DIY_EFI Digest Tuesday, 24 June 1997 Volume 02 : Number 213 In this issue: Re: Unusual problem with LH 2.2 system CNG Injectors GM TPI auto trans -> manual? Re: GM TPI auto trans -> manual? Re: plugs-- EDS maybe RE: I'm somebody now!!!! Re: Using a scope Re: CNG Injectors RE: GM TB injector questions, HELP! RE: Recommend a good `scope for viewing injector pulses?? RE: Using a scope RE: GM TPI auto trans -> manual? Wanted: Rev Limiter Re: GM TPI auto trans -> manual? Re: Wanted: Rev Limiter Re: Recommend a good `scope for viewing injector pulses?? RE: Using a scope Re: Fuel Dissociation Catalyst RE: Recommend a good `scope for viewing injector pulses?? See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: Dan Date: Mon, 23 Jun 1997 08:00:51 -0400 Subject: Re: Unusual problem with LH 2.2 system Turbos start smoking when they get worn out. If you put the turbo under load (gas and brake same time) and see smoke, then you probably need a new turbo. It may be that under full boost you don't notice the smoke as much because of the large quantity of exhaust gases. When you let off, you see the smoke in the turbo until the excess burns off. Has the turbo been changed before? How many miles are on it? ------------------------------ From: James Thorne Date: Mon, 23 Jun 1997 07:49:05 -0500 Subject: CNG Injectors >Does someone of you have experience with Compressed Natural Gas (CH4) >Injectors? Yes, we built an injected CNG mustang for Ford as a test project. Car was at the Mustang 30 Aniv. event in Charlotte NC. April 1994. If I can help I will. James Thorne Thorne Performance Engineering ------------------------------ From: "John S. Gwynne" Date: Mon, 23 Jun 1997 09:34:12 -0400 Subject: GM TPI auto trans -> manual? When transplanting a stock '88 GM TPI 5.0L originally equipped with an automatic transmission into a vehicle with a standard transmission, will I need to change the cal-pak? (Was there a manual transmission option for that engine and if so how do the engines differ) John S Gwynne Gwynne.1@xxx.edu _______________________________________________________________________________ T h e O h i o - S t a t e U n i v e r s i t y ElectroScience Laboratory, 1320 Kinnear Road, Columbus, Ohio 43212, USA Telephone: (614) 292-7981 * Fax: (614) 292-7297 - ------------------------------------------------------------------------------- ------------------------------ From: Bruce Bowling Date: Mon, 23 Jun 1997 9:54:33 EDT Subject: Re: GM TPI auto trans -> manual? > > When transplanting a stock '88 GM TPI 5.0L originally equipped with an > automatic transmission into a vehicle with a standard transmission, > will I need to change the cal-pak? (Was there a manual transmission > option for that engine and if so how do the engines differ) > > John S Gwynne > Gwynne.1@xxx.edu > My gut feeling is no. I assume that the old automatic was a 700-R4 with lockup converter. The only info the ECU gets is a switch located in the tranny (hydralic pressure switch). This switch is nomally closed, but opens up when the transmission is in 4th gear - this triggers the converter lockup. If it were me, I would try it out and see. Make sure there is a VSS sensor hooked up. - - Bruce - -- - ----------------------------------------------------- <<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> - ----------------------------------------------------- Bruce A. Bowling Staff Scientist Thomas Jefferson National Accelerator Facility 12000 Jefferson Ave - Newport News, VA 23602 (804) 249-7240 bowling@xxx.gov/~bowling - ----------------------------------------------------- <<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> - ----------------------------------------------------- ------------------------------ From: mcosta@xxx.com Date: Mon, 23 