DIY_EFI Digest Friday, 19 September 1997 Volume 02 : Number 326 In this issue: Re: wicked squeaks, possibly TPEFI related Re: DIY_EFI Digest V2 #324 Re: wicked squeaks, possibly TPEFI related Re: Measuring dynamic cylinder pressure Re: Injector"spray"vs.evaporation Re: Injector"spray"vs.evaporation Hypertech Thermomaster chips RE: Propane on Fuel Injected Cars. Re: Measuring dynamic cylinder pressure Re: wicked squeaks, possibly TPEFI related RE: Measuring dynamic cylinder pressure RE: Propane on Fuel Injected Cars. Re: additional injector Re: Injector"spray"vs.evaporation Re: I understand Q-jets RE: Measuring dynamic cylinder pressure Re: RE Volvo K-jet... cam phase Re: Measuring dynamic cylinder pressure Re: The 5th Injector Re: Measuring dynamic cylinder pressure Re: Measuring dynamic cylinder pressure Re: Measuring dynamic cylinder pressure Re: Measuring dynamic cylinder pressure For Sale..Twin cam V-6 RE: RE Volvo K-jet... See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "George M. Dailey" Date: Thu, 18 Sep 1997 05:17:34 -0500 (CDT) Subject: Re: wicked squeaks, possibly TPEFI related Dope Dope Doooooope! I've been squeaking for a year...and this is all I needed to do! I teed off of the power brake to the passenger (left hand side) PCV valve...looked like a PCV to me...one side had vacuume I assumed the other needed vacuume to. I neatly capped the fitting you refered to. TPI swappers, don't let this tidbit get you also. Thanks, GMD At 11:00 PM 9/17/97 -1000, you wrote: > >> I used all of the original air ducting and air cleaners from the Fire >Bird. >> There are no "before MAF connections", that I'm aware of on this setup, >that >> could serve as an engine vent. My 3.8PFI set up does have one after the >MAF >> and no PVC at all. >> >> Presently, I have the driver side PVC valve connected to the fitting at >the >> base of the TPI manifold also on the driver side. The passenger side valve >> is connected to the fitting at the back driver side of the plenum. >> >> Since a negative pressure crankcase is a no no, I will remove the second >PVC >> valve and add a vent with it's own filter. I hate to imagine the damage >I've >> done to the seals and sealing surfaces not to mention the dirt that has >been >> ingested. >> >You got me curious, so I looked in the book. The Right Hand vent connects >to a fitting in the throttle body behind or around the TPS. The fitting at >the rear of the engine is for power brakes. > > George M. Dailey gmd@xxx.com ------------------------------ From: "George M. Dailey" Date: Thu, 18 Sep 1997 05:27:16 -0500 (CDT) Subject: Re: DIY_EFI Digest V2 #324 I'll check it but I'm fairly certain that my dual PCV valve setup is NOT OEM design. Several people have told me that 13" of crankcase vacuum is not normal. Thanks for the help man, I just might recover enough sanity to at least appear normal to the untrained eye. GMD At 11:59 PM 9/17/97 -0500, you wrote: >> I've got a weird one here. Every one I've asked so far has been stomped. I >> drove my '89 5.7L TPI '58 chevy truck to Atlanta last weekend, 100mph >> plus...420 miles one way from my home...so I'm perty sure it's not a >> mechanical engine noise. The following is what I know. I think it's the EGR >> valve or diaphragm resonating. > >whoa.. they had EFI in 1957? > >> When the engine is hot (just after getting off the highway) I get this high >> pitch squeaking sound. Sounds like a belt but much louder. I can hear it 100 >> yards off. Changed the belt, operated the engine with the belt off, added >> many cans of belt dressing, and the engine still squeaks. > >have you checked the power brake servo, if you have one? Vacuum causes a >loud high-pitched squeak in those bastards if they have a hole. A girl i >knew told me that her mechanic had informed her that "she had a pinhole in >her diaphragm" and then told the rest of the story. Basically, a >high-pitched very annoying whistle was present whenever her foot was not >on the brake pedal. it's worth a look, let me know if i was right. George M. Dailey gmd@xxx.com ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Thu, 18 Sep 1997 12:52:36 GMT Subject: Re: wicked squeaks, possibly TPEFI related >Dope!! When I got this engine out of the '89 Formula one Fire bird, it had >two PVC valve looking things in the valve covers. I broke one while >installing the motor and assumed it was a PVC valve and replaced it with one >identical to the remaining valve. > >If you are sure this is not a negative pressure crankcase, this must be the >problem. A bright ray of sun light shines on my bald spot, but it begins to >dim! > >I used all of the original air ducting and air cleaners from the Fire Bird. >There are no "before MAF connections", that I'm aware of on this setup, that >could serve as an engine vent. My 3.8PFI set up does have one after the MAF >and no PVC at all. > >Presently, I have the driver side PVC valve connected to the fitting at the >base of the TPI manifold also on the driver