DIY_EFI Digest Saturday, 27 January 1996 Volume 01 : Number 023 In this issue: RCPT: Re: Identify This ECM RCPT: Re: Identify This ECM SSI 67F687 RCPT: Re: Identify This ECM Re: Identify This ECM RE: Diacom, OBDII interface (was Re: Engine codes for '84 T/A) re: Diacom, OBDII interface ALDL summary and thanks for participation RCPT: Re: Identify This ECM new member Sensor Questions? Re: Engine Reversal and EFI efi555 Re: Engine Reversal and EFI re: Sensor Questions? Re: efi555 Re: ALDL summary and thanks for participation Re: efi555 Re: Engine Reversal and EFI RE: Sensor Questions? Re: SSI 67F687 Re: efi555 Re: 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: "Joachim Glasstetter" Date: Fri, 26 Jan 1996 12:13:41 +0000 Subject: RCPT: Re: Identify This ECM Confirmation of reading: your message - Date: 26 Jan 96 16:25 To: diy_efi@xxx.edu Subject: Re: Identify This ECM Was read at 12:13, 26 Jan 96. =================================================== Dipl.-Ing. Joachim Glasstetter VS2E22 Daimler-Benz Aerospace AG Woerthstrasse 85 89077 Ulm Germany Tel. +49 731 392 4731 '70 VW Beetle Fax +49 731 392 4958 '92 VW POLO G40 '83 VW POLO GT =================================================== ------------------------------ From: "David M Parrish" Date: Fri, 26 Jan 1996 07:55:45 +0000 Subject: RCPT: Re: Identify This ECM Confirmation of reading: your message - Date: 26 Jan 96 16:25 To: diy_efi@xxx.edu Subject: Re: Identify This ECM Was read at 7:55, 26 Jan 96. ------------------------------ From: Bill Lewis Date: Fri, 26 Jan 1996 08:02:54 -0500 Subject: SSI 67F687 I'm finally getting started on my project using the SSI 67F687 chip. I have the chips and the data sheet, but I'm wondering if there are any decent application notes available. Does SSI have anything on the net? Does anyone on DIY_EFI have any war stories to share? Is this chip actually used in any commercial injection systems? /Bill ------------------------------ From: "Mark Hillier" Date: Fri, 26 Jan 1996 08:37:19 +0000 Subject: RCPT: Re: Identify This ECM Confirmation of reading: your message - Date: 26 Jan 96 16:25 To: diy_efi@xxx.edu Subject: Re: Identify This ECM Was read at 8:37, 26 Jan 96. Mark Hillier DATARADIO Technical Support mhillier@xxx.com ------------------------------ From: george dailey Date: Fri, 26 Jan 1996 09:05:04 -0600 Subject: Re: Identify This ECM At 10:52 PM 1/25/96 -0500, you wrote: > > Does changing throttle body sizes have any effect on the calibration >of the unit? > Since this box would be going on a Olds motor, and the original TPI >motor had a electronic distributor, would I be able to just hook the >newer distributor module to the Olds pickup (It's got a standard HEI in >it now) to get the right signals for the ECM? Does the TPI distibutor >have a Hall Effect unit in it? > >> Peter Wales > > Thanks guys... I got the replies before my message even showed up! > > --> Bob Valentine <-- > --> ravalent@xxx.com <-- Pete or Bob (I've lost track), the distributor connectors will interchange if your olds an EST type HEI system. There should be a 4 wire connector on the olds distributor (7 term. HEI module). Here's the magic, I think the tpi harness used the small HEI dist. Your olds probably used the large HEI dist. Each system uses a 4 term connector. If the connectors don't match, cut the car harness end and get another connector to match the olds dist. The pin outs are as follows: small dist a dist gnd b bypass c reference d est large dist a est b reference c bypass d gnd I'm not sure that there is any electronic difference between the two units. If there is, My chopped, dropped, and swift TBI '58 chevy doesn't care. It's been running strong for about a year with no problems. I later found a book that confirmed this so don't let the text book gurus rattle you. It sounds like you are going to drill the olds manifold for port injectors. If this is the case, I would recommend using the MAF sensor. Yes, it will increase the complexity of the wiring, but it uses the true mass air flow to calculate injection duration. Modifiers and racers alike love this method because it is very forgiving to cam, exhaust and induction system changes. Changing from an tuned port arrangement to something else is hairy if the electronics is still using manifold absolute pressure (and associated look up tables) to calculate the injection duration. Don't