Jun 97 10:10:04 EST Subject: Re: plugs-- EDS maybe Seth, I think you might be referring to gm weather-pac connectors. These should be available at any napa autoparts store on the electrical and wiring parts spinning display. They come in 2,3,4 pin connection if i remember correctly. ------------------------------ From: "doug russell" Date: Mon, 23 Jun 97 14:13:41 UT Subject: RE: I'm somebody now!!!! Somebody, It's a beautiful thing!!! Now all you need is a mural on the truck/boot lid of Captain America in a pair of unions - unbuttoned, hunched over and mooning the world. Of course you will need to pull into your driveway head first to really impress the neighbors with this. Hope it all works out in the end! (I can empathize with the neighbor thing, I have some real winners around here also) Dr. Doug 69 C Rdst 69 C GT 69 B Rdst - -----Original Message----- From: owner-mgs@xxx.net On Behalf Of Aron Travis Sent: Sunday, June 22, 1997 7:38 PM To: british-cars-pre-war@xxx.edu; Homebrew-Autos@xxx.net Subject: I'm somebody now!!!! Howdy all, Some of you may remember that I had some city code problems with one of my cars, earlier this year. Well the picture of the offending car is now on the internet (picture Steve Martin in 'The Jerk'-"I'm somebody now!"). This car has nothing to do with any of my email lists, ie it's not british or pre-war, it's not FI, and I didn't build it my self. But any gearhead should at least get a kick out of the paint job alone. The full sorrid story of my code problems, and solutions, will be posted soon at the same URL. I'm posting this because most of you car nuts could have the same problems that I had, ie sensitive neighbors and a city looking for easy revenue. http://www.galaxieclub.com/memcarpix/64/travis.html - -Aron Travis- "always in a automotive frenzy" P.S. Fred B.- you'll especially like this one! ------------------------------ From: cloud@xxx.edu (Tom Cloud) Date: Mon, 23 Jun 1997 09:35:50 +0000 Subject: Re: Using a scope > > >> Being a mechanical engineer, I have a natural fear of electrons or in >> other words a little knowledge is dangerous. >> >> If you hook up a scope to something like a injector circuit are you >> suppposed to use isolator transformers or somekind of isolation circuit >> to protect the scope? Are these built into the scope? >> >You don't have to in this case because the car is isolated from the >AC mains, however, if you were working on a TV, you would have to >use an isolation transformer. be real careful here .... if you are connecting to a circuit that needs isolation, you're probably wiser to use the 'scope in *differential* mode. Using an isolation xfmr can get you killed -- the 'scope will be at the potential you're measuring. I used to do this regularly, but built a plexiglass enclosure for the 'scope and attached fiberglass rods to the controls (was measuring a floating 10kV). - most 'scopes have 500 or 600 volts max input voltages (with X10 probe, this *could* be increased by 10X, though the probe probably is not rated for 5 kV -- check the data sheet) - no isolation is needed if you hook the 'scope probe ground to a *floating* circuit or to an earth ground. It's only required if you're hooking the probe ground to a point that has potential on it referenced to earth ground (as the scope is connected to earth ground). - anytime you *isolate* something, you allow it to *float*. Isolating a 'scope causes it's case/enclosure to go to the potential that the probe ground lead is attached to. Specifically, if you're measuring stuff in your auto -- and it's not connected to anything in the *real* world (i.e. not grounded to the AC mains, etc) then you can just hook the 'scope in anywhere you please (note that there will be *loading* caused by the 