can fix that problem. Usually its the output side > that > breaks when in 1st gear due to the torque multiplication. > > Intercoolers are great for cooling compressed intake air resulting in > higher > mass flow. Water injection is great for its anti-detonation qualities. > Use > both! > > A heavy flywheel absorbs torque when the car is accelerating, especially > in > the lower gears. This reduces the stress in the transmission. It also > smooths the torque which also helps. But don't dump the clutch, here the > flywheel weight hurts the trans. I think a soft clutch is a great way to > save transmissions. > > 180 degree headers on a V-6? Wouldn't routing each bank into a turbo (3 > into 1) result in 120 deg and every other pulse into each turbo? Same for > intake. > > AWD is really great for low traction conditions and year-round driving. > Rear wheel drive with a mid engine and sticky tires should be nearly as > good > on dry pavement with way less complexity. How and where do you drive? > > Gary Derian > From diy_efi-owner Mon Jan 4 09:32:01 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA13125 for diy_efi-outgoing; Mon, 4 Jan 1999 09:32:01 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (root@mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA13121 for ; Mon, 4 Jan 1999 09:32:00 -0500 Received: from [204.132.128.1] (p1.Steamboat.dialup.csn.net [204.132.128.1]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id HAA06474 for mail_from ; Mon, 4 Jan 1999 07:29:28 -0700 Date: Mon, 4 Jan 1999 07:29:28 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Water Injection Thread Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Gary Derian wrote: > >> A couple thoughts: >> >> Transmissions only see torque. Power ratings are not technically correct. >> If someone is rating a trans for power, find out the rpm range and calculate >> the torque they really mean. The only effect power has is to heat up the >> lube. An oil cooler can fix that problem. Usually its the output side that >> breaks when in 1st gear due to the torque multiplication. >> >> > >Just a note: considering the torque curve of your engine might not be a >bad idea >when selecting a transmission. When BMC (or whoever they were at that point) >converted the old (!) B-series engine for diesel use, they began breaking >transmissions due to the high cyclic torque output of the engine - in other >words, the torque was powerful enough at low RPM to break things because it was >applied in a few strong, slow, individual pulses, not in many weaker >pulses as a >gasoline engine would to produce the same torque output at a higher RPM. > >Just my two cents > >Aaron > Betcha they made the flywheel heavier , among other parts of the conversion! Greg From diy_efi-owner Mon Jan 4 09:39:41 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA13279 for diy_efi-outgoing; Mon, 4 Jan 1999 09:39:41 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA13275 for ; Mon, 4 Jan 1999 09:39:41 -0500 Received: from nacelp (dark-cas1-cs-16.dial.bright.net [209.143.25.34]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id JAA16346 for ; Mon, 4 Jan 1999 09:39:39 -0500 (EST) Message-ID: <009501be37f0$8573f380$22198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Injector Duty Monitor Date: Mon, 4 Jan 1999 09:42:57 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Georg Lerm To: diy_efi@efi332.eng.ohio-state.edu Date: Monday, January 04, 1999 5:44 AM Subject: Re: Injector Duty Monitor Which reminds me when I try to look at anything, I get a drop down box, and asked what viewer, what do I select?. The options are like excel, cs, cdphoto, etc.. Thanks Bruce Hi I have some time ago posted a file to the ftp site in the incoming directory.The name of the file is pwmeter.zip It measures the on time of the injector in milliseconds to 0.1 ms resolution if I remember correctly.Resolution could be increased. If somebody is willing to give me some idea or specification or an example of what needs to be measured, I could change the code to do this. Is this referenced to rpm or is it just the on versus off time of the injector. Regards Georg Georg Lerm Chief Technician Clinical Engineering Red Cross Hospital Cape Town South Africa Tel. +27 21 658-5120 Fax. +27 21 658-5120 From diy_efi-owner Mon Jan 4 09:47:21 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA13430 for diy_efi-outgoing; Mon, 4 Jan 1999 09:47:21 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from out1.ibm.net (out1.ibm.net [165.87.194.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id JAA13424 for ; Mon, 4 Jan 1999 09:47:20 -0500 Received: from little-p90 (slip129-37-161-66.on.ca.ibm.net [129.37.161.66]) by out1.ibm.net (8.8.5/8.6.9) with SMTP id OAA30536 for ; Mon, 4 Jan 1999 14:47:17 GMT Message-ID: <3690D491.174B@ibm.net> Date: Mon, 04 Jan 1999 09:47:45 -0500 From: "Clarence L.Snyder" Organization: Snyder Enterprises X-Mailer: Mozilla 3.02 (Win95; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Voltage regulator References: <3.0.3.32.19990102230626.006f0dc8@mail.ot.centuryinter.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Clarence Wood wrote: > > Following this thread with great interest! What is PWM?? > > At 08:27 PM 1/2/99 -0500, you wrote: > >Greg Hermann wrote: > >> > >> >At 01:55 PM 1/2/99 -0500, you wrote: > >> > > >> >> > >> >>Hence, the proper answer of PWM. Pulse Width Modulation, or a "chopper" From diy_efi-owner Mon Jan 4 09:47:51 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id JAA13440 for diy_efi-outgoing; Mon, 4 Jan 1999 09:47:51 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from note.orchestra.cse.unsw.EDU.AU (root@note.orchestra.cse.unsw.EDU.AU [129.94.242.29]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id JAA13436 for ; Mon, 4 Jan 1999 09:47:49 -0500 Received: From mozart With LocalMail ; Tue, 5 Jan 99 01:47:22 +1100 From: Mos To: diy_efi@efi332.eng.ohio-state.edu Date: Tue, 5 Jan 1999 01:47:08 +1100 (EST) X-Sender: s2193387@mozart.orchestra.cse.unsw.EDU.AU Subject: Re: oops... (was Re: Nology) In-Reply-To: <32C98C80.E9B4528A@ptialaska.net> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Tue, 31 Dec 1996, Ronald T. Webb wrote: M> M> M>Oh yea - one more thing - you don't need to trigger the LCD from a camera flash, just M>drive it from a RADAR detector. Pick the signal off the red LED, and throw in a 10 M>second delay before the LCD is allowed to return to normal. Ahh, but the point here is to only obscure the number plate when the picture is being taken, so there is no way a cop can see the plate being obscured.. Yes, in Australia you do get chase cars accompanying car mounted speed cameras, and they will look funny at something that wlooks weird for ten seconds (If you're gonna display a different number, remember it wont look normal unless u only do things like change U's to O's, or F's to E's.. u still need the reflective crap to show thru). What about painting the reflective stuff with opaque paint? Still the same colour, just much less reflective. On another note.. If you get a radar detector.. Why the hell would you need to cover ur plate??? Oh yeah, do shadow detectors in US really cost only $100??? M>Now we have : M> LCD hood - $250 M> RADAR detector : $100 M> 555 delay timer : $.50 555 design M> M>Remember - Never build it if you can buy it... What??? ;ppp Cheers, Mos. M> M> M> -- +----------------------------------------------------+ | Jealousy is a lifelong curse... | | Reality is the only obstacle to happiness. | | Taciturnity is aurous. | +----------------------------------------------------+ | Lukasz Szymanski, /\/\OSFET | | 3rd Yr, BE(Comp)/MBiomedE |--+ | The University of New South Wales __||<-+ | Email: s2193387@cse.unsw.edu.au |--| | Web: http://www.cse.unsw.edu.au/~s2193387/ | +----------------------------------------------------+ From diy_efi-owner Mon Jan 4 10:52:17 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id KAA14697 for diy_efi-outgoing; Mon, 4 Jan 1999 10:52:17 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from uia.net (uia.net [157.22.213.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id KAA14690 for ; Mon, 4 Jan 1999 10:52:15 -0500 Received: from 75.GST.ONT.cyberg8t.com (207.67.188.75) by uia.net with SMTP (Eudora Internet Mail Server 2.2); Mon, 4 Jan 1999 08:00:26 -0700 From: bob@bobthecomputerguy.com (Robert Harris) To: diy_efi@efi332.eng.ohio-state.edu Subject: Water vs Intercooler Date: Mon, 04 Jan 1999 15:51:41 GMT Organization: Bob - the Computer Guy Message-ID: <3690e0dd.788560@smtp.uia.net> X-Mailer: Forte Agent 1.5/32.451 MIME-Version: 1.0 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Now that all the theoretical discussions are winding down and everyone is reconvinced they were right and Corky Bell is GOD, I thought perhaps a very small minority of you might want to look at the results someone got actually testing water injection in the later half of the twentieth century. http://home.ccci.org/Key_Information/MerkurPage.htm The Luddites were RIGHT!! Habaneros - not just for breakfast anymore From diy_efi-owner Mon Jan 4 10:56:06 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id KAA14803 for diy_efi-outgoing; Mon, 4 Jan 1999 10:56:06 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from deliverator.sgi.com (deliverator.sgi.com [204.94.214.10]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id KAA14799 for ; Mon, 4 Jan 1999 10:56:05 -0500 Received: from aspire.dearborn.sgi.com ([169.238.139.226]) by deliverator.sgi.com (980309.SGI.8.8.8-aspam-6.2/980310.SGI-aspam) via SMTP id HAA02709 for <@external-mail-relay.sgi.com:diy_efi@efi332.eng.ohio-state.edu>; Mon, 4 Jan 1999 07:46:55 -0800 (PST) mail_from (afgun@mongoose.dearborn.sgi.com) Received: from mongoose.dearborn.sgi.com by aspire.dearborn.sgi.com via ESMTP (950413.SGI.8.6.12/930416.SGI) for <@aspire.dearborn.sgi.com:diy_efi@efi332.eng.ohio-state.edu> id KAA09607; Mon, 4 Jan 1999 10:56:01 -0500 Received: (from afgun@localhost) by mongoose.dearborn.sgi.com (980427.SGI.8.8.8/980728.SGI.AUTOCF) id KAA08404 for diy_efi@efi332.eng.ohio-state.edu; Mon, 4 Jan 1999 10:56:01 -0500 (EST) From: "Andrew F. Gunnesch" Message-Id: <9901041056.ZM8394@mongoose.dearborn.sgi.com> Date: Mon, 4 Jan 1999 10:56:01 -0500 X-Mailer: Z-Mail (3.2.3 08feb96 MediaMail) To: diy_efi@efi332.eng.ohio-state.edu Subject: more on schematic program Mime-Version: 1.0 Content-Type: text/plain; charset=us-ascii Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I found a number of schematic and routing programs at http://www.industry.net/c/mn/_swcircuits I have yet to try any of them out. I need to create a smalle (20-30 components) board. Does anyone have any suggestions or recommendations of any of these utilities? From diy_efi-owner Mon Jan 4 11:00:23 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA14897 for diy_efi-outgoing; Mon, 4 Jan 1999 11:00:23 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from dfw-ix3.ix.netcom.com (dfw-ix3.ix.netcom.com [206.214.98.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA14893 for ; Mon, 4 Jan 1999 11:00:22 -0500 Received: (from smap@localhost) by dfw-ix3.ix.netcom.com (8.8.4/8.8.4) id KAA00031 for ; Mon, 4 Jan 1999 10:00:17 -0600 (CST) Received: from client-151-198-132-149.bellatlantic.net(151.198.132.149) by dfw-ix3.ix.netcom.com via smap (V1.3) id rma024244; Mon Jan 4 09:08:54 1999 Message-ID: <3690DC63.E2E19E75@ix.netcom.com> Date: Mon, 04 Jan 1999 10:21:07 -0500 From: Dan Llewellyn2 X-Mailer: Mozilla 4.04 [en] (Win95; U) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Water Injection Thread References: <19981231.015309.4798.6.Cosmic.Ray@juno.com> <3.0.6.32.19900106215359.0079fdc0@xephic.dynip.com> <3.0.5.32.19981230182356.0091ed30@localhost> <4.1.19990102191618.009588c0@mail.lig.bellsouth.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > The Porsche 930 is a 4 speed 2WD transaxel. It is very strong.A friend of mine used one with a 650HP (actual dyno reading) 3.4 liter a 1.4 bar. The transmission had no problems at all. > Not sure if the Porsche 930 is AWD, but it's transaxle can handle a VERY > modified Chevy 350... > Guy in Los Angeles had a Porsche 911 with an honest 450 HP 350 V8 and a 930 > transaxle... Went for a ride once that scared even me! From diy_efi-owner Mon Jan 4 11:01:32 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA14947 for diy_efi-outgoing; Mon, 4 Jan 1999 11:01:32 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from problem.problem.org (trends-gw.problem.com [209.47.148.176] (may be forged)) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA14943 for ; Mon, 4 Jan 1999 11:01:30 -0500 Received: by problem.problem.org (Smail3.2.0.104 #1) id m0zxCTY-00004SC; Mon, 4 Jan 1999 11:03:28 -0500 (EST) Message-Id: Subject: Re: Water Injection Thread To: diy_efi@efi332.eng.ohio-state.edu Date: Mon, 4 Jan 1999 11:03:28 -0500 (EST) From: "Clive Apps Techno-Logicals 416 510 0020" In-Reply-To: <5D6B33A38300D211AC9B00609748B226FF507C@tceis3.indy.tce.com> from "Jemison Richard" at Jan 4, 99 09:30:47 am X-Mailer: ELM [version 2.4 PL23] MIME-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > > Header tuning is done to help scavenge the cylinder and ensure a clean fresh > charge. Turbo charging does the same thing by increasing the pressure at > the intake side. The turbine on the exhaust side represents a restriction. > If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust > is going to help move the gases through the pipes any faster or better. You > could make the turbine less restrictive but this is tuning the turbo to > higher rpms with more lag time on the bottom end. totally wrong because turbo exhausts are operating under higher pressures they are even more responsive to exhaust tuning than NA cars properly designed headers befroe a turbo cna make massive power gains Clive From diy_efi-owner Mon Jan 4 11:07:15 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA15246 for diy_efi-outgoing; Mon, 4 Jan 1999 11:07:15 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from exchmail.pns.anl.gov (exchmail.pns.anl.gov [146.139.156.118]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA15242 for ; Mon, 4 Jan 1999 11:07:14 -0500 Received: by exchmail.pns.anl.gov with Internet Mail Service (5.5.2232.9) id ; Mon, 4 Jan 1999 10:08:40 -0600 Message-ID: <31AE4D22AD79D211ADFE006097C9C0BB014FEF@exchmail.pns.anl.gov> From: "Kurek, Larry" To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) Date: Mon, 4 Jan 1999 10:08:40 -0600 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2232.9) Content-Type: text/plain; charset="iso-8859-1" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Guys: I am having a slight problem with the 2.8 MPFI motor I put in my S10 in place of the old carb motor with the hole in the side of the block :) I was driving home last night and it started cuting out at anything between off