let this deter you, the system still might work Reasonably well. Most modifiers who have tried it say, a custom prom will be needed. Roll the dice buddy! Or keep on asking the right questions. > >George M Dailey gmd@xxx.com > ------------------------------ From: m_mcdonald@xxx.com Date: Fri, 26 Jan 96 10:00:14 EST Subject: RE: Diacom, OBDII interface (was Re: Engine codes for '84 T/A) >> Well, it [Diacom] acutally hooks up to the parallel port. And the instruc- >> tions imply that the software has to initialize the hardware molded into the >> specialized cable. Have not gotten around to look at what goes in and >> out of this cable yet, since I no longer need to home-brew an ALDL interface. >> The only reason I can think of for there to be hardware in the cable is >> so that my 4.77 MHZ laptop can still read in 8192 baud data. I imagine >> a faster computer can just pole the parallel port and read in the data >> that way. > Could you please explain more about this. I'm no wizard when it comes to > parallel ports. What is meant by poling the port? And how do they adapt > the parallel port to a serial interface? I bet the cable could be duplicated > for a few bucks, and if someone can explain what it does, I'd be happy to > experiment on this. > Markus My advice is to pay Rinda Technologies $300 or so for a complete Diacom hardware/software package that most likely does everything you want. If you choose to do it yourself, then your first purchase should be Paul Bergsman's book about controlling the world with your PC. It has excellent descriptions of interfacing via a PC's parallel port. It also has many code examples in, as I recall, BASIC and C and Pascal. Your second purchase should be the SAE book, code HS-3000, about standardized OBD-II hardware and messages. You've spent about $90 already and could have dozens if not hundreds of programming hours ahead of you especially if you have to learn about data communications. Diacom does not "adapt the parallel port to a serial interface." It uses a PC's parallel -- not serial -- port to communicate with the GM cars' data stream via the ALDL connector. The Diacom cable could probably be duplicated for a few dollars, but the software is the expensive part. I'd spend $300 or so in a minute if it were available for my 1993 Ford Escort with its EEC-IV data stream. From what I've observed, the Diacom package is an exceptional value. Snap-on Tools charges about $1,000 for its MT2500 hardware package that only displays four lines of about 20 characters each on a small screen. Marll McDonald KB1AGM m_mcdonald@xxx.com ------------------------------ From: walter@xxx.com (thomas walter x5955) Date: Fri, 26 Jan 96 08:10:42 CST Subject: re: Diacom, OBDII interface > I hate posting stuff from old memory, but I can't find my J1850 (OBD-II) > article. So here's what I remember about it: it supports two data rates, I > think 1MB/s and 2MB/s. It is not even close to RS-232 regardless of the > data rate, so it'll never hook to a serial port. Harris (and maybe others) > make a two chip set for it, one is the basic data framer, the other is an > 8152 clone with OBD-II intelligence built in. > > Steve Ravet > sravet@xxx.com Might be of interest, in the latest Motorola Databook, Analog/Interface IC's Device Data [Q4/95 DL128 REV5] is a datasheet for the MC33199 MC33199: IS0 9141 Serial Link Driver. The MC33199D is a serial interface circuit used in diagnostic applications. It is the interface between the microcontroller and the special K and L Lines of the ISO Diagonositic port. The MC33199 has a unique feature which allows transmission baud rate up to a 200k baud. Now do NOT get all excited, there is NO protocols listed! This is just an interface circuit for the automotive use. Just a general FYI for those who might be looking for an interface chip. [Would someone with the SAE book please confirm if ISO9141 is part of the J1850 standard?] Oh there are some other intersting automotive chips listed, but somehow the MC145050 A/D chips were left out of the A/D section!!! Yes, chips are alive and selling well... but those and other chips were left out of the databook. ;-( [10bit A/D with 8 channel MUX. priced around $5.00] Other tidbits... In Design News (10-9-95): "Modules communicate via the Ford-proprietary Standard Corporate Protocol (SCP), which complies with SAE's J1850 industry