'scope). But, if you've, say, got the circuit mocked up on your work bench and are using a power supply that doesn't have floating outputs, then you must be careful where you connect the probe ground, as it can cause a short circuit and a burnt probe shield and/or blown circuit components. Most power supplies have floating outputs -- unless you've connected one of the outputs to earth ground (and I don't recommend that). All of the above can be avoided if you hook your 'scope up in differential mode. Takes two channels. Put 'scope in "ADD" mode. Will probably have to "INVert" one channel. Then you don't use either of the probe grounds but rather use each one of the two probes to connect to the two points you'd ordinarily connect one probe and it's ground to. The problem with this is it takes two channels and leaves you with one less to use to measure something else at the same time! [written hurriedly .... probably more confusing than if I hadn't said anything ... sorry 8^) Tom Cloud ------------------------------ From: adevuo@xxx.it (Antonio De Vuono) Date: Mon, 23 Jun 1997 17:33:06 +0200 Subject: Re: CNG Injectors Whan can you tell me about the CNG Injectors you used in the Mustang 30. Have you got a description of them? Do you know where I can buy some samples or who I need to contact for having detailed information about these injectors? What about the results you obtained with the car? Did you use a multipoint system? Do you know if it is possible to see the car? Thank you Tony - ---------- > From: James Thorne > To: diy_efi@xxx.edu > Subject: CNG Injectors > Date: luned́ 23 giugno 1997 14.49 > > > >Does someone of you have experience with Compressed Natural Gas (CH4) > >Injectors? > > Yes, we built an injected CNG mustang for Ford as a test project. Car was at the Mustang 30 > Aniv. event in Charlotte NC. April 1994. If I can help I will. > > James Thorne > Thorne Performance Engineering ------------------------------ From: Frederic Breitwieser Date: Mon, 23 Jun 1997 11:44:51 -0400 Subject: RE: GM TB injector questions, HELP! - --Boundary_(ID_xvyJwvCMdu7ddU++OHRXuw) Content-type: TEXT/PLAIN; CHARSET=US-ASCII Michael, I just divided instead of multiplied. Duh. Just be glad I am not designing a spaceship for you to dwell in for six months :) hehehe. per cylinder. Since this is a six cylinder engine, that means there will be 3,000 ignition events per minute (or 50 per second). Determining how many injection events per minute will require knowing what type of EFI system it is (i.e., gang injection would probably fire each injector 1,000 times per minute, while sequential would only fire 500 times per minute (per cylinder). Makes a different... the engine I have (3.8L GM) is sequential fire, and has seperate injectors for each cylinder. Frederic Breitwieser HomeBrew Automotive Mailing List Bridgeport Connecticut http://www.geocities.com/MotorCity/Downs/4605/index.html - --Boundary_(ID_xvyJwvCMdu7ddU++OHRXuw) Content-type: APPLICATION/OCTET-STREAM Content-transfer-encoding: X-UUENCODE begin 600 WINMAIL.DAT M>)\^(B00`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@xxx.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`9 $```$````,`````P``, (````+``\.``````(!_P\!````8P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````&1I>5]E9FE 8V]U;&]M8BYE;F``(P`0````4```!33510`````!X``S !````(P```&1I>5]E M9FE 8V]U;&]M8BYE;F``$P`0```"4````G9&EY7V5F:4!C;W5L;VUB+F5N9RYO:&EO+7-T871E M+F5D=2<``````@$+, $````H````4TU44#I$25E?149)0$-/54Q/34(N14Y' M+D](24\M4U1!5$4N1415``,``#D`````"P! .@$````"`?8/`0````0````` M```"VDT!!( !`"0```!213H@1TT@5$(@:6YJ96-T;W(@<75EFAE;-$#($1L9P* ?0J M",_%"=D[%Y\R-34"@ J!@PVQ"V!N9S$P,Q0@MPL*$O(,`6,`0 70:1&Q`18P M+" @22!J=4)S!4!D:79I#;!D)B +@!U@96$=\&]FH"!M=6QT!2!L")!$9"X= M`$1U:!]A2N$=4F)E(&<+8!WP'2!