DIY_EFI Digest Saturday, 12 July 1997 Volume 02 : Number 235 In this issue: Re: injector flow rates Fw: injector flow rates RE: Need Ford MAF sensor connector GM TBI questions - again DIY_EFI Digest V2 #232 -Reply Re: GM TBI questions - again Re: GM TBI questions - again Re:Which language do I learn? Re: Re:Which language do I learn? Re: Need Ford MAF sensor connector Re: injector flow rates Re: conversion question + Re: Re:Which language do I learn? Re: conversion question + Re:Which language do I learn? Fiat woes Re: Fiat woes Ford eec on a Jag 6 cyl Re: Diacom Interface! RE:RE:fuel pump Re: GM TBI questions - again Re: injector flow rates Re: Fiat woes See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: Rich Mauruschat Date: Fri, 11 Jul 1997 09:29:47 +0100 Subject: Re: injector flow rates At 07:53 10/07/97 -0700, you wrote: >Rich Mauruschat wrote: >> >> Does anyone have details of flow rates (static and dynamic at specified >> pressure) for Bosch injectors? >> The part numbers I am particularly interested in are: >> 0 280 150 203 >> 0 280 150 209 >> 0 280 150 211 >> 0 280 150 219 >> 0 280 150 227 >> 0 280 150 702 >> 0 280 150 703 >> 0 280 150 725 >> 0 280 150 727 >> 0 280 150 734 >> 0 280 150 744 >> A longer list would be great! > >Check out the list at http://www.co.jyu.fi/~rax/suutin.htm > >Some of the part #'s you were inquiring about are listed, plus several >more. It's mostly in Finnish, but you can still get the flow data off >the chart. > >-- >Best, > >Michael McBroom > >'87 745T 123k w/APC (batoutahell!) >'88 765T 154k >_____________________________________________________________Thanks Michael, great info. Anyone translate Finnish?? If anyone can fill in the rest of my list I would be grateful. Rich ____________ > >Graduate Student, Linguistics Author of >Research Interest: Biological Origins =McBroom's Camera Bluebook= >of Language http://mcbrooms.com >California State University, Fullerton >_________________________________________________________________________ > > ------------------------------ From: "Peter Rueb" Date: Fri, 11 Jul 1997 13:18:42 +0200 Subject: Fw: injector flow rates Here are some Values. All Fuel injectors are on one microfiche every bosch dealer should have. The numbers are from 0 288 150 203 up to about 900. So that would be too much to copy complete. Many injectors have the the same parameters but different sizes, and some of them are for CH 20v3 Gas or Heptane. Hope this helps. - ---------- > Von: Rich Mauruschat > An: DIY_EFI@xxx.edu > Betreff: injector flow rates > Datum: Donnerstag, 10. Juli 1997 10:25 > > Does anyone have details of flow rates (static and dynamic at specified > pressure) for Bosch injectors? > The part numbers I am particularly interested in are: flow rate ccm/1000 cyc. p(bar) (ccm/min) > 0 280 150 203 185 5.05 2.5 0 280 150 204 167 4.6 2.5 0 280 150 205 170 4.08 2.5 0 280 150 206 167 7.9 2.5 0 280 150 207 107 7.9 2.5 0 280 150 208 133 3.15 2.5 > 0 280 150 209 167 3.96 2.5 0 280 150 210 133 3.15 2.5 > 0 280 150 211 146 3.37 3.0 0 280 150 213 300 8.77 3.0 0 280 150 214 185 4.38 3.0 0 280 150 215 214 5.77 2.5 0 280 150 216 214 5.77 2.5 0 280 150 217 167 5.17 2.5 0 280 150 218 217 9.7 2.5 > 0 280 150 219 167 4.95 2.5 0 280 150 220 146 3.45 3.0 0 280 150 221 149.6 (CH20v3) 171 (Heptane) > 0 280 150 227 > 0 280 150 702 189 3.95 3.0 > 0 280 150 703 149 3.1 3.0 > 0 280 150 725 170 3.6 2.5 > 0 280 150 727 131 4.1 2.5 > 0 280 150 734 200 4.3 2.5 > 0 280 150 744 214 7.1 2.5 > A longer list would be great! > > Cheers, > Richard Peter Rueb s68558@xxx.de ------------------------------ From: "Collins, Jackie, MAJ" Date: Fri, 11 Jul 1997 07:52:16 -0400 Subject: RE: Need Ford MAF sensor connector I'd be very interested in learning more about your MGB project. Could you give me some details? Thanks, Jack > ---------- > From: Simon Bosworth[SMTP:simonb@xxx.com] > Sent: Thursday, 10 July 1997 23:35 > To: DIY_EFI@xxx.edu > Subject: Need Ford MAF sensor connector > > Does anyone out there have a connector, (preferably with some wire > attached), that will mate with a Ford MAF sensor from a '92 Escort > 1.9L. > I suspect that the connector is the same for many Ford engines. I am > going to use