standard." ""We have over 200 Signals that go between 10 modules" says Young [Lincoln-Mercury Project Design Enginee Susan Young]" "General Motors spent over $2billion onn development and testing to comply [with OBD-II requirements]" Cheers, Tom Walter ------------------------------ From: george dailey Date: Fri, 26 Jan 1996 10:57:40 -0600 Subject: ALDL summary and thanks for participation Gentlemen we have come full circle on this. Help me out (as I'm sure you will), the facts are: There are some hardware goodies in the Diacom software cable. The goodies may have been placed there as a marketing protection device. Think about it. Diacom sends signal to goodies, goodies respond back to Diacom, Diacom will now start reading the ecm data. This kills software pirating. Or they may be legitimate hardware interfaces. I'd like to know what our expert readers have to say. The pre P4 ecms will transmit on demand at 160 baud. "The ALDL for my (Dan Fugerson) 89 Suburban is a continuous 160 bit/sec bit stream. It begins with a sync character of 9 consecutive "1" s.Each subsequent byte begins with a "0" and then the 8 data bits. The stream continues until all data is read. Another sync character is sent and the stream repeats with updated values." The P4 and later ecms have to RECEIVE a pass data stream before they will transmit at one of two predictable baud rates. 160 or 8192. "The data is not in ASCII, but regular 8-bit (mostly) unsigned integers. There are some 16-bit values that come out.", Scot Sealander. Scott, I plan to RTM, in the mean time, can you feed us folks in hacker land a few more tidbits of information that you think would help a hacker. If the data string is unsigned integers for new or old ecms, the hacker would have to convert each integer to it's real number equivalent. Some of the data is in the form of "A/C yes" Once you got the real numbers you must decide which physical parameter it stood for. Time consuming but not impossible. OBD-II standards: I'm sure this is an excellent standard but, I know nothing about it. ouch! Bottom line-- I've got a complete 350 '89 TPI harness on my living room floor. If I can get some code to read the raw data, I'll tinker with converting it into usable data. As soon as the weather breaks, I will put the whole TPI setup in Maxine (my chopped and dropped '58 Chevy truck) and cruise for women! Thanks to all who have given input. George M. Dailey gmd@tecinfo ------------------------------ From: John T Stein Date: Fri, 26 Jan 1996 11:14:17 ET Subject: RCPT: Re: Identify This ECM Confirmation of reading: your message - Date: 26 Jan 96 16:25 To: diy_efi@xxx.edu Subject: Re: Identify This ECM Was read at 11:14, 26 Jan 96. ------------------------------ From: orlin-s@rclsgi (orlin steven jared) Date: Fri, 26 Jan 1996 12:58:47 -0500 (EST) Subject: new member Hello everyone, I am a novice and would like to learn more about fuel injection systems, because eventually I would like to put together my own system for a 502ci Chevy big block. I know the basics of intake design, but I know nothing about programming of the injection system, ideal location of the injectors, what injectors to use for a particular application, where I can get all the pieces/parts to put together a system, and programming the computer. My knowledge of the workings of the different parts pretty much ends after knowing the function of a closed loop system. i.e., I don't know how each part works in this system, unlike the electronically controlled carb which I know pretty well. I also would like to learn more about cam design for fuel injection systems (don't know if that is covered in discussion here?). I would like to have a hydraulic roller cam in the 502, and want the fuel injection to work in conjunction with that. More or less just dreaming at this point, I'm thinking about designing some type of variable plenum/runner design to give the best snappy throttle response and high RPM power. Well anyways, those are my interests, Steve ------------------------------ From: "Jim Staff" Date: Fri, 26 Jan 1996 18:49:13 GMT Subject: Sensor Questions? I know what the temp and o2 sensors are but I have a sensor question. What is the difference between MAF (Mass Air Flow) sensor and a MAP (Mass Air Pressure?) sensor? It seems to me that most vehicles use a map sensor, but I would think the MAF sensor was better. As I