DIY_EFI Digest Saturday, 30 November 1996 Volume 01 : Number 365 In this issue: Re: how to id an ECM Re: how to id an ECM Re: how to id an ECM A newby 22R Re: FORSALE: Engine Management System, Haltech E6 Re: 84 Pin PLCC's Re: ALDL converter Ignition List Re: A newby RE:id an ecm RE: A newby RE: A newby Re: FORSALE: Engine Management System, Haltech E6 See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "Scot A. Sealander" Date: Fri, 29 Nov 1996 08:03:19 -0800 Subject: Re: how to id an ECM Robert J. Korn wrote: > Its marked 86ASDU SERV NO 1227747 > > The eprom is ASDU 9567 > > Does anybody know this beast ? It is the ECM used in late 80's Chevy pickups with TBI. C3, 160 baud. No IAT sensor used in this app. I don't know what ASDU is (for the specific application). Scot Sealander Sealand@xxx.com ------------------------------ From: sebring@xxx.net (Jim Santoro) Date: Fri, 29 Nov 1996 13:34:43 GMT Subject: Re: how to id an ECM On Fri, 29 Nov 1996 02:25:38 -0500, you wrote: >At a recent auction I picked up a box of auto parts. Much to my surprise >there was a computer in the bottom. It looks like a GM unit but >inside its not too familiar ( I only have experience with my 88 2.8L ). > >It has to seperate chips in sockets, a 24 pin EPROM and a 16 pin prom. > >Its marked 86ASDU SERV NO 1227747 > >The eprom is ASDU 9567 > >Does anybody know this beast ? > >From my feeble memory, I think it's from a 5.0-5.7L Chevy Camaro TPI motor. I double check tonight Regards, Jim ------------------------------ From: "George M. Dailey" Date: Fri, 29 Nov 1996 10:00:39 -0600 (CST) Subject: Re: how to id an ECM This is (was) GMs industry standard work horse. Used in everything from 2.5L 4 bangers to the 7+L big block, trucks cars and vans, all TBI applications though. I used one in my '58 5.7L. At 02:25 AM 11/29/96 -0500, you wrote: >At a recent auction I picked up a box of auto parts. Much to my surprise >there was a computer in the bottom. It looks like a GM unit but >inside its not too familiar ( I only have experience with my 88 2.8L ). > >It has to seperate chips in sockets, a 24 pin EPROM and a 16 pin prom. > >Its marked 86ASDU SERV NO 1227747 > >The eprom is ASDU 9567 > >Does anybody know this beast ? > > ------------------------------ From: Jack Alford Date: Fri, 29 Nov 1996 14:55:55 -0600 Subject: A newby Hello folks, I'm new to this list and am wondering if there was some sort of text file somewhere or FAQ someplace so I could avoid asking all the usual questions ?? I'm wanting to put fuel injection (probably a GM 2.5L TBI unit) on my 4cyl. 22R toyota motor. But you guys are WAY out of my league, I understand the terms you guys are tossing around but wouldn't know where to begin building my own setup like you guys have. I've researched the 2.5L TBI unit in question and decided it is a good candidate for my project but am unsure about most everything, but am really unsure what to do about the signal that would come from the GM dist. ?? I *think* all the sensors used with the 2.5L engine are easily adaptable to my engine besides the dist. firing signal ???? Can anyone give me any advice or shed some light on this for me ?? ------------------------------ From: Scott Davis Date: Fri, 29 Nov 1996 16:32:34 -0600 (CST) Subject: 22R >I'm wanting to put fuel injection (probably a GM 2.5L TBI unit) on >my 4cyl. 22R toyota motor. Want the easy way out? I would just go with a complete setup from a 22R-E motor from a Celica... There are enough of them around... If you wanted more than that, go with the 22R-TE computer, injectors and mabye unit. No need to worry about interfacing the signals from the GM unit, you can have the (actually rather reliable) toyota unit that will nit perfectly in place with no fabrication. Scott 80 Corolla SR-5 Liftback 13T-U http://www.cen.uiuc.edu/~ssdavis1/index.htm ------------------------------ From: Jeremy Pronk Date: Sat, 30 Nov 1996 10:02:08 +1100 (EST) Subject: Re: FORSALE: Engine Management System, Haltech E6 Hello everyone, I just typed up the first few pages of the Haltech E6 manual (for some people to look at). Anyway, I thought I would post it here for all to have a look at. PS. if anyone else is interested in buying it, just send me a note. - ----------------------------------- Introduction to the Haltech E6 ============================== Thank you for purchasing a Haltech E6 system. We