the sensor and throttle body on my EFI MGB project. > > Thanks, > Simon > > > -- > ------------------------ > Simon Bosworth > simonb@xxx.com > ------------------------------ From: Greg Woods Date: Fri, 11 Jul 1997 08:18:36 -0500 Subject: GM TBI questions - again Hey all, as some of you may remember I recently completed installation of a 86 GM TBI system into my 2.8l cherokee. I drove it around 1500 miles over the 4th of july weekend without any problems! However, their are a few things puzzling me. The car pops / backfires upon deceleration. Does this mean the air/fuel is too rich at that time? How can I fix this?? Also, upon acceleration I've noticed that the car is missing. I didn't notice this before the swap. Is their any way the TBI system could be causing this?? TIA Greg woods gwoods@xxx.com austin, tx 86 xj 2.8l tbi ------------------------------ From: James Thorne Date: Fri, 11 Jul 1997 09:05:05 -0500 Subject: DIY_EFI Digest V2 #232 -Reply Where do you get the CNG? At the Texas state fair a few years ago Lone Star Gas displayed a home pump. You hooked up to your gas line at home and hooked it to your car when you come home at night. I've been curious about Propane and CNG for years because of the reported 110 octane. 13:1 compression, here I come! _______________________________________________________________ There several service stations here in Houston that sell CNG. The Shell station on Beltway8 at Bellaire blvd is where we got it. But there are several others. Price: about 0.79 per Gal equiv. James Thorne ------------------------------ From: peter paul fenske Date: Fri, 11 Jul 1997 07:57:05 -0700 (PDT) Subject: Re: GM TBI questions - again Hi Greg.. Backfire on decel is prob a sticking injector. Fuel should almost be cut off. Check the tps setting too. Missing on accel could be spark as well as leanness. Can be many things.. So make sure the injectors don't leak or stick, check all the ig components, and check the tps for the prop voltage.. GL:peter At 08:18 AM 7/11/97 -0500, you wrote: >Hey all, > >as some of you may remember I recently completed installation of a 86 GM TBI system >into my 2.8l cherokee. I drove it around 1500 miles over the 4th of july weekend >without any problems! However, their are a few things puzzling me. >The car pops / backfires upon deceleration. Does this mean the air/fuel is too rich >at that time? How can I fix this?? Also, upon acceleration I've noticed that the car >is missing. I didn't notice this before the swap. Is their any way the TBI system >could be causing this?? > >TIA > >Greg woods >gwoods@xxx.com >austin, tx >86 xj 2.8l tbi > > ------------------------------ From: senator@xxx.edu (Bill Bradley) Date: Fri, 11 Jul 1997 08:46:20 -0700 (PDT) Subject: Re: GM TBI questions - again > without any problems! However, their are a few things puzzling me. > The car pops / backfires upon deceleration. Does this mean the air/fuel is too rich There should be a deceleration fuel cut-off. When the throttle is closed, but the engine is above idle speed. Do you have the throttle position sensor hooked up (and adjusted)? > at that time? How can I fix this?? Also, upon acceleration I've noticed that the car > is missing. I didn't notice this before the swap. Is their any way the TBI system > could be causing this?? Possibly. Too lean of a mix will cause missing. Again, this sounds like a TPS problem. Bill ------------------------------ From: "steve ravet" Date: Fri, 11 Jul 1997 10:55:13 +0000 Subject: Re:Which language do I learn? > Hi all. I want to learn a programming language most suited to the > sort of stuff discussed on this list i.e. for ignition and FI > control. "C" seems to come up often, but I've also seen reference to > Visual Basic, Delphi, etc. I know the VERY basics "C", but so little > that it would be easy to change at this point. Speaking of "c", > there seems to be so many variants of that! Please help. You can't go wrong if you learn C. Compilers are available for virtually every processor ever made, and C is a low enough level language that you know more or less what sort of assembly will be generated. You'll also have to know some assembly for whatever processor you use. Vis