was instructed by an automotive engineer. What are the pros & cons of the different systems? Thanks, Jim Staff ------------------------------ From: jwharris@xxx. Harris) Date: Fri, 26 Jan 96 17:50 EST Subject: Re: Engine Reversal and EFI >If the old transmission was just and overdrive tranny with a lockup >converter (e.g. 700R4, etc), the wires only control the converter. Don't use a 700R4 (4L60, -E) without the lockup converter! Modifications are necessary to increase cooling or the extra heat generated by the slippage in the converter will burn it up. I think it is ok to run some of the older ones with out lockup - 350-C, etc. - ---------------------------------------------------------------------------- J.W. Harris Delco Electronics Corp. Project Engineer One Corporate Center Powertrain Electronics M.S. CT40C Kokomo, IN 46904-9005 jwharris@xxx.com jwharris@xxx.com Of course, all responses are my own and should not be mistaken for those of Delco Electronics or General Motors. ------------------------------ From: DAN FURGASON Date: Fri, 26 Jan 1996 15:57:18 MST Subject: efi555 In December we had a small thread going on 555 based efi systems. This looked like a fun project so I rigged one up on the bench. There wasn't alot of detail in the thread so I'm guessing here; I presume the 555 was used as a pulse width modulator. In any event I configured my test as a pwm setup. The signals look just grand. They seem to do everything right, my compliments to whomever thought this up. I want to go ahead and try this on something but I have one nagging thought....... Is there a way to safeguard against run-away? It seems to me that a vacuum leak in the intake system could send the engine into orbit, the only limiting factor would seem to be the amount of fuel getting passed the throttle plates. Anyone have any thoughts?? Dan ------------------------------ From: Bruce Bowling Date: Fri, 26 Jan 1996 18:41:31 EST Subject: Re: Engine Reversal and EFI ~ ~ >If the old transmission was just and overdrive tranny with a lockup ~ >converter (e.g. 700R4, etc), the wires only control the converter. ~ ~ Don't use a 700R4 (4L60, -E) without the lockup converter! ~ Modifications are necessary to increase cooling or the extra ~ heat generated by the slippage in the converter will burn it ~ up. I think it is ok to run some of the older ones with out ~ lockup - 350-C, etc. ~ ~ When I posted, I assumed that the swap was not using the 700R4. You are right - run this tranny without converter lockup in overdrive will toast it in short order. You can make the 700R4 always lock up in overdrive by changing a pressure switch and a little re-wiring (this mod is detailed on my WWW page under the Chevy-in-a-Jag swap). - - Bruce - -- - ----------------------------------------------------- <<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> - ----------------------------------------------------- Bruce A. Bowling Staff Scientist - Instrumentation and Controls The Continuous Electron Beam Accelerator Facility 12000 Jefferson Ave - Newport News, VA 23602 (804) 249-7240 bowling@xxx.gov http://devserve.cebaf.gov/~bowling - ----------------------------------------------------- <<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> - ----------------------------------------------------- ------------------------------ From: SRavet@xxx.com Date: Fri, 26 Jan 96 17:43:29 CST Subject: re: Sensor Questions? "Jim Staff" Wrote: | | I know what the temp and o2 sensors are but I have a sensor question. What is | the difference between MAF (Mass Air Flow) sensor and a MAP (Mass Air Pressure?) | sensor? It seems to me that most vehicles use a map sensor, but I would think | the MAF sensor was better. As I was instructed by an automotive engineer. What | are the pros & cons of the different systems? | | Thanks, | Jim Staff The difference is that MAF is more complicated, but is more tolerant of engine modifications. MAP (or SD, speed density) use a pre-calculated volumetric efficiency value. Basically, rpm determines the volume of air moving through the engine, and the pressure determines the amount of oxygen in that volume. The computer then injects the proper amount of fuel. If you increase the breathing ability of this engine (headers or intake modes, etc), the computer doesn't know about it and will inject too little fuel. MAF systems are really SD based, but