DIY_EFI Digest Sunday, 21 January 1996 Volume 01 : Number 017 In this issue: Re: Digital Distributorless Ignition System Map's chart Re: Opinions on idea ...... Re: Opinions on idea ...... Re: Opinions on idea ...... [none] Re: Injectors and fuses RE: Cyberdyne A/F meter Re: Digital Distributorless Ignition System Engine Reversal and EFI See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: sandy ganz Date: Sat, 20 Jan 1996 14:05:20 -0500 Subject: Re: Digital Distributorless Ignition System The web site and ftp address dont seem to work, are they correct? Sandy At 03:43 PM 1/18/96 EST, you wrote: > >The Programmable, Digital Distributorless Ignition System is finished! Thank >God. Anyhow, all of you had expressed interest in the system sometime in the >past so I wanted to update you. > >The best way to get the articles is via my Web page at >http://spbted.gtri.gatech.edu/hpe. In the second article, I'm missing the two >equations and the table, but I hope to have them in by the time you get this >message. Also, more legible versions of the schematics will be made available >on my FTP site (same address, userid: anonymous). The DOS version of the PC >software will be place on the FTP site also. > >Please send me any comments and questions. I'm working on the 3-axis >accelerometer toy now. Let me know if you're interested. It will have a >128x128 graphic LCD in a handheld device. The accelerometers are attached to >an unsprung (hopefully close to the roll center) point on the car and a cable >will plug into the unit. Should record about a half-hour of data - great for >autocrossing. > >-tim drury > > > ************************************** Name: sandy ganz E-mail: sandyg@xxx.com (sandy ganz) * __ \ / / ( / \/ \/ / __) / /\ * Machine: Bullwinkle ************************************** ------------------------------ From: Alcantara Mendez Oscar Date: Sat, 20 Jan 96 15:35:47 CST Subject: Map's chart Sorry I have a lot of troubles the last week but finally I found my charts. Hg Volts 14 1.81 15 1.99 16 2.17 17 2.35 18 2.53 19 2.71 20 2.89 21 3.07 22 3.25 23 3.44 24 3.62 25 3.8 26 3.99 27 4.17 28 4.36 29 4.54 30 4.72 31 4.9 32 5.08 The pin out is: 1 2 3 1 2 3 5.1 Vout GND Front view This chart is for normal aspirated engines How I can put a graphic chart on the DIY_EFI? Forgive my delay. Oscar Alcantara. ------------------------------ From: marchil@xxx.net Date: Sat, 20 Jan 96 15:40:22 Subject: Re: Opinions on idea ...... Date: Fri, 19 Jan 1996 17:15:23 -0700 From: Andrew Huang To: diy_efi@xxx.edu Cc: diy_efi@xxx.edu //I'm a new name on the list and, throwing caution to the wind, might I //ask whether turbulence is a bad thing in a manifold? At one point, I //believe, turbulence was sought as a feature to promote mixing of the //mixture, as it were. Or, has the technology of the injectors obviated //the need for it? //-andy huang Hi Turbulence was yes it was, but only to properly mix the fuel and air in the intake manifold with carb's or tbi's, since we are injecting the fuel close to the intake port we are looking for smooth passages to get the least amount of friction thus we have more cfm, now days to mix the fuel and air heads with swirl combustion chambers are used. //---------------------------------------------------------------------------- // Marchil@xxx.NET // Alain Marchildon // 1271 Bernard West // Outremont, Quebec Canada // H2V 1V8 ------------------------------ From: marchil@xxx.net Date: Sat, 20 Jan 96 15:40:22 Subject: Re: Opinions on idea ...... Date: Fri, 19 Jan 1996 17:15:23 -0700 From: Andrew Huang To: diy_efi@xxx.edu Cc: diy_efi@xxx.edu //I'm a new name on the list and, throwing caution to the wind, might I //ask whether turbulence is a bad thing in a manifold? At one point, I //believe, turbulence was sought as a feature to promote mixing of the //mixture, as it were. Or, has the technology of the injectors obviated //the need for it? //-andy huang Hi Turbulence was yes it was, but only to properly mix the fuel and air in the intake manifold with carb's or tbi's, since we are injecting the fuel close to the