basic, Delphi, C++ builder, and other products are much higher level languages. They are great for quickly prototyping a graphical application with menus, dialog boxes, etc. in windowing systems but have no place on the EFI computer itself. However, these would be good choices for a program on your laptop that you use to communicate with and change parameters on the EFI compter via a serial link. my suggestion: continue learning C. It will prove valuable in lots of things besides your EFI project. - --steve ------------------------------ From: "Steve Meade" Date: Fri, 11 Jul 1997 09:02:23 -0700 Subject: Re: Re:Which language do I learn? - ---------- > From: Bosch, AN, Andrew, Dr > To: diy_efi@xxx.edu > Subject: Re:Which language do I learn? > Date: Friday, July 11, 1997 3:30 AM > > Hi all. I want to learn a programming language most suited to the > sort of stuff discussed on this list i.e. for ignition and FI > control. "C" seems to come up often, but I've also seen reference to > Visual Basic, Delphi, etc. I know the VERY basics "C", but so little > that it would be easy to change at this point. Speaking of "c", there > seems to be so many variants of that! Please help. > I'm sure I'm going to get blasted on this but I think it is best to learn Delphi (you'll actually be learning Pascal) because then you can generate easy to use programs quickly for either EFI or any stuff in general. C is more of the excepted norm but Delphi compilations are fast and much more versatile, and much easier to use, and very cheap right now. Oh, if you learn C you can count on having to learn C++ which is the object oriented version of C. With Delphi you get it all in one step. > Thanks. > AndrewDr A. N. Bosch > Physiology Department/ Sports Science Institute > University of Cape Town Medical School > P. O. Box 115 > Newlands 7700 > South Africa =-=-=-=-=-=-=-=-=-=-= Steve Meade smeade@xxx.com ------------------------------ From: Joe Aubertin Date: Fri, 11 Jul 1997 13:05:06 -0400 Subject: Re: Need Ford MAF sensor connector At 10:35 PM 7/10/97 -0500, you wrote: >Does anyone out there have a connector, (preferably with some wire >attached), that will mate with a Ford MAF sensor from a '92 Escort >1.9L. >I suspect that the connector is the same for many Ford engines. I am >going to use the sensor and throttle body on my EFI MGB project. > >Thanks, >Simon Just go to a junk yard and grab one. Just bring some wire cuttters and cut the wires to the length you want. Thats what i did when i did my 88 Mustang GT Speed Density to Mass Air Conversion. > > >-- >------------------------ >Simon Bosworth >simonb@xxx.com > > __________________________________________________________ Joe Aubertin 1988 Ford Mustang GT & 1990 Cavalier Z24 Welland mailto:ja95ad@xxx.0 mail) Ontario mailto:wot-mm@xxx.0 mail) Canada mailto:aubertin@xxx.com (joke list / misc ml) Brock University Joe Home Page: http://www.iaw.com/~aubertin/ Mustang Page: (ideas / tech articals welcome) http://www.iaw.com/~aubertin/88mgt/88mgt.htm __________________________________________________________ ------------------------------ From: Brian Knowles Date: Fri, 11 Jul 97 09:52:44 -0700 Subject: Re: injector flow rates On Thursday, Jon Hanson said: (snip) >I only have a reference for one of the above (every little bit helps) > >part no application flow rate (cc/min) @pressure (bar) >0280 150 203 BMW 195 2.7 > >the ref (Jeff Hartmanns book) doesn't specify if the flow rate is >static or dynamic Hmmm..static flow rate.. Can't quite get my mind around that concept... This would be, like, economy mode? Brian ------------------------------ From: Fred Miranda Date: Fri, 11 Jul 1997 12:08:34 -0500 (CDT) Subject: Re: conversion question + Hi Michael, I've come up with different figures than you for the conversion. All I have for specific gravity is for race fuels, two brands, this is interesting. F&L 76 100 UL .72 .777 108L .72 110L .722 .728 114L .728 115L .75 118L .704 The trends are opposite. What's with that? Looks like changing brands would require tuning changes also. I did come across a post somewhere stating that in Au. 91oct was .73-74 and that 96oct was .76 Next for the conversion. You had a figure of "4546cm^3/gal" My