the computer is able to modify the injector on time based on the reading from the MAF sensor. It is much more tolerant of future engine modifications without requiring the prom to be updated. Steve Ravet sravet@xxx.com Baby you're a genius when it comes to cooking up some chili sauce... ------------------------------ From: Bruce Bowling Date: Fri, 26 Jan 1996 18:45:04 EST Subject: Re: efi555 ~ ~ In December we had a small thread going on 555 based efi systems. ~ This looked like a fun project so I rigged one up on the bench. There ~ wasn't alot of detail in the thread so I'm guessing here; I presume ~ the 555 was used as a pulse width modulator. ~ Could you detail your setup? I missed some of the posts, particularly which MAF you are using. - - Bruce - -- - ----------------------------------------------------- <<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> - ----------------------------------------------------- Bruce A. Bowling Staff Scientist - Instrumentation and Controls The Continuous Electron Beam Accelerator Facility 12000 Jefferson Ave - Newport News, VA 23602 (804) 249-7240 bowling@xxx.gov http://devserve.cebaf.gov/~bowling - ----------------------------------------------------- <<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> - ----------------------------------------------------- ------------------------------ From: FIScot@xxx.com Date: Fri, 26 Jan 1996 19:58:16 -0500 Subject: Re: ALDL summary and thanks for participation Subj: ALDL summary and thanks for participation Date: 96-01-26 13:23:53 EST From: gmd@xxx.com (george dailey) > There are some hardware goodies in the Diacom software cable. The > goodies may have been placed there as a marketing protection device. > Think about it. Diacom sends signal to goodies, goodies respond back > to Diacom, Diacom will now start reading the ecm data. This kills > software pirating. Or they may be legitimate hardware interfaces. I'd > like to know what our expert readers have to say. I don't care one way or the other. I spent the 300 bucks and have no regrets. Buy it and enjoy it. You will never figure out so many vehicles. > The pre P4 ecms will transmit on demand at 160 baud. Most are transmitting all the time anyway. Don't try and apply hard and fast rules where the are just not there. Most P4s are 8192 only. > "The ALDL for my (Dan Fugerson) 89 Suburban is a continuous 160 bit/sec > bit stream. It begins with a sync character of 9 consecutive "1" s. > Each subsequent byte begins with a "0" and then the 8 data bits. The > stream continues until all data is read. Another sync character is > sent and the stream repeats with updated values." This is good info. Believe it or not, this is all done in software. > The P4 and later ecms have to RECEIVE a pass data stream before they > will transmit at one of two predictable baud rates. 160 or 8192. The P4 you are refering to is the 86-89 Camaro ECM. This can transmit at both rates, but it may be the ONLY ECM that does. It will transmit at 160 with no external prodding. The 8192 data stream with all the good data will not transmit without the correct outside prodding. The rate is not determined by the 8192 data sent to it. It responds to 8192 data it was sent with 8192 rate data. > "The data is not in ASCII, but regular 8-bit (mostly) unsigned > integers. There are some 16-bit values that come out.", Scot > Sealander. Scott, I plan to RTM, in the mean time, can you feed us > folks in hacker land a few more tidbits of information that you think > would help a hacker. A few years ago I was in the same boat. It takes alot of effort, but it can be done. I have no affiliation with GM, or any other organization dealing with ECMs. This is hacker knowledge.... RTM. > If the data string is unsigned integers for new or old ecms, the hacker > would have to convert each integer to it's real number equivalent. > Some of the data is in the form of "A/C yes" Once you got the real > numbers you must decide which physical parameter it stood for. Time > consuming but not impossible. Can you say data byte? Can you say status byte? > OBD-II standards: I'm sure this is an excellent standard but, I know > nothing about it. ouch! Me either... I hate it when the feds get involved. > Bottom line-- I've got a complete 350 '89 TPI harness on my living room > floor. If I can get some code to read the raw data, I'll tinker