idle to about half throttle...kind of like it was running out of gas, but it wasn't since I JUST filled up the tank. The fuel pump is new, and is getting great pressure, so I don't think it is a fuel problem. However...the motor seemed to fix itself and run great again. No SES light either. Once I got home, I decided to check the obvious....coil connectors, wires, etc etc...all seemed fine. However, after a quick test drive, I popped the hood and it almost died out on me.. came back, and set an SES light...code 34, low MAF reading. So, I backprobed the MAF connector and all was OK, I checked for any loose connections and didn't see any either, so i reset the ECM and it seemed OK. Well, on the drive to work this morning, same damn thing. Again, a code 34. One of the causes for this code is a leak between the MAF and the throttle body. I checked this as well, and the only thing that MAY be a problem, is the temperature sensor bung I siliconed into the elbow. The silicone looks to have pulled back just a bit and there may be a SLIGHT opening into the elbow. Could this be enough to cause a problem? I can't emphasize enough how small of a leak this may be. Are these MAF sensors that sensitive? FWIW, I am also running an open element K&N filter, and it has recently gotten quite cold here (Chicago area). Sooo....any ideas? How do I go about testing the MAF itself? Like I mentioned above...the connector checks out fine with +B, ground, and +5v. Does anyone have a spare MAF that they would be willing to part with? This is a three wire MAF out of an 89 Camaro 2.8 V6. It isn't the hot wire variety, but seems to use a thermistor instead? Finally, I did note that the lights on the car dim on occasion for a few seconds at a time. Could this be a bad alternator? Could this cause the problems with the MAF? I'm stretching here guys...I don't want to get stranded in sub-zero temperatures in the middle of nowhere... Thanks! Larry From diy_efi-owner Mon Jan 4 11:13:40 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA15476 for diy_efi-outgoing; Mon, 4 Jan 1999 11:13:40 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo14.mx.aol.com (imo14.mx.aol.com [198.81.17.4]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA15472 for ; Mon, 4 Jan 1999 11:13:40 -0500 From: EFISYSTEMS@aol.com Received: from EFISYSTEMS@aol.com by imo14.mx.aol.com (IMOv18.1) id 6AZWa05506 for ; Mon, 4 Jan 1999 11:13:05 -0500 (EST) Message-ID: Date: Mon, 4 Jan 1999 11:13:05 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: fuel pumps Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 226 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/2/99 9:05:10 PM Pacific Standard Time, mpilkent@ptw.com writes: << Subj: Re: fuel pumps Date: 1/2/99 9:05:10 PM Pacific Standard Time From: mpilkent@ptw.com (Mike Pilkenton) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Reply-to: diy_efi@efi332.eng.ohio-state.edu To: diy_efi@efi332.eng.ohio-state.edu All this talk on fuel pumps brings up a question I have had. Where can I find an aftermarket fuel pump for FI. All the ones I have seen are for carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor and can be mounted outside the tank. Mike (3.1L V6 Opel GT conversion) >> Mallory 4060 FI (good for approx 300hp) or if your really making some power use a 5110 FI (good for approx 1150 hp)...usually $135 and $250 respectively....... -Carl Summers From diy_efi-owner Mon Jan 4 11:14:00 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA15495 for diy_efi-outgoing; Mon, 4 Jan 1999 11:14:00 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from users.qual.net (users.qual.net [209.57.253.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA15491 for ; Mon, 4 Jan 1999 11:13:59 -0500 Received: from dilbert (pix-115.nordson.com [207.206.59.115]) by users.qual.net (8.9.1/8.9.1) with SMTP id LAA15387 for ; Mon, 4 Jan 1999 11:13:58 -0500 (EST) Message-ID: <00d001be37fc$8a4a1630$657cbdc0@dilbert.nordson.com> From: "Gary Derian" To: Subject: Re: Water Injection Thread Date: Mon, 4 Jan 1999 11:05:28 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.5 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I think we agree about flywheel effects. My point is that a heavy flywheel will smooth out engine torque variation when the clutch is engaged but can increase shock loads when starting out, a two edged sword. My preference is to have as light a flywheel as I can stand for driveability. Gary Derian > >All true, in theory, but what I said about using a light flywheel and crank >stands, especially if you are using sticky tires, and especially for >racing. Most tranny failures are caused by impact loading, which happens >when flywheel inertia hits the gears against good traction on the other end >of things if the driver is the least bit careless with the clutch. > >A soft clutch can keep you from finishing--and would therefore be a poor >choice, at least in my estimation. Plus, a lightweight flywheel and crank >means a MUCH quicker car, which is what racing is all about! > >If you doubt the bit about inertia loading being the thing which will break >a driveline, try driving a semi with a lowboy trailer with a piece of heavy >equipment on board sometime--with a GCVW in the 100K range. >A Cummins 855, and even more emphatically a KT-6 or a Cat 3406 could never >be accused of being low rotating inertia engines, there are obvious gobs of >traction available in this sort of a case, and it is as easy as sneezing to >shuck teeth off of ring gears or shear a driveline on this kind of a rig! > >To the point that most competent drivers of such rigs only touch the clutch >when starting out from rest, and never touch the throttle when touching the >clutch! It is just way too easy to get real expensive repair bills any >other way!! > >Regards, Greg > From diy_efi-owner Mon Jan 4 11:14:30 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA15521 for diy_efi-outgoing; Mon, 4 Jan 1999 11:14:30 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from note.orchestra.cse.unsw.EDU.AU (root@note.orchestra.cse.unsw.EDU.AU [129.94.242.29]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id LAA15517 for ; Mon, 4 Jan 1999 11:14:27 -0500 Received: From mozart With LocalMail ; Tue, 5 Jan 99 03:13:17 +1100 From: Mos To: diy_efi@efi332.eng.ohio-state.edu Date: Tue, 5 Jan 1999 03:13:17 +1100 (EST) X-Sender: s2193387@mozart.orchestra.cse.unsw.EDU.AU Subject: Re: SV: oops... (was Re: Nology) In-Reply-To: <081582138110319MAILSRV1@bip.net> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 2 Jan 1999, Roland Johansson wrote: M>First it didn't show up in my mind but when thinking of this M>idea a drawback appeared to me. All the welding helmets I been M>looking thruu (two) are having a big green filter, looks like M>that might be a problem. But why not have a LCD showing the M>plate number and turning it off when a flash appear? Because an LCD panel does not consitute a legal number plate. If you get pulled over for anything, I'm sure it wouldn't be too hard to work out something funny is happening. I very much doubt an LCD panel showing the numbers would be convincing. Also the welding mask LCD panels turn opaque entirely. You would need to obtain an LCD panel that has individual sections in it to make up the differnet numbers and letters. In Australia you are allowed to have clear plastic number plate covers, hence an LCD panel can be made to look like one of those. Cheers, Mos. M>Hm, have to go to my fathers house and make a close examination M>of his helmet in the evening M> M> M> M>Roland Johansson M>Scirocco 1,6l TIC -82 M>> >I like your idea of an LCD screen similar to the expensive M>welding hoods. The M>> >opaquing action would not have to outrun the light, only go M>dark before the M>> >camera lens had collected sufficient light. Anybody know the M>shutter speed M>> >used? M>> M>> There are two sources of light used to expose the film. First M>is the flash M>> from the speed camera, the second is the ambient light hanging M>around. The M>> shutter speed is likely to be around 1/125 to 1/250 of a M>second, certainly no M>> faster than 1/500. Camera flahes have very short durations. I M>don't know how M>> quickly the light builds up from the flash, but any trigger M>circuit would need M>> to detect the flash building up and get the LCD opaque before M>enough light had M>> arived. M>> M>> The effect of the ambient light would be interesting, since M>this light is M>> always there, and the flash is triggered somewhere in the M>middle of the M>> exposure. The shutter opens fully, then the flash fires, and M>the shutter M>> closes. Depending on the power of the flash and the distance M>from the camera M>> to the car, ambient light would probably have no real effect M>on the image. M>> M>> -- M>> Tom Parker - tparker@nznet.gen.nz M>> - http://www.geocities.com/MotorCity/Track/8381/ M> -- +----------------------------------------------------+ | Jealousy is a lifelong curse... | | Reality is the only obstacle to happiness. | | Taciturnity is aurous. | +----------------------------------------------------+ | Lukasz Szymanski, /\/\OSFET | | 3rd Yr, BE(Comp)/MBiomedE |--+ | The University of New South Wales __||<-+ | Email: s2193387@cse.unsw.edu.au |--| | Web: http://www.cse.unsw.edu.au/~s2193387/ | +----------------------------------------------------+ From diy_efi-owner Mon Jan 4 11:56:02 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id LAA16387 for diy_efi-outgoing; Mon, 4 Jan 1999 11:56:02 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from tcemail.indy.tce.com (inet-gw.indy.tce.com [157.254.232.6]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id LAA16381 for ; Mon, 4 Jan 1999 11:56:01 -0500 Received: from indyglobal.indy.tce.com ([157.254.93.122]) by tcemail.indy.tce.com (8.8.8/8.8.3) with ESMTP id LAA07441 for ; Mon, 4 Jan 1999 11:55:56 -0500 (EST) Received: by indyglobal.indy.tce.com with Internet Mail Service (5.5.2232.9) id ; Mon, 4 Jan 1999 11:55:59 -0500 Message-ID: <5D6B33A38300D211AC9B00609748B226FF5084@tceis3.indy.tce.com> From: Jemison Richard To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: SV: oops... (was Re: Nology) Date: Mon, 4 Jan 1999 11:55:52 -0500 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2232.9) Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I've followed this thread with some interest (as I hate the concept of ticket by pix) but I haven't heard a convincing solution yet. What ever happened to just covering up the plate with plastic, a hinged panel, etc? I only blast through these things at night when no ones around. That being the case, no one is going to be following me to see what my plate looks like. I'm just starting to think, maybe low tech is the way to go here, ha! Rick > -----Original Message----- > From: Mos [SMTP:s2193387@cse.unsw.edu.au] > Sent: Monday, January 04, 1999 11:13 AM > To: diy_efi@efi332.eng.ohio-state.edu > Subject: Re: SV: oops... (was Re: Nology) > > On Sat, 2 Jan 1999, Roland Johansson wrote: > > M>First it didn't show up in my mind but when thinking of this > M>idea a drawback appeared to me. All the welding helmets I been > M>looking thruu (two) are having a big green filter, looks like > M>that might be a problem. But why not have a LCD showing the > M>plate number and turning it off when a flash appear? > > Because an LCD panel does not consitute a legal number plate. If you get > pulled over for anything, I'm sure it wouldn't be too hard to work out > something funny is happening. I very much doubt an LCD panel showing the > numbers would be convincing. Also the welding mask LCD panels turn opaque > entirely. You would need to obtain an LCD panel that has individual > sections in it to make up the differnet numbers and letters. > In Australia you are allowed to have clear plastic number plate covers, > hence an LCD panel can be made to look like one of those. > > Cheers, Mos. > > M>Hm, have to go to my fathers house and make a close examination > M>of his helmet in the evening > M> > M> > M> > M>Roland Johansson > M>Scirocco 1,6l TIC -82 > M>> >I like your idea of an LCD screen similar to the expensive > M>welding hoods. The > M>> >opaquing action would not have to outrun the light, only go > M>dark before the > M>> >camera lens had collected sufficient light. Anybody know the > M>shutter speed > M>> >used? > M>> > M>> There are two sources of light used to expose the film. First > M>is the flash > M>> from the speed camera, the second is the ambient light hanging > M>around. The > M>> shutter speed is likely to be around 1/125 to 1/250 of a > M>second, certainly no > M>> faster than 1/500. Camera flahes have very short durations. I > M>don't know how > M>> quickly the light builds up from the flash, but any trigger > M>circuit would need > M>> to detect the flash building up and get the LCD opaque before > M>enough light had > M>> arived. > M>> > M>> The effect of the ambient light would be interesting, since > M>this light is > M>> always there, and the flash is triggered somewhere in the > M>middle of the > M>> exposure. The shutter opens fully, then the flash fires, and > M>the shutter > M>> closes. Depending on the power of the flash and the distance > M>from the camera > M>> to the car, ambient light would probably have no real effect > M>on the image. > M>> > M>> -- > M>> Tom Parker - tparker@nznet.gen.nz > M>> - http://www.geocities.com/MotorCity/Track/8381/ > M> > > -- > +----------------------------------------------------+ > | Jealousy is a lifelong curse... | > | Reality is the only obstacle to happiness. | > | Taciturnity is aurous. | > +----------------------------------------------------+ > | Lukasz Szymanski, /\/\OSFET | > | 3rd Yr, BE(Comp)/MBiomedE |--+ > | The University of New South Wales __||<-+ > | Email: s2193387@cse.unsw.edu.au |--| > | Web: http://www.cse.unsw.edu.au/~s2193387/ | > +----------------------------------------------------+ From diy_efi-owner Mon Jan 4 12:12:57 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA16926 for diy_efi-outgoing; Mon, 4 Jan 1999 12:12:57 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo16.mx.aol.com (imo16.mx.aol.com [198.81.17.6]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA16921 for ; Mon, 4 Jan 1999 12:12:56 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo16.mx.aol.com (IMOv18.1) id NRNZa27768 for ; Mon, 4 Jan 1999 12:12:19 -0500 (EST) Message-ID: <8cad8876.3690f673@aol.com> Date: Mon, 4 Jan 1999 12:12:19 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Was Water Injection , now header impact on turbos Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu First, let me say that I'd like to hear D. Cooley or F.Breitwieser comment on this topic. There are often exceptions to rules and trends, but the following is mostly my opinion, formed while playing with turbos (as a hobby) for 20 years: Actually, with many *mild* turbo applications, there IS some performance to be gained by altering primary tube size/length, but I *think* it has more to do with volume of the tubes.. Turbo Buick owners who install the popular Hooker headers often report a loss of bottom end & midrange torque as well as slower spool-up, while sometimes adding to the high RPM power levels. The effect is similar to going to a larger AR turbine housing. For milder applications, there is a thoery, that keeping the primary tube as short (small volume) as possible tends to more directly expose the turbine to desirable low rpm exhaust pulses, which aid in spool-up or possibly allow you to use a slightly larger turbine housing. There are other factors, but the factory header/manifold is a good example of the small volume exhaust tract, when compared to the Hooker Headers. Just to counter the above argument, when you employ a REALLY high flowing manifold/cam/port arrangement, the advantages of going *BIG all around* outweigh the pulse benifits of the small volume headers. The size of the exhaust tract (tube ID & length) are a critical part of the total "package" that many Turbo racers stress, when discussing and planning modifications to their turbo cars & trucks. Comments? yes? no? maybe? Mike V. Thread bender for a day.. In a message dated 1/4/99 9:51:53 AM Eastern Standard Time, JemisonR@tce.com writes: > The turbine determines how fast the compressor spins. > Bigger turbine housings will flow more exhaust gases but will take > longer to change the speed of the turbo (expecially at low > low rpms) > Smaller turbine housings will flow less exhaust gas but will spin up > much faster (no bottom end hole). > There is no advantage to be gained by trying to "tune" the exhaust > by either pipe length or pipe matching at collectors. > From diy_efi-owner Mon Jan 4 12:27:40 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA17203 for diy_efi-outgoing; Mon, 4 Jan 1999 12:27:40 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hal-pc.org (hal-pc.org [204.52.135.