calculator converts to 3785.4cc/gal With my figures of spec grav ranging from .704 to .777 I get a range of 5.875 to 6.48 #/gal At 01:20 PM 7/9/97 -0700, you wrote: >Todd King wrote: >> >> A couple of questions; a) what is the conversion for gal/hr to >> pounds/hr for gasoline? > >Whenever you want to convert from the volume of a substance to the mass >of that substance (or vice versa), you must know the density (or >specific gravity). In the case of gasoline, according to one of my >references, the density of gasoline can vary from 0.66 to 0.69 gm/cm^3 >(at STP). Split the difference, and call it 0.675gm/cm^3. > >I've worked out a conversion that will take one from ml/min to lb/hr, >which is handy when comparing Bosch to US injectors. Dividing ml/min by >11.2 will give you lb/hr. Conversely, multiplying lb/hr by 11.2 will >give you ml/min. > >In your case, you will need to arrive at the density of gasoline in US >units. I figure it to be 0.675gm/cm^3 x 4546cm^3/gal x 1 lb/453.6gm = >6.765 lb/gal of gasoline, on average. I'm sure someone else here will >have a chart listing the density of gasoline in US units. I don't. But >my calcs should be close. > >The rest is easy. Divide lb/hr by 6.765 to get gal/hr, multiply gal/hr >by 6.765 to get lb/hr. >Best, > >Michael McBroom > >'87 745T 123k w/APC (batoutahell!) >'88 765T 154k >_________________________________________________________________________ > >Graduate Student, Linguistics Author of >Research Interest: Biological Origins =McBroom's Camera Bluebook= >of Language http://mcbrooms.com >California State University, Fullerton >_________________________________________________________________________ > > ------------------------------ From: Sandy Date: Fri, 11 Jul 1997 12:07:51 -0700 Subject: Re: Re:Which language do I learn? At 09:02 AM 7/11/97 -0700, you wrote: >---------- >> From: Bosch, AN, Andrew, Dr >> To: diy_efi@xxx.edu >> Subject: Re:Which language do I learn? >> Date: Friday, July 11, 1997 3:30 AM >> >> Hi all. I want to learn a programming language most suited to the >> sort of stuff discussed on this list i.e. for ignition and FI >> control. "C" seems to come up often, but I've also seen reference to >> Visual Basic, Delphi, etc. I know the VERY basics "C", but so little >> that it would be easy to change at this point. Speaking of "c", there >> seems to be so many variants of that! Please help. >> > I'm sure I'm going to get blasted on this but I think it is best to learn >Delphi (you'll actually be learning Pascal) because then you can generate >easy to use programs quickly for either EFI or any stuff in general. C is >more of the excepted norm but Delphi compilations are fast and much more >versatile, and much easier to use, and very cheap right now. Oh, if you >learn C you can count on having to learn C++ which is the object oriented >version of C. With Delphi you get it all in one step. > Delphi is very good (I work for Borland!), but if you like the way Delphi works, but really want C/C++, the product to get is C++ Builder. It is exaclty like delphi V2.0 and you don't have to be a C++ expert to use it, ie, don't need to be a MFC expert to write window programs. 2 Cents ------------------------------ From: Michael McBroom Date: Fri, 11 Jul 1997 12:07:41 -0700 Subject: Re: conversion question + Fred Miranda wrote: > > Hi Michael, > I've come up with different figures than you for the conversion. > All I have for specific gravity is for race fuels, two brands, this is > interesting. > F&L 76 > 100 UL .72 .777 > 108L .72 > 110L .722 .728 > 114L .728 > 115L .75 > 118L .704 > > The trends are opposite. What's with that? It appears that F&L is adding more substance(s) of a higher specific gravity to increase octane, whereas 76 is adding more substance(s) of a lower specific gravity to acheive the same result. > Looks like changing brands would require tuning changes also. Sure does. Looks like changing octane will, too. I guess the bottom line is, if you're into serious tuning at the race track, bring along something to measure specific gravity on a batch-by-batch basis. That reminds me -- I've seen top fuel drag crews do exactly that (I took a photo of Dan Pastorini