with > converting it into usable data. As soon as the weather breaks, I will > put the whole TPI setup in Maxine (my chopped and dropped '58 Chevy > truck) and cruise for women! Out to get more trouble? ;-) Scot Sealander FIScot@xxx.com ------------------------------ From: pjwales@xxx.net (Peter Wales) Date: Fri, 26 Jan 1996 21:10:54 -0500 Subject: Re: efi555 At 03:57 PM 1/26/96 MST, diy_efi@xxx.edu wrote: >In December we had a small thread going on 555 based efi systems. >This looked like a fun project so I rigged one up on the bench. There >wasn't alot of detail in the thread so I'm guessing here; I presume >the 555 was used as a pulse width modulator. > Use the Cmos version of the 555 and the control voltage input will be the "mixture". For the basic version this can be connected to a pot wired as a voltage divider across the power supply, but later on as the system gets a cpu to add a microprocessor based control function, it will be connected to a d-a output for pulse width modulation. The values of components around the 555 should be selected to give a minimum-maximum pulse randge of 2 mS to 20mS so that the full range of RPMs can be covered. There will undoubtedly be different requirements for different numbers of injectors etc, so this bit of the design will be upto the user. The reason for not giving too much detail is the sheer variety of applications this setup has, and the fact that I proposed it for a very unusual one of a single injector MGB engine. However, I have built and used one on a race car and know it works so ask questions when you have problems and I will do my best to help >Is there a way to safeguard against run-away? It seems to me that a vacuum >leak in the intake system could send the engine into orbit, the only limiting >factor would seem to be the amount of fuel getting passed the throttle plates. The lack of fuel would stop the engine racing away. Also it would be possible to incorporate a rev limiter in the cpu design later, or fit it into the ignition system. Peter Wales President Superchips Inc Chairman Superchips Ltd "Timing is everything" Superchips home page with all the answers http://www.superchips.com ------------------------------ From: Markus Strobl Date: Fri, 26 Jan 1996 19:22:48 -0600 Subject: Re: Engine Reversal and EFI > ~ >If the old transmission was just and overdrive tranny with a lockup > ~ >converter (e.g. 700R4, etc), the wires only control the converter. > ~ > ~ Don't use a 700R4 (4L60, -E) without the lockup converter! > ~ Modifications are necessary to increase cooling or the extra > ~ heat generated by the slippage in the converter will burn it > ~ up. I think it is ok to run some of the older ones with out > ~ lockup - 350-C, etc. > ~ > ~ > When I posted, I assumed that the swap was not using the 700R4. > You are right - run this tranny without converter lockup in overdrive > will toast it in short order. Hmm. I know of people running 700-R4s without lockup converters, and they're doing fine. actually, one guy started out by using a lockup converter and fried 2 (!) trannys. His engine puts out ~420 hp and the converter failed, trashing the tranny. On the 3rd tranny he put in a non-lockup converter and sofar everything is fine. FWIW Markus Strobl 96 Z28 6M Black/grph. Borla, !CAGS, PEG2, QLC Dallas, Texas 1LE driveshaft, Honker, T-tops, CD, leather F-member 9/93 14.09 @xxx.5mpg @85mph ------------------------------ From: "Clinton L. Corbin" Date: Fri, 26 Jan 96 19:25:37 PST Subject: RE: Sensor Questions? >I know what the temp and o2 sensors are but I have a sensor question. What is >the difference between MAF (Mass Air Flow) sensor and a MAP (Mass Air Pressure?) >sensor? It seems to me that most vehicles use a map sensor, but I would think >the MAF sensor was better. As I was instructed by an automotive engineer. What >are the pros & cons of the different systems? > > Thanks, > Jim Staff Jim, Basically, the MAF (Mass Air Flow) sensor messures the MASS of air flowing into the engine. It basically takes into account the temperature and the pressure of the air (density) when it measures the airflow. The MAP is not a Mass Air Pressure sensor, but a Manifold Absolute Pressure sensor. All it is able to measure is the absolute pressure of the air in the manifold. To calculate density (like a speed density system does), you also have to have manifold air