@xxx.U M!Y!H!2 @xxx.@@=&\=@'<6,@N (J,M`)!X'K "(6@$(#HI=B 6("42 M+@J%"HL?(#/>-@WP"U44(@P!< -@'D"*8P5 < 20(&-Y'R#V;@2!'V%3"X B M0",@(G!?!" I\2'Q)$$HQB )\&?M"X!E'/ DH&$%0 > !B)_)* $D"!0`_ 6 M02!!"H4S_"PP+> >`"&1'O "("7FM&5V"?!T!" H@FT+@-)U'D @* 6Q-2X` M*(*W$? %H"D`*1]@xxx.!>7T>`6HH02YR+R\LQ!>@ M<71U:2RA:R$0`_ AP7@D5&\DD*A7-Y'C$@\"Y0*A+8*&DN M)6 <\&<:D3.I6G<(8&P=\"@!8@&@;'TSD&8V`AY0$; SI06Q,>\MTS<6!W,O MF"P*A3; `Q#_(% 1\#7@+T$',3K%`B [EO\P@"X`/P;;P7086L'D2'P[QV0#= LD0(P+DB@xxx.$SX($=- M)/ I\3^I.\(<\/\`5'$+& M1A>A!G%C($(7H"Y0KP/P!Y $D$\E2 -P95&A_0?@xxx.L# M$"&R3 0`=$\E4: =P-9G3' 702 (4&XK@#/Q%F,P`$\E: ) <#HOE"]W5W N M57!O8RY1Q0>0+@6@;2]-(2 %L&)#+E!Y+T0S, " +Y(T)O U+RCR>"Y7`'QM M;$Z_1D\<0EKU%L$``5V0`````P`0$ `````#`!$0`````$ `!S `1L@F['^\ K`4 `"# `1L@xxx.B ``````P`--/TW``!S6W^\ ` end - --Boundary_(ID_xvyJwvCMdu7ddU++OHRXuw)-- ------------------------------ From: Frederic Breitwieser Date: Mon, 23 Jun 1997 11:39:45 -0400 Subject: RE: Recommend a good `scope for viewing injector pulses?? - --Boundary_(ID_HxQx4SmmqLwC0HVeYhLMUQ) Content-type: TEXT/PLAIN; CHARSET=US-ASCII Hello Chris... If you are frugal like me, you want to borrow a friend's scope or purchase one at a flea market. I managed to do that many years ago and still have the thing. Works well, up to about 5 Mhz which seems to be more than adequate for automotive and ECM usage. I have a 4-channel scope card for my Toshiba 5300 (the old (1) 16 bit slot, orange plasma display thing) which works well, however unless your PC is in your garage, or a "luggable" like my Toshiba which has a PC slot, you might run into a fustrating experience. I'd think by now they have PCMCIA oscilloscope cards, but I haven't looked recently so I'm out of date as to what is available. I got the four channel card through a college discount a long time ago, and the notebook used, but it works very well, and was reasonable in cost. Frederic Breitwieser HomeBrew Automotive Mailing List Bridgeport Connecticut http://www.geocities.com/MotorCity/Downs/4605/index.html - ---------- From: Chris Wilson Sent: Wednesday, June 18, 1997 3:35 PM To: diy_efi@xxx.edu Cc: chris@xxx.com Subject: Recommend a good `scope for viewing injector pulses?? Can someone recommend a good cheap,worldwide brand (we are in the UK) scope for viewing EFI injector pulse width? I just need something with reasonable resolution,that is cheap to buy and easy to use. Has anyone any experiences with these cards for computers that allow one to use them as a scope,together with grabbing the screen picture and / or storing the information? - --Boundary_(ID_HxQx4SmmqLwC0HVeYhLMUQ) Content-type: APPLICATION/OCTET-STREAM Content-transfer-encoding: X-UUENCODE begin 600 WINMAIL.DAT M>)\^(@T0`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@xxx.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`9 $```$````,`````P``, (````+``\.``````(!_P\!````8P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````&1I>5]E9FE 8V]U;&]M8BYE;F``(P`0````4```!33510`````!X``S !````(P```&1I>5]E M9FE 8V]U;&]M8BYE;F``$P`0```"4````G9&EY7V5F:4!C;W5L;VUB+F5N9RYO:&EO+7-T871E M+F5D=2<``````@$+, $````H````4TU44#I$25E?149)0$-/54Q/34(N14Y' M+D](24\M4U1!5$4N1415``,``#D`````"P! .@$````"`?8/`0````0````` M```"VDT!!( !`#H```!213H@4F5C;VUM96YD(&$@9V]O9"!@M_O $>`' ``0```#H```!213H@4F5C;VUM96YD(&$@9V]O9"!@Z]P1T+SS`* DA5)_```>`!X,`0````4```!33510```` M`!X`'PP!````( ```&9R961EL"@P!0$P-4 M`@!C: K FAE; ,@1&SJ9P*#-!,-?0J M",\)V>([%Y\R-34"@ J!#;'!"V!N9S$P,Q0@"PI+$O(,`6,`0"!(%0%OR"!# M: 400A@( K )&4@`U!U9P= (&RL:6L>T > +!YC=P!P M;05 =!S !N!R`V 'X&%C'N$(D&YD)P0@!/!O]G >T 6Q< AP$;$1\"(@FFX> MT&$%0"$A;&4A(,4`P'(?@xxx.!>1Y@ M(Z 1X!Z@xxx.!S= ,0`R"]$B @)^ 1L"' ">!M!"!?(((?D06P)W(#D6$- ML'%N=2,P'M$%L6$IH -P;T GTS,`U2HT=RAI:"#P92=@ M!< \=6XCD 01'G$%P%!#_B $`#A `Z WTQ\@- `DP&LSTB$1(@I 9Q\@`F!E M_B(?53%H*C0BH2$1."$SE.$>"(`(5)C+C D0;8G).$GX6L@H"7@;B#Q#R>1)> G0S@@34-)05\B( 3P M)P%!P3"&A`A W\2_F_S## M)6 #8!\0*G A(!<1(Y#_-#$TT06@-V C0A