taking a specific gravity measurement at Famoso during the May Meets, oh must have been over ten years ago). I'd wondered at the time if it were really that critical to measure specific gravity. I guess, when the difference between winning and going home early can be measured in hundredths of a second, every detail helps. > Next for the conversion. > You had a figure of "4546cm^3/gal" > My calculator converts to 3785.4cc/gal Woops! You're absolutely right! I've got a Casio SF-5780, one of those fold-up business organizer jobs. I checked it just now -- it says 4.546l/gal . . . but 3.785l/US gal. What's up with THAT? Seems to me, it should read 4.546l/IMP gal, and 3.785l/gal (wondering if I bought a "gray market" model now). Oh well, glad you caught it, at least. Now I gotta redo my conversion factors. - -- Best, Michael McBroom '87 745T 123k w/APC (batoutahell!) '88 765T 154k _________________________________________________________________________ Graduate Student, Linguistics Author of Research Interest: Biological Origins =McBroom's Camera Bluebook= of Language http://mcbrooms.com California State University, Fullerton _________________________________________________________________________ ------------------------------ From: Sandy Date: Fri, 11 Jul 1997 12:11:47 -0700 Subject: Re:Which language do I learn? >You can't go wrong if you learn C. Compilers are available for >virtually every processor ever made, and C is a low enough level >language that you know more or less what sort of assembly will be >generated. You'll also have to know some assembly for whatever >processor you use. Vis basic, Delphi, C++ builder, and other >products are much higher level languages. True in some cases, but Delphi and C++ Builder allow you to create the simple stand alone apps (console, or dll's) that you might want without any of the fancy class lib stuff. C++builder is a really good choice if you want to do C/C++ programming _AND_ you later want to create Windoze applications. >They are great for quickly >prototyping a graphical application with menus, dialog boxes, etc. in >windowing systems but have no place on the EFI computer itself. >However, these would be good choices for a program on your laptop >that you use to communicate with and change parameters on the EFI >compter via a serial link. > >my suggestion: continue learning C. It will prove valuable in lots >of things besides your EFI project. > Yes!, the language of love for compute people, no flames ;-) Sandy ------------------------------ From: Chief Date: Fri, 11 Jul 1997 15:55:29 -0400 (EDT) Subject: Fiat woes I have messed around a little more trying to get my Fiat Spider 2000 FI running after sitting 4 years. Runs, revs to 2000rpm or so and dies. Good spark. Ignition is advancing. No vacuum leaks. Fuel pressure good. (40 psi with key on, 30 psi at idle) Air flow meter checks out OK. When I pull the plugs, they are sooty black indicating a rich condition I believe. But if it's rich, why does it deep dying out? The car refuses to rev about 2000 rpm or so. I watched the pressure guage the other day. At idle, 30 psi, rev the car and it cuts out at around 2000 rpm at which time the pressure rises towards 40 psi again until the car recovers and revs again. If you hold the throttle open enough, it will cycle by revving up, dying, revving up, dying, etc. What do you all make of the pressure rise. I assume the injectors stop firing at some point. Is it likely that they reach a certain point and stop firing or is it a computer telling them not to fire kind of thing? I have been advised from fellow list members to put a LED on the injector connectors to see when they are firing. Sorry, haven't done that yet but I will try. Any ideas?? Thanks in advance. Ed Hilker aka "Chief" '84 SS w/700-R4 ------------------------------ From: Daniel Grambihler Date: Fri, 11 Jul 1997 13:52:33 -0700 (MST) Subject: Re: Fiat woes Chief: You might try checking your crank sensor (I'm assuming you have one). I've seen this type of problem on other FI systems that came down to a faulty crank sensor (started stumbling above a certain RPM - cutting out like the ignition was dying). good luck - Daniel > > > I have messed