temperature (MAT?) sensor. From what I have seen, both designs can be made to perform extremly well. MAF systems do appear to have an advantage in that they actually MEASURE the airflow into the engine, instead of calculating it like a speed density system does. This gives it a greater "adjustability" to changes in engine air flow without having to reprogram the fuel maps. So which one is the best? As I said, both systems can be made to screem. My personal choice is for a SD system, due mainly to cost (MAF sensors are expensive) and space constraints. Good luck. Clint ------------------------------ From: sandy ganz Date: Fri, 26 Jan 1996 22:49:55 -0500 Subject: Re: SSI 67F687 Yes, the have a complete sample application with the 687, however, you may be interested to know that they (SSI) have delt the death knell to it. It is a NOT RECOMMENDED PART and will be discontinued next year (or is it this year now?) Check with your SSI rep. If you do decide to go ahead with it you could try the Tustin Office at 714-573-6900. I have spoken numerous time with Ken Harada, and he was very helpfull. He supplied me with a TON of stuff, including the schematics, and some simple sample software for their demo board. Sandy At 08:02 AM 1/26/96 -0500, you wrote: >I'm finally getting started on my project using the SSI 67F687 chip. >I have the chips and the data sheet, but I'm wondering if there are any >decent application notes available. Does SSI have anything on the >net? Does anyone on DIY_EFI have any war stories to share? > >Is this chip actually used in any commercial injection systems? > >/Bill > ************************************** Name: sandy ganz E-mail: sandyg@xxx.com (sandy ganz) * __ \ / / ( / \/ \/ / __) / /\ * Machine: Bullwinkle ************************************** ------------------------------ From: arthurok@xxx.com (ARTHUR OKUN ) Date: Fri, 26 Jan 1996 23:19:14 -0800 Subject: Re: efi555 You wrote: > >In December we had a small thread going on 555 based efi systems. >This looked like a fun project so I rigged one up on the bench. There >wasn't alot of detail in the thread so I'm guessing here; I presume >the 555 was used as a pulse width modulator. > >In any event I configured my test as a pwm setup. The signals look just grand. >They seem to do everything right, my compliments to whomever thought this up. >I want to go ahead and try this on something but I have one nagging thought....... > >Is there a way to safeguard against run-away? It seems to me that a vacuum >leak in the intake system could send the engine into orbit, the only limiting >factor would seem to be the amount of fuel getting passed the throttle plates. > >Anyone have any thoughts?? > > >Dan > how about another 555 used as an rev limiter sensing ignition coil primary pulses ------------------------------ From: arthurok@xxx.com (ARTHUR OKUN ) Date: Fri, 26 Jan 1996 23:32:47 -0800 Subject: Re: Engine Reversal and EFI You wrote: > >> ~ >If the old transmission was just and overdrive tranny with a lockup >> ~ >converter (e.g. 700R4, etc), the wires only control the converter. >> ~ >> ~ Don't use a 700R4 (4L60, -E) without the lockup converter! >> ~ Modifications are necessary to increase cooling or the extra >> ~ heat generated by the slippage in the converter will burn it >> ~ up. I think it is ok to run some of the older ones with out >> ~ lockup - 350-C, etc. >> ~ >> ~ >> When I posted, I assumed that the swap was not using the 700R4. >> You are right - run this tranny without converter lockup in overdrive >> will toast it in short order. > >Hmm. I know of people running 700-R4s without lockup converters, and they're >doing fine. actually, one guy started out by using a lockup converter and fried >2 (!) trannys. His engine puts out ~420 hp and the converter failed, trashing >the tranny. On the 3rd tranny he put in a non-lockup converter and sofar everything >is fine. > >FWIW > >Markus Strobl 96 Z28 6M Black/grph. Borla, !CAGS, PEG2, QLC >Dallas, Texas 1LE driveshaft, Honker, T-tops, CD, leather >F-member 9/93 14.09 @xxx.5mpg @85mph > any "loose" converter generates alot of heat . does the that tranny have an overdrive switch output if so just use that to drive a relay to pull in the converter solonoid. ------------------------------ End of DIY_EFI Digest V1 #23 **************************** 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".