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W=3_K?[P!'@`]``$````% 5````4D4Z( `````#``TT_3<``(UB ` end - --Boundary_(ID_HxQx4SmmqLwC0HVeYhLMUQ)-- ------------------------------ From: Frederic Breitwieser Date: Mon, 23 Jun 1997 11:42:59 -0400 Subject: RE: Using a scope - --Boundary_(ID_emjH46nP2jKS5oXpdfFHXw) Content-type: TEXT/PLAIN; CHARSET=US-ASCII Fear not Mr. Mechanical , most 'scopes have a high enough impedance (loading capacity) that you can snoop around circuits without causing issues, and you can directly attach your 'scope to the injector, and view the pulses directly. Most oscilloscopes have a test generator for calibration, you can attach the input probe to this generator, which typically is a 1 khz signal, and see the waveform on the screen. If you have a wave on the screen, its working. However, some of the older scopes (including mine) has drifted in accuracy due to parts aging, however for automotive use, I've gotten use to it enough to get the idea. Feel safer? BTW, just joshing :) Frederic Breitwieser HomeBrew Automotive Mailing List Bridgeport Connecticut http://www.geocities.com/MotorCity/Downs/4605/index.html - ---------- From: Joe Boucher Sent: Thursday, June 19, 1997 10:14 AM To: diy_efi@xxx.edu Subject: Using a scope Being a mechanical engineer, I have a natural fear of electrons or in other words a little knowledge is dangerous. If you hook up a scope to something like a injector circuit are you suppposed to use isolator transformers or somekind of isolation circuit to protect the scope? Are these built into the scope? In Dallas on the first Saturday of each month, there is a swap meet for electronic stuff. It started out decades ago as a ham radio meet, but as evolved to a computer orientation. There is a lot of test equipment there including HP stuff. Can I tell if a scope works properly as long as the guy can turn it on? Joe boucher '70 Camaro, '81 TBI Suburban Bedford, TX - --Boundary_(ID_emjH46nP2jKS5oXpdfFHXw) Content-type: APPLICATION/OCTET-STREAM Content-transfer-encoding: X-UUENCODE begin 600 WINMAIL.DAT M>)\^(A<0`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@xxx.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`9 $```$````,`````P``, (````+``\.``````(!_P\!````8P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````&1I>5]E9FE 8V]U;&]M8BYE;F``(P`0````4```!33510`````!X``S !````(P```&1I>5]E M9FE 8V]U;&]M8BYE;F``$P`0```"4````G9&EY7V5F:4!C;W5L;VUB+F5N9RYO:&EO+7-T871E M+F5D=2<``````@$+, $````H````4TU44#I$25E?149)0$-/54Q/34(N14Y' M+D](24\M4U1!5$4N1415``,``#D`````"P! .@$````"`?8/`0````0````` M```"VDT!!( !`!(```!213H@57-I;F<@82!S8V]P90"R!0$%@ ,`#@```,T' M!@`7``L`*@`[``$`8@$!(( #``X```#-!P8`%P`+`"@`$ `!`#4!`0F `0`A M````03$X,$9!1D5$0T5"1# Q,4)#1C,P,$$P,C0X-34R-T8`5@# $````% M````4TU44 `````>`!\,`0```" ```!F``@0`0```&4```!&14%23D]4 M35)-14-(04Y)0T%,/%--24Q%+$U/4U130T]015-(059%04A)1TA%3D]51TA) M35!%1$%.0T4H3$]!1$E.1T-!4$%#2519*51(05193U5#04Y33D]/4$%23U5. M1$-)``````(!"1 !````X04``-T%``"F"0``3%I&=8D=#_?_``H!#P(5`J0# MY 7K`H,`4!,#5 (`8V@xxx.XR!@`&PP*#,@/&!Q,"@Q(S$P]F- ]Z:&5L MT0,@1&QG`H!]"H (S\4)V3L7GS(U-0* "H&##;$+8&YG,3 S%" 7"PH2\@P! M8P! ($9EB0K!;F\%0$UR+@70%P60$< #`&,'0" \@8_AT;'D? MH ) `- @`"*Q=P7 'N0B4&\B41^0"X!J=RTHT7<"13!;!K(8$W8;!(;W=E'X I<7,#<'\XH3>@*,(&\ 2! M-O$?$RC]"X!C"D A@(A#_`_ 'D 202'4Z MD > 2O$'X+I!05A-"W O0"&13 0`7G1(=4KP1, N0' 702!]"%!N+F G$!VP M).!(=6A!`D!P.B\O=U# +BTN0&\B`4M1+@xxx.J `@, O M-#8P-2\+@xxx.# "T6GP+3$T- WP#-!8 M$PM9/#$V5& #8"WP)Q @xxx.L,,%FV2F #<#I'6SY9M@R"($IO'Y!" M_PA@xxx.;(W M-% P.E@xxx.0W :4 %H"J `W!B+LL)\#I0;Q_0 M;RT>L"* GF5JL#] 9<]@OG5B*2+[9^]>*U4E0Q^P'O-6/U=#[C-2\$D]6;9" M2Q!P8P> ;QUW:L$]<3KB21]6-/!T_S[A`R!