beleive that the quality, versatility and affordability of the Haltech E6 make it the best programmable engine computer on the market for a wide range of applications. The Haltech E6 system optimises performance with the following capabilities: * ignition control * fuel control * idle speed control * closed loop capability The Haltech E6 is a universal fuel injection computer designed to control electronic fuel injection systems and ignition systems on most ignition type engines. One basic design can control four, six, or eight cylinder engine. It does not matter if the engine is naturally aspirated or turbo or supercharged, the Haltech E6 can control it. The Haltech E6 is more than a programmable fuel injection computer - it provides for data logging of engine data and allows access to engine data in real time for diagnostics. These characteristics can be vital to maximize performance and trouble-shoot problems in the vehicle. Typical Applications ==================== The Haltech E6 has many applications including * Control system for conversion from carburetion to fuel injection * Control of fuel injection on modified engines (the vechicles standard computer is designed to control a standard engine and is not suitable to control modified engines) * Race and rally applications of all descriptions * Use in kits by kit manufacturers * Design and development purposes * Education use by technical colleges and unversities * Orignial equipment cars and motor cycles * For use in cars, motor cycles, boats, jet skis and outboards The haltech is being used for all of the above applications though out the world including USA, Japan, Germany, UK, Australia, SE Asia, New Zealand and other countries. The Haltech E6 system of programming has been described as "10 times easier to program that any other system". The reason is that the patented Haltech system virtually eliminates the input of numbers. You simply manipulate graphics in the form of bar graphs by pressing arrows to increase or decrease at that particular load point. The process is repeated for all load points in each rev range. The values are shown numerically but very few inputs of numbers are required. Programming of the ignition time, warm up and accelorator cycle is just as easy. The engine can be programmed on the dyno or on the road and the engine will not even hesitate as each change is made! This instruction manual has been written to minimise the time it takes to get the Haltech E6 installed and running on your engine. The QuickMAP function and the provision of a library of ignition time MAPS makes setting up the Haltech E6 even quicker! Time taken reading this manual will save you many hours as your become familiar with the many time saving functions available. Haltech E6 Specifications ========================= System Programming Requirements - ------------------------------- * Computer IBM compatibles including laptops with 512k memory or more * Disk Drive 3 1/2" or 5 1/4" floppy disk drive * Serial Port Standard RS232C port 9 pin D connector 25 pin cable supplied on request Power Requirements - ------------------ * Power Source 8.6 to 16 Volts * Power Consumption Haltech ECU: 270mA at 12 Volts Injector Load: proportional to duty cycle (typical .6amps per injector) Input Sensors - ------------- * Manifold Pressure Sensor -100KPa to 0KPa (this is the one I have) -100KPa to 100KPa -100KPa to 200KPa * Programmable General Purpose Input (NOS etc) * Temperature Sensors Temp. dependant resistor type. Maximum Operating Range Engine Temperature -40 deg F to 212 deg F -40 deg C to 100 deg C Intermittent 212 deg F to 257 deg F 100 deg C to 125 deg C * Throttle Position Sensor Rotary potentiometer off throttle shaft * Engine Speed Pick-ip Tach Adaptors avaible to suit most applications * Optional Heated Exhaust Oxygen Sensor Haltech E6 ECU Outputs - ---------------------- * Injector Drivers 1 to 8 multipoint injectors can be directly driven from the ECU * Idle Air Control * Ignition Drive Out * Programmable General Purpose Output (NOS etc) * Fuel Pump Power Fused 20 Amp power switch circuit automatically controlled by ECU which will power standard EFI fuel pump directly Adjustable Features - ------------------- * Fuel and Ignition Control 18 speed ranges of 500 RPM separation with 32 load points per range * Programmable General Purpose Output (NOS