around a little more trying to get my Fiat Spider 2000 FI > running after sitting 4 years. Runs, revs to 2000rpm or so and dies. > > Good spark. > Ignition is advancing. > No vacuum leaks. > Fuel pressure good. (40 psi with key on, 30 psi at idle) > Air flow meter checks out OK. > When I pull the plugs, they are sooty black indicating a rich condition I > believe. But if it's rich, why does it deep dying out? > > The car refuses to rev about 2000 rpm or so. I watched the pressure guage > the other day. At idle, 30 psi, rev the car and it cuts out at around 2000 > rpm at which time the pressure rises towards 40 psi again until the car > recovers and revs again. If you hold the throttle open enough, it will > cycle by revving up, dying, revving up, dying, etc. > > What do you all make of the pressure rise. I assume the injectors stop > firing at some point. Is it likely that they reach a certain point and stop > firing or is it a computer telling them not to fire kind of thing? > > I have been advised from fellow list members to put a LED on the injector > connectors to see when they are firing. Sorry, haven't done that yet but I > will try. > > Any ideas?? > > Thanks in advance. > > Ed Hilker aka "Chief" > '84 SS w/700-R4 > > - -- Daniel Grambihler danielg@xxx.com '47 CJ2A '87 328 GTS '95 D90 #3064 '96 900SS/CR ------------------------------ From: Thomas Wright Date: Fri, 11 Jul 1997 17:52:01 -0400 Subject: Ford eec on a Jag 6 cyl Hi, I've been trying to find an adaptable oem fuel injection system to replace the Bosch L-Jet on my Jaguar 6cyl engine. The L-jet is woefully inadequate after 4000 rpm, especially on my modified engine which produces significantly more power above 4000 rpm than stock. After considering many systems, I have decided that the best and most easily adaptable one would be an EEC-iv with MAF, non-sequential, off of a V6 Mustang, T-bird or Ranger\Explorer. The only problem would be duplicating the signal from the Hall-effect sensor from the distributor. I already know that it is a square wave with about 50% duty cycle. The questions I have are : What is the amplitude(V)? What does the computer actually look for? Does it have to be a 50%duty cycle, or does the computer just need to see the correct number of pulses? The reason I ask is that the distributor on my stock Jaguar distributor already uses a Ford Dura Spark magnetic pickup! I really don't want to use the EEC to control spark-timeing, just fueling. Therefore, I would like to keep the stock ignition system intact and simply send the appropriate signal to the computer. (maybe I'll do ign timing in the future, but for now, just one thing at a time.) I have an old aftermarket optical pick up that I can mount in my distributor in addition to the DuraSpark. It has a square wave output, but duty cycle is more like 10% (if that). Even better, the stock Jag ignition system uses uses a GM four pin ignition module in addition to the Ford DS! (in case you haven't figured it out, Lucas doesn't seem to actually make its own parts, just takes parts from Ford, GM, and Bosch and throws them together.) Anyway, It would be extremely easy (and cheap) to replace the four pin module with a seven pin module that has an output for the GM computer. For this reason, I considered the GM V6 MAF system, but concluded it wouldn't be worth the effort. Its not very adaptable. There are numerous After market MAF sensors for use with larger injectors with the Ford system, unlike the GM system. And the sequential Buick/ Olds system would require extensive fabrication in the form of two different crank sensors to make work. (although it is an other wise excellent system.) Does anybody know if the Ford EEC would understand the signal from the GM module? I have no idea what the signal looks like, just that it is good enough for the GM ecu. Does anybody know what the output signal from the GM seven pin ignition module looks like? To sum it up, I need to find some way to produce a signal that the EEC will understand. Thanks for any help, Tom Wright ------------------------------ From: Alex Date: Sat, 12 Jul 1997 07:58:55 +1000 Subject: Re: Diacom Interface! peter paul fenske wrote: > > Hi Fred and all > You will need the include files. > Either mail me direct or if people want i will > include em with the text.. If you could Peter, please send thos eto me also. Regards Alex Used to 'ave monster ported R100 small block eater. ------------------------------ From: "George M. Dailey" Date: Fri, 11 Jul 1997 22:03:08 -0500 (CDT) Subject: RE:RE:fuel pump Well Vance, when I was TBI, the truck would stumble with low fuel in a 5g turn. Well, maybe it wasn't 5gs...you get the pitcher...a real tight turn. I never had this problem with TPEFI. My tank comes from a '75 chevy truck (13 gal), but it sits in the bed cross ways. I'm just damn creative! My tank used to be in the cab. If there were tabloid tv news shows in 1958, they would have had a ball with this truck. Remember the pyrotechniques glued to that poor old '75 chevy truck to "simulate sparks that could occure in unique crashes"? I think the FI type solenoid valve at JC witney will work perfectly. GMD At 07:17 PM 7/10/97 -0700, you wrote: >Hi George > > Thanks for idea on in tank sending units. Any ideas for cross over >valve that will stand pressure? Do you need to fab baffle for tanks? My pu >is a 74 with 16 gal tanks. > > >Vance > > > George M. Dailey gmd@xxx.com ------------------------------ From: "Joe Chiasson" Date: Sat, 12 Jul 1997 00:14:43 -0500 Subject: Re: GM TBI questions - again > From: Greg Woods > To: 'diy_efi@xxx.edu' > Subject: GM TBI questions - again > Date: Friday, July 11, 1997 8:18 AM > > Hey all, > > as some of you may remember I recently completed installation of a 86 GM TBI system > into my 2.8l cherokee. I drove it around 1500 miles over the 4th of july weekend > without any problems! However, their are a few things puzzling me. > The car pops / backfires upon deceleration. Does this mean the air/fuel is too rich > at that time? How can I fix this?? Upon deceleration your injectors should pretty much be shut off. Either you have a tip leaker or your TPS is out of wack. (If you have a tip leaker you would have a problem starting the engine after sitting for a while, of which you did not mention) > Also, upon acceleration I've noticed that the car is missing. I didn't notice this > > before the swap. Is their any way the TBI system could be causing this?? You could be leaning out or have a wild spark adavnce causing detonation outside the cylinder. Perhaps you injectors are not staying open, perhaps your tps is out of wack, perhaps your fule pump cannot supply enough flow at higher loads. Check tps first!!!!! ------------------------------ From: "Joe Chiasson" Date: Sat, 12 Jul 1997 00:23:09 -0500 Subject: Re: injector flow rates > From: jon hanson > To: diy_efi@xxx.edu > Subject: Re: injector flow rates > Date: Thursday, July 10, 1997 10:47 AM > > >Does anyone have details of flow rates (static and dynamic at specified > >pressure) for Bosch injectors? > >The part numbers I am particularly interested in are: > >0 280 150 203 > >0 280 150 209 > >0 280 150 211 > >0 280 150 219 > >0 280 150 227 > >0 280 150 702 > >0 280 150 703 > >0 280 150 725 > >0 280 150 727 > >0 280 150 734 > >0 280 150 744 > >A longer list would be great! > > > >Cheers, > >Richard > > > > > > I only have a reference for one of the above (every little bit helps) > > part no application flow rate (cc/min) @pressure (bar) > 0280 150 203 BMW 195 2.7 > > > the ref (Jeff Hartmanns book) doesn't specify if the flow rate is > static or dynamic > > regards Jon Hanson > > > Static, for the most part Volume/Time or Mass/Time at a specific pressure is a static, this is how much fuel can flow over a given period of time with the injector open. Dynamic for the most part is report as Volume/Pulse or Mass/Pulse, this is how much fuel will flow during a given pulse width. Excuse me if I got this wrong, it is late at night and I am tired. ------------------------------ From: Alex Date: Sat, 12 Jul 1997 18:09:04 +1000 Subject: Re: Fiat woes Hi Fiat owner (My deepest sympathy to you and your family Sir) Have you looked at your fuel filter yet? regards alex Non-fiat owner ------------------------------ End of DIY_EFI Digest V2 #235 ***************************** 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".