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA17199 for ; Mon, 4 Jan 1999 12:27:39 -0500 Received: from hal-pc.org (206.180.128.212.dial-ip.hal-pc.org [206.180.128.212]) by hal-pc.org (8.9.1/8.9.0) with ESMTP id LAA18349 for ; Mon, 4 Jan 1999 11:27:37 -0600 (CST) Message-ID: <3690FA08.AB61BC7E@hal-pc.org> Date: Mon, 04 Jan 1999 11:27:36 -0600 From: "Robert W. Hughes" Organization: BackYard Engineering X-Mailer: Mozilla 4.04 [en] (Win95; U) MIME-Version: 1.0 To: DIY_EFI List Subject: SV: oops... (was Re: Nology) Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu My welding helmet LCD filter is about 1 1/4 x 3 inches and cost $120. It is a purple tint(dark) when turned off and green when on and not triggered. It is much too dark at any time to put over a license plate and have the plate be readable. There may be an internal filter responsible for some of this opacity but I'm not going to tear it up to find out - this is probably the best welding accessory ever made. -- Robert W. Hughes (Bob) BackYard Engineering Houston, Texas rwhughe@hal-pc.org From diy_efi-owner Mon Jan 4 12:28:53 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA17253 for diy_efi-outgoing; Mon, 4 Jan 1999 12:28:53 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id MAA17249 for ; Mon, 4 Jan 1999 12:28:52 -0500 Received: by fw-austin.austin.arm.com; id LAA07038; Mon, 4 Jan 1999 11:29:01 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma007036; Mon, 4 Jan 99 11:28:57 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id LAA02311; Mon, 4 Jan 1999 11:28:47 -0600 Message-ID: <3690FA04.99C5F7BF@arm.com> Date: Mon, 04 Jan 1999 11:27:32 -0600 From: steve ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Injector Duty Monitor References: <009501be37f0$8573f380$22198fd1@nacelp> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Bruce Plecan wrote: > > Which reminds me when I try to look at anything, I get a drop down box, and > asked what viewer, what do I select?. The options are like excel, cs, > cdphoto, > etc.. > Thanks > Bruce Depends on the file type. For most of the files on the FTP site, you just select "save to disk" or something like that and tell it where to save it. Netscape asks you that when it sees a file type that it doesn't know how to display (like .zip, .exe, others). If you download and install winzip (like from www.shareware.com) it'll "register" the .zip extension, so the next time you click on a .zip file netscape will know to run winzip for it. Same with .pdf if you install acrobat reader, etc. As far as reading duty cycle, couldn't you make up a circuit with an opamp buffer, and a resistor/capacitor to filter the signal, then read the voltage with a digital voltmeter? 0v=0%, 12v=100%? Or, just go buy a cheap analog voltmeter with a needle. It's reading will vary from 0-12 depending on duty cycle. --steve > > Hi > > I have some time ago posted a file to the ftp site in the incoming > directory.The name of the file is pwmeter.zip > > It measures the on time of the injector in milliseconds to 0.1 ms > resolution if I remember correctly.Resolution could be increased. > > If somebody is willing to give me some idea or specification or an > example of what needs to be measured, I could change the code to do > this. > Is this referenced to rpm or is it just the on versus off time > of the injector. > > Regards > Georg > Georg Lerm > Chief Technician > Clinical Engineering > Red Cross Hospital > Cape Town > South Africa > Tel. +27 21 658-5120 > Fax. +27 21 658-5120 From diy_efi-owner Mon Jan 4 12:37:41 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA17561 for diy_efi-outgoing; Mon, 4 Jan 1999 12:37:41 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hal-pc.org (hal-pc.org [204.52.135.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA17556 for ; Mon, 4 Jan 1999 12:37:39 -0500 Received: from hal-pc.org (206.180.128.212.dial-ip.hal-pc.org [206.180.128.212]) by hal-pc.org (8.9.1/8.9.0) with ESMTP id LAA21101 for ; Mon, 4 Jan 1999 11:37:37 -0600 (CST) Message-ID: <3690FC61.F75FB69B@hal-pc.org> Date: Mon, 04 Jan 1999 11:37:37 -0600 From: "Robert W. Hughes" Organization: BackYard Engineering X-Mailer: Mozilla 4.04 [en] (Win95; U) MIME-Version: 1.0 To: DIY_EFI List Subject: RE: corvairs????? Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > I would think a gm v-6 system would do the trick. something of the same or > slightly larger displacement. The system off of a 2.8L GMV6 should be just about perfect. The system off of a Fiero V6 would probably be best since this was a high performance unit with a MAP sensor. Even the PROM tables would probably be very close except for engine temp (my Corvair used to run 300-400deg head temp where my Fiero runs 195). The two engines are similar in bore and stroke and camshaft timing and the 2.8 distributor is the small type so its guts could probably be transplanted into the Corvair distributor, The biggest problem would be the intake. Ideally you would mill off the intake manifold and add 6 individual runners to a plenum mounted above the fan with the throttle body mounted on this. This would require a modified throttle linkage like the single four-barrel installation. There would be a lot of detail changes but it would be a really neat car when complete. -- Robert W. Hughes (Bob) BackYard Engineering Houston, Texas rwhughe@hal-pc.org From diy_efi-owner Mon Jan 4 12:39:43 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA17677 for diy_efi-outgoing; Mon, 4 Jan 1999 12:39:43 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from users.qual.net (users.qual.net [209.57.253.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id MAA17671 for ; Mon, 4 Jan 1999 12:39:42 -0500 Received: from dilbert (pix-145.nordson.com [207.206.59.145]) by users.qual.net (8.9.1/8.9.1) with SMTP id MAA04703 for ; Mon, 4 Jan 1999 12:39:41 -0500 (EST) Message-ID: <021601be3808$8307e8a0$657cbdc0@dilbert.nordson.com> From: "Gary Derian" To: Subject: Re: GM V6 Date: Mon, 4 Jan 1999 12:03:26 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.5 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu The Syclone/Typhoon uses the Chevy 4.3 liter V-6, not the Buick 3.8 V-6. The Buick is 3/4 of old 215 V-8 (stretched with a taller deck, longer stroke, bigger bore) as you said. The 4.3 Chevy V-6 is 3/4 of a 350 Chevy V-8. Gary Derian >can get pretty confusing, but basically the Buick V6 has been around since >the early '60s and is a child of the aluminum Buick 215 cum Rover 3.5 V8. >It has been sold in Jeeps, passenger cars in probably all of GM's >divisions, etc. The turbo versions are available in Buick Regals (of which >a Grand National is one), primarily, with a few going into GMC >Syclone/Typhoon trucklets (would that make them utelets to you? :-) and >Anniversary Edition Trans Ams. There are probably others that got the >turbo. > Engine is still produced, I believe, and is available in supercharged >form in the Pontiac Grand Prix. > >Now will you please explain Australia's muscle car era to me? > >Aaron From diy_efi-owner Mon Jan 4 12:53:57 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id MAA17989 for diy_efi-outgoing; Mon, 4 Jan 1999 12:53:57 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from pumpkin.bcit.bc.ca (pumpkin.bcit.bc.ca [142.232.189.70]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id MAA17985 for ; Mon, 4 Jan 1999 12:53:51 -0500 Received: by pumpkin.bcit.bc.ca(Lotus SMTP MTA Internal build v4.6.2 (651.2 6-10-1998)) id 882566EF.0061E33F ; Mon, 4 Jan 1999 09:49:11 -0800 X-Lotus-FromDomain: BCITMAIN From: "Peter Fenske" To: diy_efi@efi332.eng.ohio-state.edu Message-ID: <882566EF.0061E172.00@pumpkin.bcit.bc.ca> Date: Mon, 4 Jan 1999 09:49:05 -0800 Subject: Re: Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) Mime-Version: 1.0 Content-type: text/plain; charset=us-ascii Content-Disposition: inline Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Howday Best way to check a FM MAF is with a scope. Use a reg scope or an ignition analyzer in the low volts position. You should see a steady square wave which changes frequency with airflow :peter From diy_efi-owner Mon Jan 4 13:07:45 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA18186 for diy_efi-outgoing; Mon, 4 Jan 1999 13:07:45 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo19.mx.aol.com (imo19.mx.aol.com [198.81.17.9]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA18180 for ; Mon, 4 Jan 1999 13:07:42 -0500 From: ECMnut@aol.com Received: from ECMnut@aol.com by imo19.mx.aol.com (IMOv18.1) id SRBDa18626 for ; Mon, 4 Jan 1999 13:05:23 -0500 (EST) Message-ID: <9996ffc1.369102e3@aol.com> Date: Mon, 4 Jan 1999 13:05:23 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: GM V6 Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 190 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 1/4/99 12:47:19 PM Eastern Standard Time, gderian@cybergate.net writes: > The Syclone/Typhoon uses the Chevy 4.3 liter V-6, not the Buick 3.8 V-6. > The Buick is 3/4 of old 215 V-8 (stretched with a taller deck, longer > stroke, bigger bore) as you said. The 4.3 Chevy V-6 is 3/4 of a 350 Chevy > V-8. Gary is correct.. 4 of my friends have Turbo Buicks, and other than the cigarete lighter, and some metric bolts, not much interchanges with my Syclone. Worth mentioning, is that the Buick has stronger pistons, similar flowing ex-ports, 30-35% better intake ports, Smoother idle and beter off-idle response (maybe due to SFI?).. About the only thing they don't do better than the Syclone pickup is haul manure.. HTH Mike V From diy_efi-owner Mon Jan 4 13:12:45 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA18283 for diy_efi-outgoing; Mon, 4 Jan 1999 13:12:45 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA18279 for ; Mon, 4 Jan 1999 13:12:44 -0500 Received: from nacelp (dark-cas1-cs-16.dial.bright.net [209.143.25.34]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id NAA29217 for ; Mon, 4 Jan 1999 13:11:23 -0500 (EST) Message-ID: <015b01be380e$1850d200$22198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Injector Duty Monitor Date: Mon, 4 Jan 1999 13:14:38 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: steve ravet To: diy_efi@efi332.eng.ohio-state.edu Date: Monday, January 04, 1999 12:46 PM Subject: Re: Injector Duty Monitor Yes, but after you do the zip thing......... He mentioned pwmeter, which is zip, ya fine, unzip, and I still can't see anything, other than a drop down window. Just for grins try something with a .asm file extension, on a windows machine. Some of us don't make a living with this stuff, and hit dead ends. Yes I do have the winzip, and that ain't the problem. It's what comes next...... Bruce Sorry but I've asked this a couple times and all I get is use winzip, and that has nothing to do with what I'm asking.. Depends on the file type. For most of the files on the FTP site, I'm not asking about most, I'm asking about pwmeter........ you >just select "save to disk" or something like that and tell it where to >save it. Netscape asks you that when it sees a file type that it >doesn't know how to display (like .zip, .exe, others). If you download >and install winzip (like from www.shareware.com) it'll "register" the >.zip extension, so the next time you click on a .zip file netscape will >know to run winzip for it. Same with .pdf if you install acrobat >reader, etc. > >As far as reading duty cycle, couldn't you make up a circuit with an >opamp buffer, and a resistor/capacitor to filter the signal, then read >the voltage with a digital voltmeter? 0v=0%, 12v=100%? Ya, I could if I wanted to study to be an EE. So I just plug along with a dwell meter... If I wanted that thou, I wouldn't ask for the other. I'd really like to read to at least .x, if not .xx, thou......... > >Or, just go buy a cheap analog voltmeter with a needle. It's reading >will vary from 0-12 depending on duty cycle. > >--steve > >> >> Hi >> >> I have some time ago posted a file to the ftp site in the incoming >> directory.The name of the file is pwmeter.zip >> >> It measures the on time of the injector in milliseconds to 0.1 ms >> resolution if I remember correctly.Resolution could be increased. >> >> If somebody is willing to give me some idea or specification or an >> example of what needs to be measured, I could change the code to do >> this. >> Is this referenced to rpm or is it just the on versus off time >> of the injector. >> >> Regards >> Georg >> Georg Lerm >> Chief Technician >> Clinical Engineering >> Red Cross Hospital >> Cape Town >> South Africa >> Tel. +27 21 658-5120 >> Fax. +27 21 658-5120 > From diy_efi-owner Mon Jan 4 13:35:29 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA18778 for diy_efi-outgoing; Mon, 4 Jan 1999 13:35:29 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA18773 for ; Mon, 4 Jan 1999 13:35:28 -0500 Received: from cen16176.centuryinter.net (ppp129.av.centuryinter.net [209.142.163.143]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id MAA23363; Mon, 4 Jan 1999 12:35:25 -0600 (CST) Message-Id: <3.0.3.32.19990104120032.006cbcd8@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Mon, 04 Jan 1999 12:00:32 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: Turbo header tuning Cc: clive@problem.tantech.com In-Reply-To: References: <5D6B33A38300D211AC9B00609748B226FF507C@tceis3.indy.tce.