&8 K!.W$6,")DOS0B+T "0!Y -' 0/].L30"(-$N0".A48 K?#>6_2-0 M:T'@xxx.!'Y#W(K%4126P<($@'J ^42B1 M_T,"! `&\"Z3=Z `<39"!)#_=^,[(CHA(^ [<8(4+Z$C]O]413^"6<4VQ!\1 M1I$'$#6C]4,18B1 ; 5 "X HE8;4^WN-`Z!$,\$]T3:55^ 1X']A@79R9!%W M(R>2!& ",&C_'G!XTGJ3<)$V`"-P!X!$4=\NX51%=V9*P1ZP=0W0-V+_!4!K M40`@xxx.L & M\/\?@xxx.X'I+@)E<21 < > M`C"%=M.-)#S72%"/IT,#D770_RWP%D$&D'U'.?($(#&!'R!^<"VWA"'!B`'!.%@F +N%D^1YP5%AQ?UBW&]59ME1%!1;!`*=0`````P`0 M$ `````#`!$0`````$ `!S#PDH2_ZW^\`4 `"##PDH2_ZW^\`1X`/0`!```` 6!0```%)%.B ``````P`--/TW``!*7'^\ ` end - --Boundary_(ID_emjH46nP2jKS5oXpdfFHXw)-- ------------------------------ From: Frederic Breitwieser Date: Mon, 23 Jun 1997 12:08:09 -0400 Subject: RE: GM TPI auto trans -> manual? - --Boundary_(ID_KJqv8Huq2TBBCmV5eS46Lw) Content-type: TEXT/PLAIN; CHARSET=US-ASCII Hey John, I'm not too sure, and very interested the the general thoughts here. I have heard both sides of the coin... I'm using a 3.8L FWD (auto) engine with a Manual Audi Transaxle, which I haven't mated yet, but once I'm at that point, I guess I'll find out how well it works. I honestly don't see why it would work, unless the transmission provides feedback of some sort to the cal-pak. Frederic Breitwieser HomeBrew Automotive Mailing List Bridgeport Connecticut http://www.geocities.com/MotorCity/Downs/4605/index.html - ---------- From: John S. Gwynne Sent: Monday, June 23, 1997 9:34 AM To: diy_efi@xxx.edu Subject: GM TPI auto trans -> manual? When transplanting a stock '88 GM TPI 5.0L originally equipped with an automatic transmission into a vehicle with a standard transmission, will I need to change the cal-pak? (Was there a manual transmission option for that engine and if so how do the engines differ) - --Boundary_(ID_KJqv8Huq2TBBCmV5eS46Lw) Content-type: APPLICATION/OCTET-STREAM Content-transfer-encoding: X-UUENCODE begin 600 WINMAIL.DAT M>)\^(BX0`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$(@ <` M& ```$E032Y-:6-R;W-O9G0@xxx.;W1E`#$(`0V ! `"`````@`"``$$ MD 8`6 0```(````4`````P``, 4````+``\.``````(!_P\!````8P`````` M``"!*Q^DOJ,0&9UN`-T!#U0"`````&1I>5]E9FE 8V]U;&]M8BYE;F``(P`0````4```!33510`````!X``S !````(P```&1I>5]E M9FE 8V]U;&]M8BYE;F``$0`0```$0```!.;R!T5]E9FE 8V]U;&]M8BYE;F5]E9FE 8V]U;&]M8BYE;F``(P M`0````4```!33510`````!X``S !````(P```&1I>5]E9FE 8V]U;&]M8BYE M;F# $````%````4TU44 `````>`!\,`0```" ```!F``@0`0`` M`&4```!(15E*3TA.+$E-3D]45$]/4U5212Q!3D1615)924Y415)%4U1%1%1( M151(14=%3D5204Q42$]51TA44TA%4D5)2$%614A%05)$0D]42%-)1$533T94 M2$5#3TE.24U54TE.1T$S``````(!"1 !````#P0```L$``#&!@``3%I&=9GK M,VW_``H!#P(5`J0#Y 7K`H,`4!,#5 (`8V@xxx.XR!@`&PP*#,@/&!Q," M@R(S#WIH96P#($1L&F<"@S0#Q0(`<')QH1(B#49&(`T&LE8G,#<"(07S70`" @`264!T M"K!KWBX>O K[%V(=M489009Q M^&,@0AE ** #\ >0!)#]-]5(->$Z40?@*7 @$ 1@O'1I)#$I``,0)L),! #^ M=#?5.E E(")P+7 V00A0ZFXBD&,\8&,GT#?5(T! =' Z+R]W0" N62)P;V,H MH#JQ+@6@;2PO31_@!;!#**!Y+P9$+U `@"\T-C U(B\NP65X+B- ;6P_-V\< MWQWB0S\+(3S@xxx.<,T$=S"UDQ-D/ `V 6X/D^X" M29=# MITA+##!)%OLYP -P.DJ>218,@AY3!@#Q(\!'=WD^L4H_2TT&8)\",$Q_38M! M0"# 87D@xxx.1Y M7PW :4 %H#)@`W"T8BXH(2X><#1 +1;0,RN!6A!D=54O4$YU8DYJ/M%73TV+ M1TTIL%!O(_ GPC.D28 ^*V$I(C^[19]&HS-"4#B=2197%/#_`Z SLPM1`C F MQ!;00( U@xxx.E)\(K MI@/P%1'_(_ BD"'"(# 1 ML1Q (A0VY?(_)Z!783-3&4 F\6#D^S.K0Z5O!3 T0@(0!< M(_\H)2"R!I U MP2\S,3 AXR@xxx.E&&$`>5 ``P`0$ `````# M`!$0`````$ `!S#@!Y<7ZG^\`4 `"# P-6^*ZG^\`0(!%#H!