intake port we are looking for smooth passages to get the least amount of friction thus we have more cfm, now days to mix the fuel and air heads with swirl combustion chambers are used. //---------------------------------------------------------------------------- // Marchil@xxx.NET // Alain Marchildon // 1271 Bernard West // Outremont, Quebec Canada // H2V 1V8 ------------------------------ From: marchil@xxx.net Date: Sat, 20 Jan 96 15:40:22 Subject: Re: Opinions on idea ...... Date: Fri, 19 Jan 1996 17:15:23 -0700 From: Andrew Huang To: diy_efi@xxx.edu Cc: diy_efi@xxx.edu //I'm a new name on the list and, throwing caution to the wind, might I //ask whether turbulence is a bad thing in a manifold? At one point, I //believe, turbulence was sought as a feature to promote mixing of the //mixture, as it were. Or, has the technology of the injectors obviated //the need for it? //-andy huang Hi Turbulence was yes it was, but only to properly mix the fuel and air in the intake manifold with carb's or tbi's, since we are injecting the fuel close to the intake port we are looking for smooth passages to get the least amount of friction thus we have more cfm, now days to mix the fuel and air heads with swirl combustion chambers are used. //---------------------------------------------------------------------------- // Marchil@xxx.NET // Alain Marchildon // 1271 Bernard West // Outremont, Quebec Canada // H2V 1V8 ------------------------------ From: marchil@xxx.net Date: Sat, 20 Jan 96 16:18:05 Subject: [none] Date: Fri, 19 Jan 1996 16:28:28 GMT X-Sender: fcmefi@xxx.net To: diy_efi@xxx.edu From: Fred Miranda Subject: Re: Opinions on idea ...... Sender: owner-diy_efi@xxx.edu Precedence: bulk >i had wondered about this myself, so when i had my car (1.3L Fiat w/ L-Jet) >on a dyno a while back, i gave it a test. At full-power, with stady readinds >on the dyno screen, i pinned air vane in place and pulled the hose off >the backside. There was no change in any of the readings from the dyno or >the Sun 4-gas analyzer that was hooked up. The obvious conclusion is that >the mixture didn't change, and thus there was no difference in restriction >between having the air vane sensor in the way or not. Not the most scientific >test in the world, but it convinced me. > > -neville Yes but you are running with the vane completly opened, with it at partial opening you will have restriction to account for. Hey K&N are making million's with ther air filters that offer less restriction and smooth out air flow. And many independant dyno tests have been done on there air filters and all show improuvements in HP and air flow. Alain //---------------------------------------------------------------------------- // Marchil@xxx.NET // Alain Marchildon // 1271 Bernard West // Outremont, Quebec Canada // H2V 1V8 ------------------------------ From: lusky@xxx. Lusky) Date: Sat, 20 Jan 1996 15:56:38 -0600 (CST) Subject: Re: Injectors and fuses Peter Wales writes: > > >Jonathan R. Lusky writes > > > >My 91 GMC 2500 (TBI 350) had about half a dozen fusible links. > > > In the injector supply? Not soley... the RUN circuit of the igntion had a fusible link, and the injector supply fuse in the fuse box was fed off the RUN circuit. - -- Jonathan R. Lusky lusky@xxx.edu http://www.hotrod.com (615) 726-8700 - ------------------------------------- ------------------------------ 68 Camaro Convertible - 350 / TH350 \_/ 80 Toyota Celica - 20R / 5spd ------------------------------ From: Jim Pearl Date: Sat, 20 Jan 1996 19:41:43 -0600 Subject: RE: Cyberdyne A/F meter - ------ =_NextPart_000_01BAE76F.543ED520 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable I don't mean to sound skeptical of your results but if the Cyberdyne = gauge is using a standard sensor it's nearly impossible for it to do the = things you've described. The readout from the "standard" sensor(s) is = NOT linear and they operate more like a light switch than any sort of = A/F sensor (so I've been told many times). Just out of curiosity - did = you ever compare the readouts given by the gauge with a true