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Clive, have thought that pre-turbo tuning would help but everyone I have spoken to has claimed minimal benefits. Would really like to hear more on the subject. At 11:03 AM 1/4/99 -0500, you wrote: >> >> Header tuning is done to help scavenge the cylinder and ensure a clean fresh >> charge. Turbo charging does the same thing by increasing the pressure at >> the intake side. The turbine on the exhaust side represents a restriction. >> If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust >> is going to help move the gases through the pipes any faster or better. You >> could make the turbine less restrictive but this is tuning the turbo to >> higher rpms with more lag time on the bottom end. > >totally wrong >because turbo exhausts are operating under higher pressures >they are even more responsive to exhaust tuning than NA cars >properly designed headers befroe a turbo cna make massive power gains > >Clive > > From diy_efi-owner Mon Jan 4 13:36:56 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA18808 for diy_efi-outgoing; Mon, 4 Jan 1999 13:36:56 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from icst.com (icst.icst.com [12.3.42.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id NAA18804 for ; Mon, 4 Jan 1999 13:36:55 -0500 From: rauscher@icst.com Received: from icsvfnt.icst.com by icst.com (8.8.8+Sun/SMI-SVR4) id NAA20857; Mon, 4 Jan 1999 13:25:02 -0500 (EST) Received: from ccMail by icsvfnt.icst.com (ccMail Link to SMTP R8.00.00) id AA915475203; Mon, 04 Jan 99 13:40:06 -0500 Message-Id: <9901049154.AA915475203@icsvfnt.icst.com> X-Mailer: ccMail Link to SMTP R8.00.00 Date: Mon, 04 Jan 99 13:33:04 -0500 To: Subject: I'm back MIME-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Wow, I go away for a few weeks, and look at this: Water injection PWM fuel pumps and My favorite: blowing up Buick engines (wish I was there). Not only that, but I've not even caught up yet. To the AZTY question guy, Sorry 'about not answering, but I hope that Bruce summed it up well enough. Now, on to what I've been doing. What, with the holidays and all, had a little free time. Have a working Bi-Phase stepper motor controller circuit up and running. I'll be writing this up and putting it into the 'incoming' area. (Oh, this is for control of GM IAC's) Uses four chips, TTL/CMOS, real simple. Run/single step, forward/reverse, and variable speed. Also have a better write-up on how to modify GM TBI fuel pressure regulators. I've modified one, so I figured I'd do a write-up on it. Most likely will help out someone in the future (if anything, after reading this, they may opt out and just buy one). About the PWM fuel pumps. If anyone's interested I have a circuit that I've used to control R/C electric motors and I also used it for a HO model train engine controller. I'll see if I can find it. The actual PWM creation circuit is simple, just a comparator and some resistors and a capacitor. Use this to drive whatever transistor, MOSFET, IGBT is suited to cranking on the volts to the fuel pump. BobR. I guess you could say I've had a cone shaped hat on for a bit... (had to remove it whence welding on the Wife's Buick, interfered with the helmet). -- From diy_efi-owner Mon Jan 4 13:41:19 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id NAA18914 for diy_efi-outgoing; Mon, 4 Jan 1999 13:41:19 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from send102.yahoomail.com (send102.yahoomail.com [205.180.60.90]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id NAA18910 for ; Mon, 4 Jan 1999 13:41:16 -0500 Message-ID: <19990104184220.430.rocketmail@send102.yahoomail.com> Received: from [204.95.195.97] by send102.yahoomail.com; Mon, 04 Jan 1999 10:42:20 PST Date: Mon, 4 Jan 1999 10:42:20 -0800 (PST) From: andy quaas Subject: Re: fuel pumps To: diy_efi@efi332.eng.ohio-state.edu MIME-Version: 1.0 Content-Type: text/plain; charset=us-ascii Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu accel makes one. Its expensive, but they make one. Andy ---EFISYSTEMS@aol.com wrote: > > In a message dated 1/2/99 9:05:10 PM Pacific Standard Time, mpilkent@ptw.com > writes: > > << Subj: Re: fuel pumps > Date: 1/2/99 9:05:10 PM Pacific Standard Time > From: mpilkent@ptw.com (Mike Pilkenton) > Sender: owner-diy_efi@efi332.eng.ohio-state.edu > Reply-to: diy_efi@efi332.eng.ohio-state.edu > To: diy_efi@efi332.eng.ohio-state.edu > > All this talk on fuel pumps brings up a question I have had. Where can I > find an aftermarket fuel pump for FI. All the ones I have seen are for > carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor > and can be mounted outside the tank. > > Mike > (3.1L V6 Opel GT conversion) > >> > Mallory 4060 FI (good for approx 300hp) or if your really making some power > use a 5110 FI (good for approx 1150 hp)...usually $135 and $250 > respectively....... > -Carl Summers > _________________________________________________________ DO YOU YAHOO!? Get your free @yahoo.com address at http://mail.yahoo.com From diy_efi-owner Mon Jan 4 14:11:47 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA19789 for diy_efi-outgoing; Mon, 4 Jan 1999 14:11:47 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from problem.problem.org (trends-gw.problem.com [209.47.148.176] (may be forged)) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA19781 for ; Mon, 4 Jan 1999 14:11:37 -0500 Received: by problem.problem.org (Smail3.2.0.104 #1) id m0zxFRG-000054C; Mon, 4 Jan 1999 14:13:18 -0500 (EST) Message-Id: Subject: Re: Turbo header tuning To: diy_efi@efi332.eng.ohio-state.edu Date: Mon, 4 Jan 1999 14:13:17 -0500 (EST) From: "Clive Apps Techno-Logicals 416 510 0020" In-Reply-To: <3.0.3.32.19990104120032.006cbcd8@mail.ot.centuryinter.net> from "Clarence Wood" at Jan 4, 99 12:00:32 pm X-Mailer: ELM [version 2.4 PL23] MIME-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu > > Clive, have thought that pre-turbo tuning would help but everyone I have spoken to has claimed minimal benefits. Would really like to hear more on the subject. read Hugh McInnes book on turbos he recommends full header systems for turbo engines Clive > > >> Header tuning is done to help scavenge the cylinder and ensure a clean fresh > >> charge. Turbo charging does the same thing by increasing the pressure at > >> the intake side. The turbine on the exhaust side represents a restriction. > >> If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust > >> is going to help move the gases through the pipes any faster or better. You > >> could make the turbine less restrictive but this is tuning the turbo to > >> higher rpms with more lag time on the bottom end. > > > >totally wrong > >because turbo exhausts are operating under higher pressures > >they are even more responsive to exhaust tuning than NA cars > >properly designed headers befroe a turbo cna make massive power gains > > From diy_efi-owner Mon Jan 4 14:43:21 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id OAA20657 for diy_efi-outgoing; Mon, 4 Jan 1999 14:43:21 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from svn.net (thergen@svn1.svn.net [207.48.84.10]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id OAA20653 for ; Mon, 4 Jan 1999 14:43:20 -0500 From: thergen@svn.net Received: from localhost (thergen@localhost) by svn.net (8.9.1/8.8.7) with SMTP id LAA23029 for ; Mon, 4 Jan 1999 11:43:14 -0800 Date: Mon, 4 Jan 1999 11:42:43 -0800 (PST) To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: Re: Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) In-Reply-To: <31AE4D22AD79D211ADFE006097C9C0BB014FEF@exchmail.pns.anl.gov> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu I had a 2.8 with a bad MAF. Rapping on the MAF with a screw driver (don't smash it) would cause the car to stumble at idle. I think the car had about 20k miles on it at the time. With a bad MAF, I found drivability was acceptable (not great) if I simply disconnected the MAF. There was a MAP only prom available (search the TSBs) for my application that could be used instead of replacing a bad MAF. At 115k miles, the alternator went bad (I think the six year old battery contributed to its death). It was the 100 amp model. The diode bridge was partially visible (remove plastic cover off back of alternator case) and the diode's package looked blistered from heat. It ran very hot compared to the replacement unit. Silicone may not have been the best choice for sealing the [air] temp sensor. The O2 sensor may be affected. Anyone have comments on this? The same vehicle could also develope an unstable idle after highway driving while sitting at a stop light for an extended period. It turns out the O2 sensor was lazy, but no trouble codes were set. Replacing the O2 sensor fixed the problem. Chicago huh? Is your S10 4wd? I felt fortunate to get a plane out of there after the holidays before the snow hit. hth, Tom On Mon, 4 Jan 1999, Kurek, Larry wrote: > Guys: > > I am having a slight problem with the 2.8 MPFI motor I put in my S10 in > place of the old carb motor with the hole in the side of the block :) > > I was driving home last night and it started cuting out at anything between > off idle to about half throttle...kind of like it was running out of gas, > but it wasn't since I JUST filled up the tank. The fuel pump is new, and is > getting great pressure, so I don't think it is a fuel problem. However...the > motor seemed to fix itself and run great again. No SES light either. Once I > got home, I decided to check the obvious....coil connectors, wires, etc > etc...all seemed fine. However, after a quick test drive, I popped the hood > and it almost died out on me.. came back, and set an SES light...code 34, > low MAF reading. So, I backprobed the MAF connector and all was OK, I > checked for any loose connections and didn't see any either, so i reset the > ECM and it seemed OK. Well, on the drive to work this morning, same damn > thing. Again, a code 34. One of the causes for this code is a leak between > the MAF and the throttle body. I checked this as well, and the only thing > that MAY be a problem, is the temperature sensor bung I siliconed into the > elbow. The silicone looks to have pulled back just a bit and there may be a > SLIGHT opening into the elbow. Could this be enough to cause a problem? I > can't emphasize enough how small of a leak this may be. Are these MAF > sensors that sensitive? FWIW, I am also running an open element K&N filter, > and it has recently gotten quite cold here (Chicago area). > > Sooo....any ideas? How do I go about testing the MAF itself? Like I > mentioned above...the connector checks out fine with +B, ground, and +5v. > > Does anyone have a spare MAF that they would be willing to part with? This > is a three wire MAF out of an 89 Camaro 2.8 V6. It isn't the hot wire > variety, but seems to use a thermistor instead? > > Finally, I did note that the lights on the car dim on occasion for a few > seconds at a time. Could this be a bad alternator? Could this cause the > problems with the MAF? I'm stretching here guys...I don't want to get > stranded in sub-zero temperatures in the middle of nowhere... > > Thanks! > > > Larry > From diy_efi-owner Mon Jan 4 15:12:06 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA21254 for diy_efi-outgoing; Mon, 4 Jan 1999 15:12:06 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay.sni.net (root@mailrelay.sni.net [199.117.160.129]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA21250 for ; Mon, 4 Jan 1999 15:12:05 -0500 Received: from [204.132.128.20] (p6.Steamboat.dialup.csn.net [204.132.128.6]) by mailrelay.sni.net (8.8.8/8.8.8) with SMTP id NAA28187 for mail_from ; Mon, 4 Jan 1999 13:09:23 -0700 Date: Mon, 4 Jan 1999 13:09:23 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Water Injection Thread Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >> >> Header tuning is done to help scavenge the cylinder and ensure a clean fresh >> charge. Turbo charging does the same thing by increasing the pressure at >> the intake side. The turbine on the exhaust side represents a restriction. >> If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust >> is going to help move the gases through the pipes any faster or better. You >> could make the turbine less restrictive but this is tuning the turbo to >> higher rpms with more lag time on the bottom end. > >totally wrong >because turbo exhausts are operating under higher pressures >they are even more responsive to exhaust tuning than NA cars >properly designed headers befroe a turbo cna make massive power gains > >Clive OK--time for my $.02!! Clive is absolutely right. I am becoming convinced as time goes by that tube volume is the essential factor in the design of ANY header--it appears to me that it wants to be about 125--140% of individual cylinder displacement. Larger diameter, and shorter for higher rev ranges, smaller diameter and longer for lower rev ranges, but always in the stated volume range. MAYBE slightly larger diameter for headers on a turbo, cuz the gas in them is denser, and therefore suffers more friction loss in flowing through a given tube size. Sound velocity in a gas (of a given molecular weight) varies ONLY with temperature, so tubes for a turbo motor may also want to be a bit LONGER, cuz they are HOTTER. The tricky part with turbo headers is that any turbine, at a given mass flow rate, will make the same power at a lower pressure ratio if the inlet temp to it is HIGHER. And, since the outlet pressure of the turbine is predetermined by the atmosphere and the exhaust system, lower inlet temps to the turbo mean more back-pressure on the engine, and therefore less net output at the same boost level. Therefore, to make turbo headers work properly, and to really see HOW MUCH GOOD they REALLY do for an engine's performance, you DAMN WELL HAVE TO insulate them--(we all know how much heat tube headers throw off!!) And , if you are going to insulate the exhaust on a turbo motor, it had damn well better either be cast out of duriron (very high nickel cast iron) or fabricated properly (spelled TIG welding done with a full internal argon purge) out of 321 and/or 347 stainless steel. (If you want it to last for any length of time.) I do not think that any of us think that Hooker fabricates their headers at this level of technology. (And I kinda doubt that they have anybody who would have a clue where to