````$ ```(B L^O[`#T``0````4```!213H@xxx. ` end - --Boundary_(ID_KJqv8Huq2TBBCmV5eS46Lw)-- ------------------------------ From: ptimmerm@xxx.GOV Date: Mon, 23 Jun 1997 09:42:25 -0700 Subject: Wanted: Rev Limiter Can somebody give me a quick tutorial / goto on rev limiters. I broke a vavle spring in my 323 GTX this weekend running it up past 7.5 K once too many times. I want to add some safety for my motor. It is a 4 cylinder turbo motor from mazda. paul timmerman ------------------------------ From: peter paul fenske Date: Mon, 23 Jun 1997 09:48:55 -0700 (PDT) Subject: Re: GM TPI auto trans -> manual? Hi John Sorta depends if you want all emissions function.. Egr and cannister depend on P/N switch.. Also idle has a P/N offset.. For the 50$Can for the calpak for an emissions legal package I just would get a calpak.. If you are not worried about emissions the auto works just fine in a pinch. I haven't yet tried it but a auto should work if left in drive mode.. Emissions should be intact.. Me I usually just gnd the P/N switch and you might adjust the idle speed higher.. Autos usually idle at 500 rpm while manuels are at 700.. There is no IAC error reported if you turn up the idle screw.. You might also get one of the guys to help you with a manuel file and just reprogram your calpak if you have a burner.. GL:peter At 09:34 AM 6/23/97 -0400, you wrote: >When transplanting a stock '88 GM TPI 5.0L originally equipped with an >automatic transmission into a vehicle with a standard transmission, >will I need to change the cal-pak? (Was there a manual transmission >option for that engine and if so how do the engines differ) > > John S Gwynne > Gwynne.1@xxx.edu >_______________________________________________________________________________ > T h e O h i o - S t a t e U n i v e r s i t y > ElectroScience Laboratory, 1320 Kinnear Road, Columbus, Ohio 43212, USA > Telephone: (614) 292-7981 * Fax: (614) 292-7297 >------------------------------------------------------------------------------- > > > ------------------------------ From: Jody Shapiro Date: Mon, 23 Jun 1997 13:34:50 -0400 (EDT) Subject: Re: Wanted: Rev Limiter On Mon, 23 Jun 1997 ptimmerm@xxx.GOV wrote: > Can somebody give me a quick tutorial / goto > on rev limiters. I broke a vavle spring in my Rev-limiters are generally implemented in one of two ways. Either through fuel cut-off or ignition cut-off. Most factory rev-limiters are fuel cut-off so the engine just gets starved for fuel at the rev-limit and can't rev any higher (unless you do something dumb like miss a shift bigtime or shift from 3->2 when you meant to shift from 3->4). Most aftermarket ignition boxes or implement a rev-limiter by cutting out spark so not all cylinders fire in a given firing sequence. Some rev-limiters try to be a bit easier on the engine by rotating around which cylinder(s) get loss of fuel/ignition so as not to foul a plug or allow one cylinder to allows "freewheel". - -Jody - -- 97 Blue Vortech Z28 http://www.bit-net.com/~jshapiro/z28/ ------------------------------ From: Roy Date: Mon, 23 Jun 1997 19:24:14 +0100 Subject: Re: Recommend a good `scope for viewing injector pulses?? Chris Wilson wrote: > > Can someone recommend a good cheap,worldwide brand (we are in the UK) > scope for viewing EFI injector pulse width? > > I just need something with reasonable resolution,that is cheap to buy and > easy to use. > > Has anyone any experiences with these cards for computers that allow one > to use them as a scope,together with grabbing the screen picture and / or > storing the information? > > Thanks for any help. > > -- > Best Regards, > Chris Wilson > http://www.maximum-bhp.u-net.com > mailto:chris@xxx.com Although it has been stated that these signals are to fast for an analogue meter which is very true, they are in modern electronic terms very slow signals. What you need is either an engine analyser Ie Bosch or the such like or a Digital storage scope, this way you can view them during cranking as well. Please contact me if you require any further discussion Roy Spectrics Ltd. ------------------------------ From: cloud@xxx.edu (Tom Cloud) Date: Mon, 23 Jun 1997 14:55:34 +0000 Subject: RE: Using a scope At 11:42 AM 6/23/97 -0400, Frederic Breitwieser wrote: >Fear not Mr. Mechanical , most 'scopes have a high enough impedance >(loading capacity) that you can snoop around circuits without causing >issues, and you can directly attach your 'scope to the injector, and view >the pulses directly. Fred .... remember that the scope probe ground clip is attached directly to the scope chassis and then to the AC ground. Care needs to be taken where it's attached in a circuit -- it's NOT high Z Tom Cloud ------------------------------ From: Richard Cartledge Date: Mon, 23 Jun 1997 21:59:38 +0100 Subject: Re: Fuel Dissociation Catalyst Frederic Breitwieser wrote: > > > The "precious metal catalyst" is probably Gold - straight from your > > wallet. This story has been around for 50 years - power from pills - > > Reminds me of the alchemists of the early kingdom days... turning metal > into gold through magic. So now I know why most of them were beheaded... - ---------------------- I know you're sceptical, but I've got some more information, I know what the catalyst is, it's Nickel. I have tried using washing-up liquid, alcohols and solvents to try and make water and gasoline miscible, but I now know that the 'emulsifyer' is a 'proprietry clear viscous syruppy liquid'. which means I'll try various glycols, geletins, and glycerols etc.... I have an unused adjustable fuel-pressure regulator lying about which I can use. Does anyone know of what range the volume/time output of a typical BOSCH L-Jetronic pump is with a return-flow to the tank, I'm hoping that any gradual separation of the gasoline/water will be stopped by the continous flow of fuel, however, if I guess the emulsifyer correctly, the fuel should bond to the water permanently and then the resulting liquid gains it's own unique physical properties. *************** The modifications to the engines consist mainly of a new fuel regulator and the insertion of a non-deteriorating metal catalyst into each combustion chamber. The catalyst, in conjunction with the heat and pressure of the combustion chamber, transforms the A-21 fuel into a combustible hydrogen fuel. Without the catalyst, standard engines will not perform efficiently and may be damaged by use of A-21 fuel. In the future it is expected auto conversion kits will be available to the general public, with the conversions to be performed by certified mechanics in only a few hours. Initial costs are expected to range from $1200 to $1500 for a conventional engine, depending on size, and from $2000 to $15,000 per diesel conversion, again dependent on engine size. Costs associated with these conversions can be expected to be reduced as demand increases, and it is possible we may see new cars in the not-too-distant future coming to us ready to run A-21 fuel. And don't worry too much about A-21 availability at that point; once converted, an engine can just as easily run standard fuels. ********************************************* Richard Cartledge Apple Powerbook 5300c fac51@xxx.uk/~fac51 ********************************************* ------------------------------ From: sheridan@xxx.com (Brad Sheridan) Date: Mon, 23 Jun 1997 15:00:17 +0100 Subject: RE: Recommend a good `scope for viewing injector pulses?? Fred wrote: >Hello Chris... > >If you are frugal like me, you want to borrow a friend's scope or purchase >one at a flea market. I managed to do that many years ago and still have >the thing. You managed to do which? Did you borrow it several years ago, and still have it? Just hope your friend that you borrowed the scope from isn't reading the list :) Brad ------------------------------ End of DIY_EFI Digest V2 #213 ***************************** 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".