A/F meter = such as a Horiba? If they compared closely I'd believe it otherwise I'm = more inclined to believe that the Cyberdyne gauge is nothing different = than the Edelbrock one. BTW - ever ask Cyberdyne what happened to their = digital A/F gauge? This was advertised awhile back and I'd seen pictures = of it. I called Cyberdyne and talked to an engineer about it - he told = me they never could get an ACCURATE reading from it, it used the same = sensor as your $30 model. Sorry... Bottom line - O2 sensors the manufacturers use in cars are meant really = only to give the computer an indication when it's either below, above, = or right on stoichmetric (sp?). Since the computer is either attempting = to hit 14.7:1 or ignoring the sensor the manufacturers saved a few = pennies and used a sensor that's not very sensitive to other ratios. If = you search the net (DIY page?) you'll find a very detailed account on O2 = sensors that explains much of this and even an article where someone = disassembled the Edelbrock unit and had few nice things to say about = it's design. Perhaps the Honda O2 will hold promise down the road? - ---------- >From: SRavet@xxx.com] Sent: Thursday, January 18, 1996 7:04 PM To: diy_efi@xxx.edu Subject: Cyberdyne A/F meter This was posted to the monte carlo list. Can anyone comment on the=20 accuracy of the Cyberdyne A/F meter? This thing apparently costs about=20 $30... - ------------------- Steve- I too am amazes at my next statement, but the Cyberdyne *can* = tell the aproximate a/f ratio with their 10 segment meter!! With the meter = came a sheet that has the meaning of eack segment of the gauge. It gives the a/f mixture for gas, propane & alcohol! The most rich is 12:1 and the = most lean was (is) 17:1. I could even see the O2 sensor heating up when I did a cold start. The lites would lite up one by one till I had about 12:1 a/f mixture and in a few more minutes, the engine would go into closed loop and the gauge would start bouncing up and down to achieve the = stoich mixture. I'm telling you, this little baby worked real good. At wot, w/o the larger fuel pump, I would drop the lites (lean out) at about 16 lbs of boost and 6500 rpm, with the larger pump, I could hold 20 psi till = 7500 rpm. This gauge saved my ass a few times. 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I'm working on the 3-axis >>accelerometer toy now. Let me know if you're interested. It will have a >>128x128 graphic LCD in a handheld device. The accelerometers are attached to >>an unsprung (hopefully close to the roll center) point on the car and a cable >>will plug into the unit. Should record about a half-hour of data - great for >>autocrossing. Tim .. YES YES YES ... I'm interested .. will I be able to use this setup as a sort of "pocket dyno" for engine tuning ... I'm more concerned with linear acceleration than the "friction circle" Jim Conforti ------------------------------ From: Charles Morgan Date: Sat, 20 Jan 1996 22:18:24 -0800 (PST) Subject: Engine Reversal and EFI I want to put a stock fuel-injected Chevy 4.3L engine into a Corvair. I have three questions that I hope someone in this group might be able to answer. (1) The crankshaft rotation (and hence firing order) must be reversed (thought the camshaft and distributor rotation is preserved). Would this preclude using the stock fuel injection system (either TBI or CMFI)? If so, are there workarounds? (2) The Corvair speedometer is driven by a cable turned by a front wheel. Can this, through appropriate gearing, be used for a vehicle speed sensor? (3) 1993 and later computers also interface with the transmission. Since I'm going to use the Corvair transmission, how should I terminate the unused terminals (i.e., leave open, ground, ground through resistance)? Thanks, Charlie Morgan ------------------------------ End of DIY_EFI Digest V1 #17 **************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. A non-digest (direct mail) version of this list is also available; to subscribe to that instead, replace "diy_efi-digest" in the command above with "diy_efi".