start!) The fact that headers made the right way out of 321 SS work, and with extremely high reliability, has been well proven on huge radials by people like Curtiss-Wright and Pratt & Whitney. If you do not have the resources to do it yourself, Burns Stainless, for one, can do whatever you might want, the right way, in 321 SS, or is quite happy to sell you the bits and pieces with which to do it yourself. BUT, it AIN"T cheap, even just to purchase the materials!!! Now for the more sophisticated stuff. First of all, any turbine runs more efficiently with a STEADY inlet pressure. Any engine runs more efficiently with tube headers--turboed or not. How to reconcile these two things?? It is known as a pressure recovery accumulator. If you have room, (a mighty big if) run the header tubes into a typical, properly sized convergent-divergent collector, and THEN run the megaphone from the collector into an accumulator chamber which feeds the gas to the turbine, at a fairly steady pressure. This pressure will also be distinctly higher than the pressure which the engine "sees" at the throuat of the collector (you are now converting the velocity energy in the exhaust gasses back into static pressure with a reasonable degree of efficiency!) The next place where there is a LOT of unexplored potential (and less need for room to explore it) is at the outlet of the turbine. The gas comes out of the turbine in a tight spiral at a velocity of about Mach .75 in most cases. Most downpipe designs just dump it into a way bigger pipe, creating a jump to lower velocity, turbulent flow, an extremely inefficient process. There is a lot of room for creative thinking in fabricating a downpipe transition piece which would convert some of this (very significant amount of) velocity energy in the gasses back into static pressure as the gas enters the downpipe! Why would this help?? cuz the turbine would now "see" a static pressure at its outlet which might even be below the atmospheric pressure at the end of the tailpipe!! And because , at given temperature and mass flow conditions, turbines make power depending on the absolute pressure ratio across them, you would get the same turbine power output with less backpressure on the engine, and, therefore, more power for free. YES, you would need a bigger turbine wheel and housing, cuz the DENSITY of the gas flowing through the turbine would be lower at the now lower pressures even though the mass flow would be the same. Regards, Greg From diy_efi-owner Mon Jan 4 15:46:01 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA21794 for diy_efi-outgoing; Mon, 4 Jan 1999 15:46:01 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bert.acesag.auburn.edu (bert.acesag.auburn.edu [131.204.46.47]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id PAA21790 for ; Mon, 4 Jan 1999 15:46:00 -0500 Received: from grover (grover [131.204.46.41]) by bert.acesag.auburn.edu (8.8.8/8.8.8) with SMTP id OAA17251; Mon, 4 Jan 1999 14:45:56 -0600 (CST) Date: Mon, 4 Jan 1999 14:45:58 -0600 (CST) From: "Gregory A. Parmer" To: "diy_efi@efi332.eng.ohio-state.edu" cc: Steve Ravet , calley@ionet.net Subject: Re: [Fwd: EFI software] In-Reply-To: <368E5051.28B76F9A@arm.com> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sat, 2 Jan 1999, Steve Ravet wrote: > Didn't someone upload the fit.zip file that went with the injector > flowbench article from PE magazine? I thought so, but I can't find it. > Anyway, if someone has it, or knows where it is on the FTP site, please > let me know so I can help this person, and add a link in the FTP site > index. thanks I had been looking for it, then someone else posted it. Grab it from "ftp://ftp.acesag.auburn.edu/pub/users/gparmer". Included are "fit.zip" and "fitphoto.zip". I think fitphoto may be software John (?) used to take pictures for the magazine. Happy Testing, -greg From diy_efi-owner Mon Jan 4 15:51:01 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id PAA21948 for diy_efi-outgoing; Mon, 4 Jan 1999 15:51:01 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id PAA21944 for ; Mon, 4 Jan 1999 15:51:00 -0500 Received: by fw-austin.austin.arm.com; id OAA13001; Mon, 4 Jan 1999 14:51:09 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma012970; Mon, 4 Jan 99 14:50:15 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id OAA10830; Mon, 4 Jan 1999 14:50:05 -0600 Message-ID: <3691292A.F994AB17@arm.com> Date: Mon, 04 Jan 1999 14:48:42 -0600 From: steve ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi Subject: Re: Injector Duty Monitor References: <015b01be380e$1850d200$22198fd1@nacelp> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Bruce Plecan wrote: > > -----Original Message----- > From: steve ravet > To: diy_efi@efi332.eng.ohio-state.edu > Date: Monday, January 04, 1999 12:46 PM > Subject: Re: Injector Duty Monitor > > Yes, but after you do the zip thing......... He mentioned pwmeter, which is > zip, > ya fine, unzip, and I still can't see anything, other than a drop down > window. > Just for grins try something with a .asm file extension, on a windows > machine. > Some of us don't make a living with this stuff, and hit dead ends. > Yes I do have the winzip, and that ain't the problem. It's what comes > next...... OK. In the case of pwmeter, you get these files: PWMETER.C AT892051.H PWMETER.HEX PWMETER.PS PWMETER.S01 PWMETER.TXT pwmeter.txt is a document that tells you what everything else is pwmeter.c is a C program, along with at892051.h. You need a C compiler to use these, and it needs to be specific to the device that you are going to put the program into (looks like an Atmel microcontroller, similar to PIC). pwmeter.hex is a hex file. That's the end result of compiling the C program, and the .hex file is ready to be read into a device programmer. pwmeter.ps is a postscript file, can be read by the program "ghostscript" or can be sent straight to a postscript printer. Most likely a schematic. pwmeter.s01 is a schematic that could be read by Tango schematic software, if you had it. Since you probably don't, just print out the postscript file instead. With that said, the pwmeter.txt is skimpy on details. How exactly does this thing tell you what the pulse width is? I don't have ghostscript installed so I can't read the .ps file. Georg, got any more details? --steve From diy_efi-owner Mon Jan 4 16:07:00 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA22411 for diy_efi-outgoing; Mon, 4 Jan 1999 16:07:00 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from users.qual.net (users.qual.net [209.57.253.2]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA22403 for ; Mon, 4 Jan 1999 16:06:59 -0500 Received: from dilbert (pix-118.nordson.com [207.206.59.118]) by users.qual.net (8.9.1/8.9.1) with SMTP id QAA21441 for ; Mon, 4 Jan 1999 16:06:58 -0500 (EST) Message-ID: <045001be3825$7651f2a0$657cbdc0@dilbert.nordson.com> From: "Gary Derian" To: Subject: Re: Water Injection Thread Date: Mon, 4 Jan 1999 16:01:23 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3110.5 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3110.3 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Good info, Greg. One question, though. Wouldn't the sound energy in the exhaust from a tuned system direct more energy to the exhaust turbine? Turbines may like to have a steady flow but shouldn't additional energy help? I thought that was the idea behind dual scroll exhaust housings. A megaphone would convert velocity into pressure but the exhaust ultimately has to speed up again (and drop pressure) to flow through the exhaust housing. Gary Derian >snip< >Now for the more sophisticated stuff. First of all, any turbine runs more >efficiently with a STEADY inlet pressure. Any engine runs more efficiently >with tube headers--turboed or not. How to reconcile these two things?? It >is known as a pressure recovery accumulator. If you have room, (a mighty >big if) run the header tubes into a typical, properly sized >convergent-divergent collector, and THEN run the megaphone from the >collector into an accumulator chamber which feeds the gas to the turbine, >at a fairly steady pressure. This pressure will also be distinctly higher >than the pressure which the engine "sees" at the throuat of the collector >(you are now converting the velocity energy in the exhaust gasses back into >static pressure with a reasonable degree of efficiency!) > >Regards, Greg > From diy_efi-owner Mon Jan 4 16:07:00 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA22410 for diy_efi-outgoing; Mon, 4 Jan 1999 16:07:00 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from icst.com (icst.icst.com [12.3.42.1]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA22401 for ; Mon, 4 Jan 1999 16:06:58 -0500 From: rauscher@icst.com Received: from icsvfnt.icst.com by icst.com (8.8.8+Sun/SMI-SVR4) id PAA21739; Mon, 4 Jan 1999 15:55:04 -0500 (EST) Received: from ccMail by icsvfnt.icst.com (ccMail Link to SMTP R8.00.00) id AA915484205; Mon, 04 Jan 99 16:10:07 -0500 Message-Id: <9901049154.AA915484205@icsvfnt.icst.com> X-Mailer: ccMail Link to SMTP R8.00.00 Date: Mon, 04 Jan 99 16:03:23 -0500 To: Subject: IAC controller circuit MIME-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu OK, finally got it together. I finished the schematics and the write-up on the stepper motor control circuit. It's all been uploaded to the 'incoming' site. Files: Stepdrv.txt The what/how/why and where. StepDrv1.gif Image, page 1 of schematics StepDrv2.gif Image, page 2 of schematics Now, before anybody jumps up and down about the hand drawn schematics, well, I'm a software guy. I almost had to use a crayon ;) {the sharpest nearby items are the corners on my keyboard}. The purpose of this circuit/project is to be able to control the IAC by itself. That is, you can extend or retract the pintle at will. This is a stand-alone controller. Have fun, any questions, I'll be here for awhile. (At least 'til next vacation/holiday). BobR. Who put silly-putty on the point of his cone shaped hat 'lest I cut myself. -- From diy_efi-owner Mon Jan 4 16:28:50 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id QAA22986 for diy_efi-outgoing; Mon, 4 Jan 1999 16:28:50 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from ionet.net (root@mail.ionet.net [206.41.128.16]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id QAA22982 for ; Mon, 4 Jan 1999 16:28:50 -0500 Received: from calley.ionet.net (tulnas7-17.ionet.net [38.193.57.79]) by ionet.net (8.9.1a/8.9.1) with ESMTP id PAA04848; Mon, 4 Jan 1999 15:30:57 -0600 (CST) Message-Id: <199901042130.PAA04848@ionet.net> From: "HP User" To: "Gregory A. Parmer" , Cc: "Steve Ravet" Subject: Re: [Fwd: EFI software] Date: Mon, 4 Jan 1999 15:29:31 -0800 X-MSMail-Priority: Normal X-Priority: 3 X-Mailer: Microsoft Internet Mail 4.70.1155 MIME-Version: 1.0 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Thanks Greg and Steve, I have it now and will look it over to see if it may help me. Thankyou again. Randy ---------- > From: Gregory A. Parmer > To: diy_efi@efi332.eng.ohio-state.edu > Cc: Steve Ravet ; calley@ionet.net > Subject: Re: [Fwd: EFI software] > Date: Monday, January 04, 1999 12:45 PM > > > On Sat, 2 Jan 1999, Steve Ravet wrote: > > Didn't someone upload the fit.zip file that went with the injector > > flowbench article from PE magazine? I thought so, but I can't find it. > > Anyway, if someone has it, or knows where it is on the FTP site, please > > let me know so I can help this person, and add a link in the FTP site > > index. thanks > > I had been looking for it, then someone else posted it. Grab it > from "ftp://ftp.acesag.auburn.edu/pub/users/gparmer". Included are > "fit.zip" and "fitphoto.zip". I think fitphoto may be software > John (?) used to take pictures for the magazine. > > Happy Testing, > -greg > From diy_efi-owner Mon Jan 4 17:01:22 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA23637 for diy_efi-outgoing; Mon, 4 Jan 1999 17:01:22 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA23633 for ; Mon, 4 Jan 1999 17:01:21 -0500 Received: from nacelp (dark-cas1-cs-16.dial.bright.net [209.143.25.34]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id RAA17355 for ; Mon, 4 Jan 1999 17:01:19 -0500 (EST) Message-ID: <003b01be382e$368835e0$22198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Injector Duty Monitor Date: Mon, 4 Jan 1999 17:04:33 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: steve ravet To: diy_efi Date: Monday, January 04, 1999 4:01 PM Subject: Re: Injector Duty Monitor So it's still a matter of having the secret decoder ring to be able to use it. Bruce > > PWMETER.C > AT892051.H > PWMETER.HEX > PWMETER.PS > PWMETER.S01 > PWMETER.TXT > > >pwmeter.txt is a document that tells you what everything else is > >pwmeter.c is a C program, along with at892051.h. You need a C compiler >to use these, and it needs to be specific to the device that you are >going to put the program into (looks like an Atmel microcontroller, >similar to PIC). > >pwmeter.hex is a hex file. That's the end result of compiling the C >program, and the .hex file is ready to be read into a device programmer. > >pwmeter.ps is a postscript file, can be read by the program >"ghostscript" or can be sent straight to a postscript printer. Most >likely a schematic. > >pwmeter.s01 is a schematic that could be read by Tango schematic >software, if you had it. Since you probably don't, just print out the >postscript file instead. > >With that said, the pwmeter.txt is skimpy on details. How exactly does >this thing tell you what the pulse width is? I don't have ghostscript >installed so I can't read the .ps file. Georg, got any more details? > >--steve > From diy_efi-owner Mon Jan 4 17:25:27 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA24136 for diy_efi-outgoing; Mon, 4 Jan 1999 17:25:27 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bichon.cisco.com (bichon.cisco.com [171.69.95.115]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA24132 for ; Mon, 4 Jan 1999 17:25:26 -0500 Received: from vespasian.cisco.com ([198.92.55.95]) by bichon.cisco.com (8.8.5-Cisco.2-SunOS.5.5.1.sun4/8.6.5) with SMTP id OAA21068; Mon, 4 Jan 1999 14:24:54 -0800 (PST) Message-Id: <199901042224.OAA21068@bichon.cisco.com> X-Sender: mitcho@netcom.com X-Mailer: QUALCOMM Windows Eudora Pro Version 4.0.2 Date: Mon, 04 Jan 1999 14:22:42 -0800 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@efi332.eng.ohio-state.edu From: mitcho Subject: Re: 92 Corvette LT-1 In-Reply-To: <368FD0B6.7FCD8AC2@arm.com> References: <368EB4D7.8C21A6DF@arm.