etc) * Real Time emulation Haltech E6 can be programmed while the engine is running * Fuel Cut on Decelaration Fuel may be cut on deceleration with throttle closed * Datalog Engine parameters are saved to IBM memory eight times per second for future recall * Closed Loop * Battery Voltage Correction * RPM Limit * Idle Speed Strategy * Switchable metric or US units on all displays * Adjustable Accelerator Pump * Engine Warm-Up Cycles Physical Specifications - ----------------------- * ECU Dimensions Length: 168mm (6 5/8") Width: 145mm (5 5/8") Depth: 41mm (1 5/8") * Weight ECU: 740g (1 1/2lb) Loom: 2.03kg (5lb) Sensors: 170g (5.3oz) Shipping Weight 3.2kg (7lb) (including manual/package) Casing - ------ Black anodised aluminium with built in cooling fins/mounting brackets - ----------------------------------- regards, Jeremy, Sydney AUSTRALIA http://www.st.nepean.uws.edu.au/~jpronk/ '83 AlfaSud Ti (Haltech E6 efi) ------------------------------ From: Niels Ezerman Date: Sat, 30 Nov 1996 00:40:36 +0100 Subject: Re: 84 Pin PLCC's Todd Knighton wrote: > > Anyone know of any more Microcontrollers that use a 84 Pin PLCC layout. > This computer I'm getting into doesn't have any number designations > except for internal codes. It's off a 97 911 C4S. The chip is running > at 15Mhz and the clock goes into pin 3 and I think 4, I see a 15Mhz wave > at pin 3, but I looks like a land goes to the oscillator off 4 as well. > Need to identify the Micro before getting into it any further. On the > top with the Bosch type proprietary numbers there's a large lower case > "i" assuming Intel, but looked at the 80c186 and 80c196's and although > they offer a 84 pin package, the clock's in the wrong spot. I have just been reading something about the new Porsche Boxster, 2.5l 160 kW/ 6000 Rpm. It uses a Bosch M5.2.2 ECU, 88 pin connector. A Intel 87 C 196 kN is used and the second item has a memory of 104 kByte and 4 kByte SRAM. Several data as: Interior, Car color, engine hour counting is stored in the ECU. There is made something special to protect program and data against manipulation. If manipulation is made some engine corrections are carried out. Maybe the car will then only drive 10 miles/hour ;-) Please tell me if you try it. I have put a picture of the ECU on my homepage: http://www.cybernet.dk/users/nez/nielsuk.htm - -By Niels Ezerman Denmark ------------------------------ From: "Robert J. Korn" Date: Fri, 29 Nov 1996 19:07:20 -0500 Subject: Re: ALDL converter This is a multi-part message in MIME format. - --------------50352AE89A5 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Here is a simple interface to convert logic level to rs232. It assumes the I/O pin is bidirectional. If you dont want that just remove the inverter. This is used in some of my projects and seems to be the simplest interface to the aldl. You need Regulated +5v or you'll fry the ecm. Tweak the com port for 8228 buad and it should allow logging the data...... Look feasible ? As Always, proceed at your own risk......... - --------------50352AE89A5 Content-Type: text/plain; charset=us-ascii; name="Xx" Content-Transfer-Encoding: 7bit Content-Disposition: inline; filename="Xx" +-------------+ + +-----------|1 16|---+---o +5V (VCC) +| +| | === === +5V o-||-|2 MAX232 15|---+---o GND (card & RS-232) | | | +-----------|3 14| + | | o +5V +---||---|4 13| | | | | \ +--------|5 12| / 10K + | | \ GND o-||-|6 11| / | | | RxD o----|7 ---<--- 10|--------+----------+----o ALDL I/O | | |\ | TxD o----|8 --->--- 9|--------------| |--+ +-------------+ 1|/ 2 74LS07 (also connect to 74LS07, pin 7=GND, pin 14=VCC) - --------------50352AE89A5-- ------------------------------ From: Jeremy Pronk Date: Sat, 30 Nov 1996 10:54:14 +1100 (EST) Subject: Ignition List Hello, Sorry, but could someone give me the address for the ignition list. I remember a post here about it, but I lost it! regards, Jeremy, Sydney AUSTRALIA http://www.st.nepean.uws.edu.au/~jpronk/ '83 AlfaSud Ti (Haltech E6 efi) ------------------------------ From: peter paul fenske Date: Fri, 29 Nov 1996 16:52:48 -0800 Subject: Re: A newby At 02:55 PM 11/29/96 -0600, you wrote: >Hello folks, > > >I'm wanting to put fuel injection (probably a GM 2.5L TBI unit) on >my 4cyl. 22R toyota motor. But you guys are WAY out of my league, >I understand the terms you guys are tossing around but wouldn't >know where to begin