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu At 02:19 PM 1/3/99 -0600, Steve Ravet wrote: >Also, you may want to look at the TPI/TBI engine swapping manual from >Jags that run (www.jagsthatrun.com) It's aimed at putting EFI engines >into older non-EFI cars but it has some good words on wiring. The "Chevrolet TPI & TBI Engine Swapping" book advertised at Steve Smith Autosports (http://www.ssapubl.com/prod06a.html) Jerry is talking about *is* the manual mentioned above by Mike Knell of Jags That Run. It is also available from Summit and no doubt other folks. It is an excellent book for someone who has never done this sort of thing before. My own plans include fuel injection for a variety of sixties V8 Chevrolets as well as a basic V8 conversion of a Jaguar XJ-6 Series I. At the risk of making him hate me, I'll mention that Mike Knell's email address is available at the JTR Webpage, and he does personally answer his email. For all I know he's a member of this mailing list. Mitch -------------------------------------------------------------------- Mitch Barrie's Chevelles: http://www.employees.org/~ozyman/carstuff Southern California Chevelle Caminos: http://www.chevelles.net/scccc From diy_efi-owner Mon Jan 4 17:51:39 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA24534 for diy_efi-outgoing; Mon, 4 Jan 1999 17:51:39 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from bert.acesag.auburn.edu (bert.acesag.auburn.edu [131.204.46.47]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA24530 for ; Mon, 4 Jan 1999 17:51:38 -0500 Received: from grover (grover [131.204.46.41]) by bert.acesag.auburn.edu (8.8.8/8.8.8) with SMTP id QAA04097 for ; Mon, 4 Jan 1999 16:51:33 -0600 (CST) Date: Mon, 4 Jan 1999 16:51:37 -0600 (CST) From: "Gregory A. Parmer" To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Injector Duty Monitor In-Reply-To: <19990104073832.9179.qmail@hotmail.com> Message-ID: MIME-Version: 1.0 Content-Type: TEXT/PLAIN; charset=US-ASCII Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Sun, 3 Jan 1999, Khoo Teck-Khoon wrote: > I've searched the archives but could not find anything relevant. I am > interested to make my own injector duty monitor..sort of like the > air/fuel ratio..Can this be done? I am not very familiar with For a relative sort of deal, see http://sura1.jlab.org/~bowling/fieye.html It is a *very* simple idea. For more accurate results, an analog voltmeter connected to the ECM side of the injector should give reasonable data...as in 12v=0% duty cycle, 0v=100% duty cycle. -greg From diy_efi-owner Mon Jan 4 17:53:31 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id RAA24583 for diy_efi-outgoing; Mon, 4 Jan 1999 17:53:31 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail2.centuryinter.net (mail2.centuryinter.net [209.142.136.252]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id RAA24579 for ; Mon, 4 Jan 1999 17:53:30 -0500 Received: from cen16176.centuryinter.net (ppp088.av.centuryinter.net [209.142.163.102]) by mail2.centuryinter.net (8.8.8/8.8.8) with SMTP id QAA11906 for ; Mon, 4 Jan 1999 16:53:28 -0600 (CST) Message-Id: <3.0.3.32.19990104165458.006cf5a0@mail.ot.centuryinter.net> X-Sender: cen16176@mail.ot.centuryinter.net X-Mailer: QUALCOMM Windows Eudora Pro Version 3.0.3 (32) Date: Mon, 04 Jan 1999 16:54:58 -0600 To: diy_efi@efi332.eng.ohio-state.edu From: Clarence Wood Subject: Re: IAC controller circuit In-Reply-To: <9901049154.AA915484205@icsvfnt.icst.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Wonderful! But, how do I access the 'incoming' site? At 04:03 PM 1/4/99 -0500, you wrote: > > > >OK, finally got it together. I finished the schematics and >the write-up on the stepper motor control circuit. It's all >been uploaded to the 'incoming' site. > >Files: > >Stepdrv.txt The what/how/why and where. >StepDrv1.gif Image, page 1 of schematics >StepDrv2.gif Image, page 2 of schematics > > >Now, before anybody jumps up and down about the hand >drawn schematics, well, I'm a software guy. I almost >had to use a crayon ;) {the sharpest nearby items are >the corners on my keyboard}. > >The purpose of this circuit/project is to be able to >control the IAC by itself. That is, you can extend or >retract the pintle at will. This is a stand-alone >controller. > >Have fun, any questions, I'll be here for awhile. (At >least 'til next vacation/holiday). > > >BobR. > >Who put silly-putty on the point of his cone shaped >hat 'lest I cut myself. > > >-- > > > From diy_efi-owner Mon Jan 4 18:09:04 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA24960 for diy_efi-outgoing; Mon, 4 Jan 1999 18:09:04 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from webserver ([208.30.20.232]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA24954 for ; Mon, 4 Jan 1999 18:08:59 -0500 Resent-From: frederic.breitwieser@xephic.dynip.com Received: from webserver (Administrators@localhost) by webserver (8.8.8/8.8.7) with SMTP id SAA00279; Mon, 04 Jan 1999 18:08:58 -0500 (Eastern Daylight Time) Resent-Date: Mon, 04 Jan 1999 18:08:58 -0500 (Eastern Daylight Time) Resent-Message-Id: <199901042308.SAA00279@webserver> Message-Id: <3.0.5.32.19990104180855.0091d530@localhost> X-Sender: frederic.breitwieser@localhost X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.5 (32) Date: Mon, 04 Jan 1999 18:08:55 -0500 To: diy_efi@efi332.eng.ohio-state.edu, diy_efi@efi332.eng.ohio-state.edu From: Frederic Breitwieser Subject: Re: Injector Duty Monitor In-Reply-To: References: <19990104073832.9179.qmail@hotmail.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >http://sura1.jlab.org/~bowling/fieye.html >It is a *very* simple idea. Very simple idea, however I'd buffer the LED using a CMOS 4049 inverter or possibly a 4011 quad nand wired as an inverter, as it accomplishes the same thing, but doesn't allow the LED to draw ANY current off the injector. Prolly wouldn't make a difference, but why waste current :) Just a thought. As far as using a meter, obviously an analog meter would be better, as the response to things would be slower than a digital, even though digital meters display every 1/4 or 1/8 of a second. Just something about a needle that I still like :) Frederic Breitwieser Bridgeport, CT 06606 Homebrew Automotive Website: http://www.xephic.dynip.com/ 1993 Supercharged Lincoln Continental 1989 HMMWV 1973 Lincoln Continental (460cid) 1975 Dodge D200 3/4 ton Club Cab 2000 Buick-Powered Mid-Engined Sports Car - From diy_efi-owner Mon Jan 4 18:28:16 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA25288 for diy_efi-outgoing; Mon, 4 Jan 1999 18:28:16 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA25284 for ; Mon, 4 Jan 1999 18:28:15 -0500 Received: from [204.132.128.15] (p13.Steamboat.dialup.csn.net [204.132.128.13]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id QAA07857 for mail_from ; Mon, 4 Jan 1999 16:28:12 -0700 Date: Mon, 4 Jan 1999 16:28:12 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Water Injection Thread Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Gary Derian wrote--- Wouldn't the sound energy in the exhaust from a tuned system direct more energy to the exhaust turbine? >Turbines may like to have a steady flow but shouldn't additional energy >help? Additional energy is always good--I think the real question here is how good you can make your convergent-divergent collector nozzle and how good you can make the convergent nozzle from the accumulator to the turbine--if the gain in turbine efficiency from having a steady feed pressure and velocity exceeds the nozzle losses, you will have won, if not, converging the collector directly into the turbine nozzle might well do better. Somehow, I think that building some stuff, and instrumenting it properly, and testing it would be a whole lot easier than trying to do the calcs!!! I thought that was the idea behind dual scroll exhaust housings. It kind of is, but I think the idea of the split housings is even more to prevent interference between exhaust pulses from adjacent cylinders in the firing order as they are fed into the turbine nozzle(s). A megaphone would convert velocity into pressure but the exhaust ultimately >has to speed up again (and drop pressure) to flow through the exhaust >housing. It sure does--but what calcs I HAVE done indicate that the gas velocity coming out of the turbine feed nozzle(s) needs to about match the velocity of the tips of the turbine blades for decent turbine efficiency to happen--this velocity is again about Mach .75 AVERAGE in a typical case. Get too much pulsation at this point, and you will begin to get Mach 1 (choked) flow--ain't no more gas gonna go through the nozzle--so things will get seriously constipated during part of the pulse, and screw up the header tuning. At Mach .75, it wouldn't really take much pulsation at all to produce an increase in back pressure, either, even if you are not pulsing it strongly enough to choke it. Which is kinda why I think smoothing the flow out might be a net win, even though there are losses through two more nozzles to make up for. DO NOT misunderstand me, these wanderings are theoretical conjecture at best--if I shut up and build something, test it, and it proves out, then I would (and will!) be more forceful about it! > Regards, Greg From diy_efi-owner Mon Jan 4 18:37:25 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id SAA25443 for diy_efi-outgoing; Mon, 4 Jan 1999 18:37:25 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from icarus.idirect.com (icarus.idirect.com [207.136.80.7]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id SAA25439 for ; Mon, 4 Jan 1999 18:37:24 -0500 Received: from terminus.idirect.com (terminus.idirect.com [207.136.80.70]) by icarus.idirect.com (8.9.1/8.9.1) with ESMTP id SAA00700 for ; Mon, 4 Jan 1999 18:37:22 -0500 (EST) Received: from wsherwin (liv4-36.oshawa.idirect.com [207.136.121.228]) by terminus.idirect.com (8.9.1/8.9.0) with SMTP id SAA08538 for ; Mon, 4 Jan 1999 18:37:22 -0500 (EST) Message-ID: <001201be3854$328c0cc0$e47988cf@wsherwin> From: "Walter Sherwin" To: Subject: Re: Injector Duty Monitor Date: Mon, 4 Jan 1999 18:36:27 -0800 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Another thought..............how about an old "surplus" oscilloscope hooked up to the injector circuit. This would provide a pretty good visual/graphical representation of duty cycle and phasing? Various companies also manufacture "plug-n-play" notebook oriented automotive oscilloscope modules. Have fun; Walt. -----Original Message----- From: Gregory A. Parmer To: diy_efi@efi332.eng.ohio-state.edu Date: Monday, January 04, 1999 3:25 PM Subject: Re: Injector Duty Monitor > >On Sun, 3 Jan 1999, Khoo Teck-Khoon wrote: >> I've searched the archives but could not find anything relevant. I am >> interested to make my own injector duty monitor..sort of like the >> air/fuel ratio..Can this be done? I am not very familiar with > >For a relative sort of deal, see >http://sura1.jlab.org/~bowling/fieye.html >It is a *very* simple idea. > >For more accurate results, an analog voltmeter connected to the >ECM side of the injector should give reasonable data...as in 12v=0% >duty cycle, 0v=100% duty cycle. > >-greg > From diy_efi-owner Mon Jan 4 19:01:31 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA25879 for diy_efi-outgoing; Mon, 4 Jan 1999 19:01:31 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from lnagate.foxboro.com.au (qmailr@lnagate.foxboro.com.au [202.12.113.254]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id TAA25874 for ; Mon, 4 Jan 1999 19:01:27 -0500 Received: (qmail 12304 invoked from network); 5 Jan 1999 00:01:16 -0000 Received: from foxlnqtc.qtc.foxboro.com.au (HELO foxboro.com.au) (202.12.112.10) by gatekeeper.foxboro.com.au with SMTP; 5 Jan 1999 00:01:16 -0000 Received: from wayneb-nt (fwserver [202.12.112.56]) by foxboro.com.au (8.8.8/8.8.8) with SMTP id KAA07474 for ; Tue, 5 Jan 1999 10:01:14 +1000 (EST) Message-Id: <3.0.1.32.19990105100114.009a3600@qtc-mail> X-Sender: wayneb@qtc-mail X-Mailer: Windows Eudora Pro Version 3.0.1 (32) Date: Tue, 05 Jan 1999 10:01:14 +1000 To: diy_efi@esl.eng.ohio-state.edu From: Wayne Blair Subject: 460 EFI Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Could any of you send me a picture/image (or link to) of any factory (or after market) EFI Intakes for 460/429 engines. thanks <<<<<<<<<<<<<<<< bye >>>>>>>>>>>>>>>>> wayne [Brisbane Australia] From diy_efi-owner Mon Jan 4 19:13:07 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA26102 for diy_efi-outgoing; Mon, 4 Jan 1999 19:13:07 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from fw-austin.austin.arm.com (firewall-user@ns2.arm.com [208.202.62.114]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id TAA26098 for ; Mon, 4 Jan 1999 19:13:05 -0500 Received: by fw-austin.austin.arm.com; id SAA19628; Mon, 4 Jan 1999 18:13:13 -0600 Received: from aussun1.austin.arm.com(192.168.3.3) by fw-austin.austin.arm.com via smap (4.1) id xma019624; Mon, 4 Jan 99 18:12:44 -0600 Received: from arm.com by aussun1.arm.com (SMI-8.6/SMI-SVR4) id SAA13658; Mon, 4 Jan 1999 18:12:35 -0600 Message-ID: <36915899.F127FD7@arm.com> Date: Mon, 04 Jan 1999 18:11:05 -0600 From: steve ravet X-Mailer: Mozilla 4.5 [en] (WinNT; U) X-Accept-Language: en MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: IAC controller circuit References: <3.0.3.32.19990104165458.006cf5a0@mail.ot.centuryinter.net> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu ftp://efi332.eng.ohio-state.edu/incoming Clarence Wood wrote: > > Wonderful! But, how do I access the 'incoming' site? > > At 04:03 PM 1/4/99 -0500, you wrote: > > > > > > > >OK, finally got it together. I finished the schematics and > >the write-up on the stepper motor control circuit. It's all > >been uploaded to the 'incoming' site. > > > >Files: > > > >Stepdrv.txt The what/how/why and where. > >StepDrv1.gif Image, page 1 of schematics > >StepDrv2.gif Image, page 2 of schematics > > > > > >Now, before anybody jumps up and down about the hand > >drawn schematics, well, I'm a software guy. I almost > >had to use a crayon ;) {the sharpest nearby items are > >the corners on my keyboard}. > > > >The purpose of this circuit/project is to be able to > >control the IAC by itself. That is, you can extend or > >retract the pintle at will. This is a stand-alone > >controller. > > > >Have fun, any questions, I'll be here for awhile. (At > >least 'til next vacation/holiday). > > > > > >BobR. > > > >Who put silly-putty on the point of his cone shaped > >hat 'lest I cut myself. > > > > > >-- > > > > > > From diy_efi-owner Mon Jan 4 19:53:24 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id TAA26841 for diy_efi-outgoing; Mon, 4 Jan 1999 19:53:24 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from hotmail.com (f68.hotmail.com [207.82.251.208]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id TAA26837 for ; Mon, 4 Jan 1999 19:53:23 -0500 Received: (qmail 22567 invoked by uid 0); 5 Jan 1999 00:52:51 -0000 Message-ID: <19990105005251.22566.qmail@hotmail.com> Received: from 161.142.78.71 by www.hotmail.com with HTTP; Mon, 04 Jan 1999 16:52:51 PST X-Originating-IP: [161.142.78.71] From: "Khoo Teck-Khoon" To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Injector Duty Monitor Date: Mon, 04 Jan 1999 16:52:51 PST Mime-Version: 1.0 Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Date: Mon, 4 Jan 1999 16:51:37 -0600 (CST) >From: "Gregory A. Parmer" >To: diy_efi@efi332.eng.ohio-state.edu >Subject: Re: Injector Duty Monitor > > >For a relative sort of deal, see >http://sura1.jlab.org/~bowling/fieye.html >It is a *very* simple idea. > >For more accurate results, an analog voltmeter connected to the >ECM side of the injector should give reasonable data...as in 12v=0% >duty cycle, 0v=100% duty cycle. > >-greg > I've seen the diagram and still confused somewhat. Anyway, is it possible to wire a LED to the ECU side of the injector wire and just look at the amount of time the LED is lighted. Perhaps, a continuous on would indicate 100% injector duty or is it the other way? Would this load the circuit to the injectors as I only know the pin for injector no. 1 on the ECU? Regards ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com From diy_efi-owner Mon Jan 4 20:05:08 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA27068 for diy_efi-outgoing; Mon, 4 Jan 1999 20:05:08 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailrelay3.sni.net (root@mailrelay3.sni.net [199.117.160.142]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA27063 for ; Mon, 4 Jan 1999 20:05:07 -0500 Received: from [204.132.128.7] (p7.Steamboat.dialup.csn.net [204.132.128.7]) by mailrelay3.sni.net (8.9.1/8.8.8) with SMTP id SAA14573 for mail_from ; Mon, 4 Jan 1999 18:05:03 -0700 Date: Mon, 4 Jan 1999 18:05:03 -0700 X-Sender: bearbvd@lynx.sni.net Message-Id: Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" To: diy_efi@efi332.eng.ohio-state.edu From: bearbvd@sni.net (Greg Hermann) Subject: Re: Water Injection Thread Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hi again-- One more thing about insulating headers-- Already said the headers need to be made out of 321 SS if you are gonna insulate them and want them to live for any length of time. Another aspect of this is that once you have insulated the header tubes, obviously, they will get hotter, and therefore experience a bunch more heat expansion than uninsulated header tubes do. And stainless has a somewhat higher coefficient of expansion than plain carbon steel, so you will be fighting a double whammy with insulated 321 SS headers in terms of tube growth from cold engine to fully hot, sustained WOT header tube operating conditions. Specifically, you had better allow for about .080" of growth in length per foot of tube length. If you do not allow for it, this is MORE than enough growth to cause things to disassemble themselves!!! (NASTY ways of doing it, too, like breaking bolts off at the head, breaking flanges off of the head, breaking turbine housings, breaking turbo mounting brackets, etc.!! The 321 SS is tough, stiff, and strong enough at high temps, even in only 16 or 18 gauge thickness, to vent its wrath at captivity on almost anything else foolish enough to be in its way!! Also, cuz of the differential in thermal expansion between stainless and plain steel and/or iron, the older boys have told me that the best plan is to fab the header flanges out of carbon steel (min. 3/8" thick, I would be inclined more toward 7/16" or 1/2"). They have also told me that the wire of choice for welding the 321 SS tubing to the carbon flanges is 308 SS. (347 wire for welding 321 tube to 321 tube.) These same older boys did not mention what to use for header flanges meant to mate with them thar new-fangled aluminium heads---- Now, as for the expansion joints that you are almost bound to need to make the fool things work without breakin' sumthin': Any creative thoughts on this subject are more than welcome! Best idea I have come up with, so far, is to use a regular tube into the second tube swedged larger slip joint, just like on stock exhaust pipe joints--but no clamp, and be sure that the inner tube sticking into the swedged part of the other tube is NOT QUITE bottomed (1/8" clear end play??) in the final assembly position. Then weld a rolled bellows looking device on over the outside of the slip joint to seal it. Such bellows are available (IN 321 SS!!) in an innumerable variety of appropriate sizes and thicknesses (and with plain tube ends) from, for one, an outfit by the name of Hyspan. This is all obviously a LOT of effort to get more out of a motor, but hey--why do we spend our time here if not for just that reason??? Regards, Greg From diy_efi-owner Mon Jan 4 20:23:36 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA27495 for diy_efi-outgoing; Mon, 4 Jan 1999 20:23:36 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mailhost1.attcanada.net (mailhost1.attcanada.net [206.191.82.42]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id UAA27491 for ; Mon, 4 Jan 1999 20:23:34 -0500 Received: from d233-cg101h1-clgr-pdi.attcanada.net ([142.194.124.233]) by mailhost1.attcanada.net (InterMail v03.02.07 118 124) with SMTP id <19990105001902.GPH9860@d233-cg101h1-clgr-pdi.attcanada.net> for ; Tue, 5 Jan 1999 00:19:02 +0000 Received: by d233-cg101h1-clgr-pdi.attcanada.net with Microsoft Mail id <01BE380F.B51E9DA0@d233-cg101h1-clgr-pdi.attcanada.net>; Mon, 4 Jan 1999 18:26:12 -0700 Message-ID: <01BE380F.B51E9DA0@d233-cg101h1-clgr-pdi.attcanada.net> From: Marc Piccioni To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) Date: Mon, 4 Jan 1999 18:17:57 -0700 Encoding: 55 TEXT, 72 UUENCODE X-MS-Attachment: WINMAIL.DAT 0 00-00-1980 00:00 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu You maybe experiencing throttle blade icing. If the problem reoccurs remove the air filter and check for ice buildup. In the winter it's usually a good idea to run the stock air cleaner with the hot air pipe going to the exhaust manifold. ---------- From: Kurek, Larry[SMTP:lkurek@anl.gov] Sent: January 4, 1999 9:08 AM To: 'diy_efi@efi332.eng.ohio-state.edu' Subject: Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) Guys: I am having a slight problem with the 2.8 MPFI motor I put in my S10 in place of the old carb motor with the hole in the side of the block :) I was driving home last night and it started cuting out at anything between off idle to about half throttle...kind of like it was running out of gas, but it wasn't since I JUST filled up the tank. The fuel pump is new, and is getting great pressure, so I don't think it is a fuel problem. However...the motor seemed to fix itself and run great again. No SES light either. Once I got home, I decided to check the obvious....coil connectors, wires, etc etc...all seemed fine. However, after a quick test drive, I popped the hood and it almost died out on me.. came back, and set an SES light...code 34, low MAF reading. So, I backprobed the MAF connector and all was OK, I checked for any loose connections and didn't see any either, so i reset the ECM and it seemed OK. Well, on the drive to work this morning, same damn thing. Again, a code 34. One of the causes for this code is a leak between the MAF and the throttle body. I checked this as well, and the only thing that MAY be a problem, is the temperature sensor bung I siliconed into the elbow. The silicone looks to have pulled back just a bit and there may be a SLIGHT opening into the elbow. Could this be enough to cause a problem? I can't emphasize enough how small of a leak this may be. Are these MAF sensors that sensitive? FWIW, I am also running an open element K&N filter, and it has recently gotten quite cold here (Chicago area). Sooo....any ideas? How do I go about testing the MAF itself? Like I mentioned above...the connector checks out fine with +B, ground, and +5v. Does anyone have a spare MAF that they would be willing to part with? This is a three wire MAF out of an 89 Camaro 2.8 V6. It isn't the hot wire variety, but seems to use a thermistor instead? Finally, I did note that the lights on the car dim on occasion for a few seconds at a time. Could this be a bad alternator? Could this cause the problems with the MAF? I'm stretching here guys...I don't want to get stranded in sub-zero temperatures in the middle of nowhere... Thanks! Larry begin 600 WINMAIL.DAT M>)\^(@P!`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D`' ``0```#0` M``!213H@3F5E9"!(7V5L<"!W:71H(&%N(#@Y($U01DD@,BXX(%8V("A.965D M($U!1BXN+BD``@%Q``$````6`````;XX23H/!Y&+[J0`$=*^G$1%4U0````` M'@`># $````%````4TU44 `````>`!\,`0```!@```!M<&EC8VEO;FE 871T M8V%N861A+FYE= `#``804.G^$P,`!Q#N!P``'@`($ $```!E````64]534%9 M0D5%6%!%4DE%3D-)3D=42%)/5%1,14),041%24-)3D=)1E1(15!23T),14U2 M14]#0U524U)%34]6151(14%)4D9)3%1%4D%.1$-(14-+1D]224-%0E5)3$15 M4$E.5 `````"`0D0`0`````(``#\!P``I@T``$Q:1G4X^[IR_P`*`0\"%0*H M!>L"@P!0`O()`@!C: K 874#$&1U1!"!UT VP)9!T^F\@,'4C]!/ (& BL"&" M?F,>4 !P(@$#\!WP'W-H^QX@(7-P!2 =`"6P';,F8/\?@AT@$8 E$ 5 `X$& MD ;P#&0N"H4*BVQI,3B", +1:2TQ-#0-\.<,T"U#"UDQ-@J@'A$%D'T%0"TO M9PJ'+AL,,"[F1IT#83HP;B[F#((@2PAP(&5K+"!,"L!R>0!;4TU44#IL:R4T M,D `<&PN);!V7;\P#S$=!F ",#)/,UM*`'"3)3 TP" T-' Q.3L0H" Y.C X M%+!--C\9,1U4;SA_,ULG9&ED>5\-P&E 0!$:X#(&+@GP'R!O:&EO+=T3P&$3 MT$"P(Y G.\\W3OAU8FHO(3WO,UL'P F 9"!(0 !L<"@4`Y$XP3LP35!&22! MH#N $%8V("A&0TU!1IHN2/ I*V\L?3&]4NYD=U$[ Z23Q'T+9A(" 1 M@'8=LB601WP';(<\'1W">$*A?]2H!]@)@`>4291`:!:LA& [FP?8AX42/%K"X B4%*A M_2R@:Q[!!4!7DB:!`P!:A?52H6=7H"P*A2-04/%?DSQN)UFA"X C(4?02E7\ M4U0ALAY0(E CH!]S`9#4;FL?,%0?D68*4 ,@_5#0;4;0! !8X ?0-'!94_IS M"H5G$X6""42%><5-!_5AQ8@#0-&$B,A&Q1S)O%_MSDQZQ,SK0 M"H47, ?@2,'G(#$>H!\#4V]Q@GU"'\(_>>6 0G07(B-V0E>23TO_<8$*A2)S M=L*#$R5P%S![H+\=`'0502 &,2(R/]!D8C/O">"%$5# M35E';%2$`!\P5WU&L&PT<'QQ'X)Y$R9"=_\%L'*R96$$8 2@';%H$7T"WF1- M@%'&6U,?,$%N@F7!_W0!?S-P$E*'4U E$ >1(M+_C/-_$VES)[$BL%N\@B8B M,O=CXQX'!'!Y'S&$MXSS5Z'_6^"+8I1F`B E85M3CF=:\?U(P%E;H26!'\4T M<&5A8^/_$^ =04%P-#%L,0" !;$C4/\=P4?0`) LH'011F$D82GS=75V; ;@ M=V1DG&:%LFMOFF$F8$VQ'Z%U8V-]0B#V:BJ2)9!B>T*4=)M1',&#F6,*A5-, M24=(8R#_>; )\!VRG0:=Y@A14R&,\WT<\FX(8$YP&$3T'0!4R&ATRB^0T$04U EL"%P9T$I'S"_ M23R!$"7 1 M6R'_GO*?PTXA"K&"1)CC'X$EA=-+W@#-@=4=$0TV "L F8$?TOQ\Q:5)HI"B4=-(*A78*P/D(D'1Y M-'!ADFQ"GW.FI'UOTFT$`%!R"X 3P1Z@/_U)/$8+@"5"<8,F`%C@+P'_PG=O M1+V!(_1347O1("!\ MH/][82'QSG!0<:=PI0FFA&M(WQ_%EM$H-DC!IW$G(" 3P.\7H'506V.ATV=, M04CQ:&;_5Y"PH2919K&L9MG@(C&`#T``0`` /``4```!213H@`````'E0 ` end From diy_efi-owner Mon Jan 4 20:47:35 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id UAA27989 for diy_efi-outgoing; Mon, 4 Jan 1999 20:47:35 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from server.edmi.com.au (elede1.lnk.telstra.net [139.130.64.220]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with SMTP id UAA27983 for ; Mon, 4 Jan 1999 20:47:31 -0500 Received: from christianh (christianh [10.1.1.28]) by server.edmi.com.au (NTMail 3.03.0013/2f.aabt) with ESMTP id sa018244 for ; Tue, 5 Jan 1999 11:50:26 +1000 Received: by localhost with Microsoft MAPI; Tue, 5 Jan 1999 11:50:23 +1000 Message-ID: <01BE38A1.93972980.christianh@edmi.com.au> From: Christian Hack To: "'diy_efi@esl.eng.ohio-state.edu'" Subject: Re: Injector Duty Monitor Date: Tue, 5 Jan 1999 11:49:50 +1000 Organization: EDMI Pty Ltd X-Mailer: Microsoft Internet E-mail/MAPI - 8.0.0.4211 MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu For those who can't view the pwmeter.ps file i've put a GIF of the schematic in /incoming for everyone ftp://efi332.eng.ohio-state.edu/incoming/pwmeter.gif It's pretty big though. If that still causes probs let me know and I'll try some other tricks. The main problem is that it will difficult to read the text if I decrease the resolution too much. A decent GIF viewer should let you scale and view it yourself. Christian Hack christianh@edmi.com.au EDMI Pty Ltd Ph : (07) 3888 3066 FAX : (07) 3888 3583 From diy_efi-owner Mon Jan 4 21:07:27 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA28510 for diy_efi-outgoing; Mon, 4 Jan 1999 21:07:27 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from m28.boston.juno.com (m28.boston.juno.com [205.231.101.186]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA28506 for ; Mon, 4 Jan 1999 21:07:26 -0500 Received: (from cosmic.ray@juno.com) by m28.boston.juno.com (queuemail) id DX6RTQDJ; Mon, 04 Jan 1999 21:06:57 EST To: diy_efi@efi332.eng.ohio-state.edu Cc: diy_efi@efi332.eng.ohio-state.edu Date: Mon, 4 Jan 1999 21:47:06 -0500 Subject: Re: Water Injection Thread Message-ID: <19990104.220633.4734.7.Cosmic.Ray@juno.com> References: <00d001be37fc$8a4a1630$657cbdc0@dilbert.nordson.com> X-Mailer: Juno 1.49 X-Juno-Line-Breaks: 1,3,5-11,14-16 From: cosmic.ray@juno.com (Raymond C Drouillard) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu On Mon, 4 Jan 1999 11:05:28 -0500 "Gary Derian" writes: >I think we agree about flywheel effects. My point is that a heavy flywheel >will smooth out engine torque variation when the clutch is engaged but can >increase shock loads when starting out, a two edged sword. My >preference is >to have as light a flywheel as I can stand for driveability. > >Gary Derian An engine with more cylinders will have a smoother output torque. V8s tend to be smooth. V12s are even smoother (though I have to admit that I don't know this by experience - yet). Ray ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] From diy_efi-owner Mon Jan 4 21:08:42 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA28584 for diy_efi-outgoing; Mon, 4 Jan 1999 21:08:42 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from m28.boston.juno.com (m28.boston.juno.com [205.231.101.186]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA28580 for ; Mon, 4 Jan 1999 21:08:41 -0500 Received: (from cosmic.ray@juno.com) by m28.boston.juno.com (queuemail) id DX6RTQAC; Mon, 04 Jan 1999 21:06:57 EST To: diy_efi@efi332.eng.ohio-state.edu Date: Mon, 4 Jan 1999 21:43:53 -0500 Subject: Re: Nology) Message-ID: <19990104.220633.4734.6.Cosmic.Ray@juno.com> References: X-Mailer: Juno 1.49 X-Juno-Line-Breaks: 0-2,4-11,14-15,18-19,22-27 From: cosmic.ray@juno.com (Raymond C Drouillard) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >Because an LCD panel does not consitute a legal number plate. If you get >pulled over for anything, I'm sure it wouldn't be too hard to work out >something funny is happening. I very much doubt an LCD panel showing the >numbers would be convincing. Also the welding mask LCD panels turn opaque >entirely. You would need to obtain an LCD panel that has individual >sections in it to make up the differnet numbers and letters. >In Australia you are allowed to have clear plastic number plate covers, >hence an LCD panel can be made to look like one of those. > >Cheers, Mos. How clear does it have to be? Could it be designed similar to a HUD, or perhaps have diffraction grating etched in? It would be close to invisible to the naked eye. Better yet, how about etching or molding a very small corner reflector pattern into the side closest to the plate? This would cause a glare to be reflected back at any strong light source (flash). Standard