building my own setup like you guys have. > >I've researched the 2.5L TBI unit in question and decided it is >a good candidate for my project but am unsure about most everything, >but am really unsure what to do about the signal that would come from >the GM dist. ?? I *think* all the sensors used with the 2.5L engine >are easily adaptable to my engine besides the dist. firing signal ???? > Hi Jack. Just pulled a 2.5L outa my brothers S10 so am somewhat familiar. You need the 165 ecm along with a calpak for a 2.5L auto or stick whatever. Use a HEI module from a large cap ECM controlled distributer and hook your magnetic trigger to the input. The ECM interfaces to one plug and the Coil hooks up the the other. I believe some of the later 22r use a magnetic trigger. The ECM uses a coolant temp sensor, a manifold air temp sensor and a MAP sensor all easy add ons along with the TPS and IAC on the TBI. Anyways sounds easy. Never does turn out that way. Took us a month to do the one week S10 L98 swap. GL: peter ------------------------------ From: john spears Date: Fri, 29 Nov 96 21:57 EST Subject: RE:id an ecm Robert Korn asks about the id of an ECM he found in an auction box. The 1227747 is the basic V6/V8 TBI truck ECM. It was used on everything from 2.8's to 7.4L engines. The EPROM in yours, ASDU 9567 is for a 1990, 5.7L full size truck with automatic transmission. The main difference between this ECM and the ones used by cars of the same period is that the trucks don't sense inlet air temperature, while the cars do. John Spears Speartech Fuel Injection Systems ------------------------------ From: "Michael F. Sargent" Date: Sat, 30 Nov 96 04:36:16 UT Subject: RE: A newby Since you already have the 22R, why not go to the junk yard and get the EFI parts of off a 22RE? That way you won't need to do *any* adapting, reprogramming, fabricating, etc. Mike ('86 Toyota 4x4 22RE 255,000km and going strong) - ---------- From: owner-diy_efi@xxx.edu on behalf of Jack Alford Sent: Friday, November 29, 1996 15:55 PM To: diy_efi@xxx.edu Subject: A newby Hello folks, I'm new to this list and am wondering if there was some sort of text file somewhere or FAQ someplace so I could avoid asking all the usual questions ?? I'm wanting to put fuel injection (probably a GM 2.5L TBI unit) on my 4cyl. 22R toyota motor. But you guys are WAY out of my league, I understand the terms you guys are tossing around but wouldn't know where to begin building my own setup like you guys have. I've researched the 2.5L TBI unit in question and decided it is a good candidate for my project but am unsure about most everything, but am really unsure what to do about the signal that would come from the GM dist. ?? I *think* all the sensors used with the 2.5L engine are easily adaptable to my engine besides the dist. firing signal ???? Can anyone give me any advice or shed some light on this for me ?? ------------------------------ From: Jack Alford Date: Sat, 30 Nov 1996 00:05:23 -0600 Subject: RE: A newby The 22RE manifold won't fit up to my 22R head with serious aluminum welding modifications ... And the 22RE FI setup is just about to complicated to do without swapping the whole engine or at least it seems that way from working on others' 22RE motors lately to *me*. But if someone else can convince me different, I'm all ears or eyes as the case may be. At 04:36 AM 11/30/96 UT, you wrote: >Since you already have the 22R, why not go to the junk yard and get the EFI >parts of off a 22RE? That way you won't need to do *any* adapting, >reprogramming, fabricating, etc. > > Mike > ('86 Toyota 4x4 22RE 255,000km and going strong) ----------------------------------------------------------------- Jack Alford Off-Road.com - The best dirt on the net! jalford@xxx.com/ Decatur, AL '86 Xcab Toyota Pickup - 33x12.50 BFG MT Solid Front Axle - Marlin Crawler - ARB SFWDA - TLCA #3415 - Rocket City Rock Crawlers ------------------------------ From: Gary Dunn Date: Sat, 30 Nov 96 0:05:32 PST Subject: Re: FORSALE: Engine Management System, Haltech E6 Jeremy, Thanks for the data on the unit. You did not mention what price you are asking for the Haltech E6. Let us know what else it comes with besides the ECM if anything. Thanks, Gary ------------------------------ End of DIY_EFI Digest V1 #365 ***************************** 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".