reflectors, such as you see on bicycles, next to the freeway, and on the back of cars use a corner reflector pattern. That's what the triangular pyramid pattern is for. Totally passive - how's that for elegant? Ray Drouillard ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] From diy_efi-owner Mon Jan 4 21:08:46 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA28591 for diy_efi-outgoing; Mon, 4 Jan 1999 21:08:46 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from m28.boston.juno.com (m28.boston.juno.com [205.231.101.186]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA28587 for ; Mon, 4 Jan 1999 21:08:45 -0500 Received: (from cosmic.ray@juno.com) by m28.boston.juno.com (queuemail) id DX6RTP2S; Mon, 04 Jan 1999 21:06:57 EST To: diy_efi@efi332.eng.ohio-state.edu Date: Mon, 4 Jan 1999 21:16:09 -0500 Subject: Re: Water Injection Thread Message-ID: <19990104.220633.4734.3.Cosmic.Ray@juno.com> References: <000301be3797$48726b00$1b02d4cd@gderian> X-Mailer: Juno 1.49 X-Juno-Line-Breaks: 0,2-6,10-11,15-16,19-20,27-28,33 From: cosmic.ray@juno.com (Raymond C Drouillard) Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu >AWD is really great for low traction conditions and year-round driving. >Rear wheel drive with a mid engine and sticky tires should be nearly as good >on dry pavement with way less complexity. How and where do you drive? If that's the case, why does the Lambroghini use AWD? AWD is useful when traction is a problem. This could mean moderate speeds with a slippery surface, or high speeds and lateral acceleration on a sticky surface. It's just another way to have a bigger performance envelope to push. The main advantage of a mid engine is that the mass is near the center of rotation when the vehicle is going around a corner. This makes it more maneuverable. It also makes it easier to spin out. Performance comes with a price :) Yes, it helps the designer achieve 50/50 weight distribution, but there are other ways of doing it. The Corvette engineers did it by putting the engine in the front and the transmission in the back. Another advantage of AWD is that all four wheels are pulling right from the start. With a 50/50 weight distribution, you will have twice the ability to apply force to the pavement from a dead stop. I know that accelerating adds down force to the back wheels and removes it from the front wheels, but AWD allows a forward force equal to the weight of the car * the coefficient of friction, rather than some fraction of the weight * the CF. I know that dragsters are RWD, but that is a specialized application. Typically, the front wheels bear very little weight or lift right off the ground. Also, some of the acceleration force is used to add downward force to the rear wheels. Draw a vector diagram sometime if you have a hard time imagining this :) ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] From diy_efi-owner Mon Jan 4 21:25:45 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA29087 for diy_efi-outgoing; Mon, 4 Jan 1999 21:25:45 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from tcemail.indy.tce.com (inet-gw.indy.tce.com [157.254.232.6]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA29081 for ; Mon, 4 Jan 1999 21:25:44 -0500 Received: from indyglobal.indy.tce.com ([157.254.93.122]) by tcemail.indy.tce.com (8.8.8/8.8.3) with ESMTP id VAA02292 for ; Mon, 4 Jan 1999 21:25:43 -0500 (EST) Received: by indyglobal.indy.tce.com with Internet Mail Service (5.5.2232.9) id ; Mon, 4 Jan 1999 21:25:49 -0500 Message-ID: <5D6B33A38300D211AC9B00609748B226FF5095@tceis3.indy.tce.com> From: Jemison Richard To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: RE: Injector Duty Monitor Date: Mon, 4 Jan 1999 21:25:39 -0500 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2232.9) Content-Type: text/plain Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Thank you, thank you! Rick > -----Original Message----- > From: Christian Hack [SMTP:christianh@edmi.com.au] > Sent: Monday, January 04, 1999 8:50 PM > To: 'diy_efi@esl.eng.ohio-state.edu' > Subject: Re: Injector Duty Monitor > > For those who can't view the pwmeter.ps file i've put a GIF of the > schematic in /incoming for everyone > > ftp://efi332.eng.ohio-state.edu/incoming/pwmeter.gif > > It's pretty big though. If that still causes probs let me know and I'll > try some other tricks. The main problem is that it will difficult to read > the text > if I decrease the resolution too much. A decent GIF viewer should let you > scale > and view it yourself. > > Christian Hack > christianh@edmi.com.au > EDMI Pty Ltd > Ph : (07) 3888 3066 > FAX : (07) 3888 3583 > From diy_efi-owner Mon Jan 4 21:37:36 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA29246 for diy_efi-outgoing; Mon, 4 Jan 1999 21:37:36 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from gateway.subcorp.com.au (gateway.subcorp.com.au [203.28.5.10]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA29242 for ; Mon, 4 Jan 1999 21:37:32 -0500 Received: (from uucp@localhost) by gateway.subcorp.com.au (8.7.6/8.7.3) id NAA03203 for ; Tue, 5 Jan 1999 13:06:55 +1030 (CST) Received: from unknown(69.10.0.8) by gateway.subcorp.com.au via smap (V1.3) id sma003201; Tue Jan 5 13:06:39 1999 Received: from marge.asc.com.au ([69.10.150.5]) by zaphod.asc.com.au (8.8.2/8.7.3) with SMTP id NAA09250 for ; Tue, 5 Jan 1999 13:05:38 +1030 (CST) Received: by marge.asc.com.au with SMTP (Microsoft Exchange Server Internet Mail Connector Version 4.0.994.63) id <01BE38AC.512915D0@marge.asc.com.au>; Tue, 5 Jan 1999 13:07:16 +0930 Message-ID: From: "West, David" To: "'diy_efi@efi332.eng.ohio-state.edu'" Subject: Old Thread - pulse width Date: Tue, 5 Jan 1999 12:07:51 +0930 X-Mailer: Microsoft Exchange Server Internet Mail Connector Version 4.0.994.63 MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Hello all and happy new year. To all the people that had input on the pulse width and broken turbo discussion - thanks. I finally fixed the car - out of the old 4 cylinder and back into the turbo - wahooo I found the problem to be a faulty hot wire flow meter. Unfortunately, I tested the flow meter on the bench and it was within GM Spec at the start of the investigation. This is also why the ECCM didn't flag it as a problem. When I re-visited the flow meter, after checking everything else under the sun, I found the dynamic spec (using vacuum cleaner) to be within spec but on the upper limit. I then sourced a new meter and it fixed the problem after clearing a shit load of fuel out of the exhaust system. I suppose the moral of this story is: 'Just because a component is within spec doesn't mean that it works correctly.' Bye for now David West From diy_efi-owner Mon Jan 4 21:53:25 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id VAA29508 for diy_efi-outgoing; Mon, 4 Jan 1999 21:53:25 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sparticus.bright.net (sparticus.bright.net [205.212.123.14]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id VAA29504 for ; Mon, 4 Jan 1999 21:53:24 -0500 Received: from nacelp (dark-cas1-cs-7.dial.bright.net [209.143.25.25]) by sparticus.bright.net (8.9.1/8.9.1 ComNet Build) with SMTP id VAA17978 for ; Mon, 4 Jan 1999 21:53:22 -0500 (EST) Message-ID: <011101be3856$fefd2b20$19198fd1@nacelp> From: "Bruce Plecan" To: Subject: Re: Injector Duty Monitor Date: Mon, 4 Jan 1999 21:56:29 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.72.3155.0 X-MimeOLE: Produced By Microsoft MimeOLE V4.72.3155.0 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu -----Original Message----- From: Christian Hack To: 'diy_efi@esl.eng.ohio-state.edu' Date: Monday, January 04, 1999 8:59 PM Subject: Re: Injector Duty Monitor I really must be losing it, I can't find it. If someone sees it please send it to me, Bruce >For those who can't view the pwmeter.ps file i've put a GIF of the >schematic in /incoming for everyone > >ftp://efi332.eng.ohio-state.edu/incoming/pwmeter.gif > >It's pretty big though. If that still causes probs let me know and I'll >try some other tricks. The main problem is that it will difficult to read the text >if I decrease the resolution too much. A decent GIF viewer should let you scale >and view it yourself. > >Christian Hack >christianh@edmi.com.au >EDMI Pty Ltd >Ph : (07) 3888 3066 >FAX : (07) 3888 3583 > > From diy_efi-owner Mon Jan 4 22:05:24 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA29656 for diy_efi-outgoing; Mon, 4 Jan 1999 22:05:24 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from mail.networkone.net (root@mail.networkone.net [209.144.112.75]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA29652 for ; Mon, 4 Jan 1999 22:05:23 -0500 Received: from mpilkent.vt.edu (assured-01-45.ln.networkone.net [209.144.118.46]) by mail.networkone.net (8.9.1a/8.9.1) with SMTP id TAA01116 for ; Mon, 4 Jan 1999 19:05:30 -0800 From: "Mike Pilkenton" To: Subject: Re: fuel pumps Date: Mon, 4 Jan 1999 19:01:30 -0800 Message-ID: <01be3857$b1cd8920$2e7690d1@mpilkent.vt.edu> MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 4.71.1712.3 X-MimeOLE: Produced By Microsoft MimeOLE V4.71.1712.3 Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Thanks everyone for the leads. Got some research to do at the parts counter. Mike (3.1L V6 Opel GT conversion) From diy_efi-owner Mon Jan 4 22:13:20 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA29838 for diy_efi-outgoing; Mon, 4 Jan 1999 22:13:20 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from sal.awwwsome.com (sal.awwwsome.com [206.155.34.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA29834 for ; Mon, 4 Jan 1999 22:13:18 -0500 Received: from awwwsome.com ([206.155.34.73]) by sal.awwwsome.com (Post.Office MTA v3.1 release PO203a ID# 0-34763U2500L250S0) with ESMTP id AAA25934 for ; Mon, 4 Jan 1999 19:11:16 -0800 Message-ID: <3691827B.E52041D8@awwwsome.com> Date: Mon, 04 Jan 1999 19:09:47 -0800 From: Aaron Willis X-Mailer: Mozilla 4.08 [en] (Win16; I) MIME-Version: 1.0 To: diy_efi@efi332.eng.ohio-state.edu Subject: Re: Water Injection Thread References: <000301be3797$48726b00$1b02d4cd@gderian> <19990104.220633.4734.3.Cosmic.Ray@juno.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Raymond C Drouillard wrote: > > >AWD is really great for low traction conditions and year-round driving. > >Rear wheel drive with a mid engine and sticky tires should be nearly as > good > >on dry pavement with way less complexity. How and where do you drive? > > If that's the case, why does the Lambroghini use AWD? For all the obvious reasons. Last time I looked at them (little joke ther) AWD was optional though. There are plenty of people who prefer the more direct FEEL and pointability of RWD to the stability and real-world traction of AWD. RWD has the potential for a bit more fun, but AWD is harder to lose control of. All depends on what you want to do with your car. Just my two cents Aaron ICQ # 27386985 From diy_efi-owner Mon Jan 4 22:21:52 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA30100 for diy_efi-outgoing; Mon, 4 Jan 1999 22:21:52 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from imo14.mx.aol.com (imo14.mx.aol.com [198.81.17.4]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA30096 for ; Mon, 4 Jan 1999 22:21:49 -0500 From: Fisystems@aol.com Received: from Fisystems@aol.com by imo14.mx.aol.com (IMOv18.1) id DRGRa05506 for ; Mon, 4 Jan 1999 22:15:58 +1900 (EST) Message-ID: Date: Mon, 4 Jan 1999 22:15:58 EST To: diy_efi@efi332.eng.ohio-state.edu Mime-Version: 1.0 Subject: Re: Electromotive problems.... Content-type: text/plain; charset=US-ASCII Content-transfer-encoding: 7bit X-Mailer: AOL 4.0 for Windows 95 sub 226 Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu In a message dated 12/30/98 8:23:53 AM Pacific Standard Time, CEIJR@aol.com writes: << I have encountered intermittent problems with an Electromotive TEC II in a couple of instances. Each time, the ECU has completely lost its place and shut down because of spark wire interference with the pickup lead from the crank trigger. After being sure that installation gives maximum separation, the only problems have been with "low resistance" wires. Best results have been with street rf suppression wires, where the ECU has been rock solid. It is predicted that those won't last as long as some others, but they have worked better than more expensive spiral wound, etc. Charlie Iliff >> Electromotive has a new pickup to correct this problem. Ken From diy_efi-owner Mon Jan 4 22:38:35 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA30396 for diy_efi-outgoing; Mon, 4 Jan 1999 22:38:35 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from achilles.noc.ntua.gr (achilles.noc.ntua.gr [147.102.222.210]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA30391 for ; Mon, 4 Jan 1999 22:38:33 -0500 Received: from atlas.central.ntua.gr (atlas.central.ntua.gr [147.102.240.1]) by achilles.noc.ntua.gr (8.8.8/8.8.8) with ESMTP id FAA18121 for ; Tue, 5 Jan 1999 05:38:31 +0200 (EET) Received: by atlas.central.ntua.gr with SMTP id FAA07752 ; Tue, 5 Jan 1999 05:39:51 +0200 (EET) Message-ID: <36918839.9FC@usa.net> Date: Tue, 05 Jan 1999 05:34:18 +0200 From: John Andrianakis X-Mailer: Mozilla 3.0 (Win95; I) MIME-Version: 1.0 To: DIY_EFI@efi332.eng.ohio-state.edu Subject: Re: Injector Duty Monitor References: <19990104073832.9179.qmail@hotmail.com> Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Sender: owner-diy_efi@efi332.eng.ohio-state.edu Precedence: bulk Reply-To: diy_efi@efi332.eng.ohio-state.edu Khoo Teck-Khoon wrote: > > I've searched the archives but could not find anything relevant. I am > interested to make my own injector duty monitor..sort of like the > air/fuel ratio..Can this be done? I am not very familiar with > electronics, but I've seen similar products. Therefore, I hope that > anyone of you super geniuses can help me. In Malaysia, I couldn't find > such a product. And to import it in would cost me an arm and leg due to > the import duties. Thank you. > > Regards > tkkhoo@hotmail.com > You can find an injector duty cycle monitor with schematic at http://sura1.jlab.org/~bowling/pwmeasure.html Cheers John Andrianakis From diy_efi-owner Mon Jan 4 22:43:36 1999 Return-Path: Received: (from mail@localhost) by esl.eng.ohio-state.edu (8.8.7/8.8.7) id WAA30498 for diy_efi-outgoing; Mon, 4 Jan 1999 22:43:36 -0500 X-Authentication-Warning: esl.eng.ohio-state.edu: mail set sender to owner-diy_efi using -f Received: from wagner.mtco.com (ns.mtco.com [206.102.132.3]) by esl.eng.ohio-state.edu (8.8.7/8.8.7) with ESMTP id WAA30492 for ; Mon, 4 Jan 1999 22:43:35 -0500 Received: from mtco.com (tnt4-55.mtco.com [206.69.130.55]) by wagner.mtco.com (8.9.0/8.9.0) with ESMTP id VAA30070 for ; Mon, 4 Jan 1999 21:43:33 -0600 (CST) Message-ID: <36918AB7.56EF7D9F@mtco.com> Date: Mon, 04 Jan 1999 21:44:55 -0600 From: Tom Sharpe X-Mailer: Mozilla 4.05 [en] (Wi