side. The passenger side valve >is connected to the fitting at the back driver side of the plenum. > >Since a negative pressure crankcase is a no no, I will remove the second PVC >valve and add a vent with it's own filter. I hate to imagine the damage I've >done to the seals and sealing surfaces not to mention the dirt that has been >ingested. > >Thanks to all that responded. > >GMD >I was begining to think that this motor was the most leak free I had ever >owned! Oil can't leak out of a vessel under vacuume. > > >At 12:54 PM 9/17/97 -1000, you wrote: >> >> >>---------- >>> I've got a weird one here. Every one I've asked so far has been stomped. I >>> drove my '89 5.7L TPI '58 chevy truck to Atlanta last weekend, 100mph >>> plus...420 miles one way from my home...so I'm perty sure it's not a >>> mechanical engine noise. The following is what I know. I think it's the >>EGR >>> valve or diaphragm resonating. > >>Sounds like you're developing vacuum in your crankcase, which is a no-no. >>You said that you checked BOTH pcv valves, but the crankcase ventilation >>system is designed to have ONE pcv valve and one vent tube to the filtered >>side of the intake line. Try removing one pcv valve from the valve cover >>while the engine is running. If the squeak dissappears, vent your >>crankcase and remove the redundant valve. >George M. Dailey >gmd@xxx.com > > Eureka!!! You have just discovered the cure for British Car Hemmorage!!!!! Look ma, no leaks!!!! ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Thu, 18 Sep 1997 13:17:07 GMT Subject: Re: Measuring dynamic cylinder pressure > > >---------- >> >> >> Has anyone ever installed a pressure transducer in the spark plug hole >and >> run the engine with that cylinder's spark and fuel injector disabled? >High >> speed data acquisition would be required, but it would allow one to >measure >> the effects of various mods (cam, intake, exhaust, boost, etc). Higher >> pressure would indicate better cylinder filling, although some >temperature >> compensation would probably be required. The max pressure for a >non-firing >> cylinder is 120 to 200 psi, well within the range of reasonably priced >> transducers. >> >> Bryan Zublin >> bzublin@xxx.com >> > >Since thermodynamics play such a large role in gas flow, would you be >getting an accurate measurement? How about temperature sensors mounted in >the exhaust/headers at each cylinder? They might indicate combustion >efficiency. Hotter gasses=more power. > I know that cranking compression readings are in no way indicative of >performance level. The only general rule that seems to apply is the longer >the stroke, the higher cranking compression. > I think someone is missing the point. Running this critter with a means of reading mean cyl pressure WILL give a good indication of power gain, against base-line. At speed, the power output goes up directly in relation to, but not linear with, mean cyl pressure. This is why higher compression gives more power output. Add to this the fact that Volumetric efficiency will definitely effect the cyl pressure, and this indication has some validity. If the cam, intake, and headers, or Turbo are working together to get twice as much air into the cyl as the baseline measurement, the pressure will be significantlyu higher, and the power as well. He is NOT talking of cranking compression, I don't think. ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Thu, 18 Sep 1997 13:20:26 GMT Subject: Re: Injector"spray"vs.evaporation >>> A number of years ago, I read about a "Hot Vapor" engine >>> that Smokey Yunick designed and developed with the intent of selling to the >>> auto companies (none of them bit though - pity). This system ran the >>> air/fuel mixture through a manifold that circulated the engine water around >>> the charge and then passed the charge to another manifold that the exhaust >>> system ran around (can you say _dangerous_ here) and then dumped the charge >>> into the cylinders though a carb. The mixture was around 400 to 500 degrees >>> F when entered into the chamber and fully atomized. He was getting (if my >>> feeble memory serves me correctly) about (150 HP and 50 mpg) >> >>( three-cylinder sprint engine.) >> >>is there any thing in print of how he did this?? >> >Obviousy, he didn't. They hadn't even invented the Suziki/Geo engine >when Smokey was tinkering with his "hot vapor engine". I have no idea >what engine he was using, it was 'bout 20 years befor the Geo engine was >invented. > >Brian > Mabee a DKW 3 cyl 2 stroker? There were other 3 cyl engines around before the Suzuk. Mabee even a converted outboard, or a Motorcyle (Triumph had a 3 cyl back then?) ------------------------------ From: TMatthe@xxx.com Date: Thu, 18 Sep 1997 10:34:21 -0400 (EDT) Subject: Re: Injector"spray"vs.evaporation In a message dated 97-09-18 02:53:19 EDT, you write: I met Smokey Yunick at a seminar at Charlotte Motor Speedway in 88 or so and asked him about this project; the engine he used was a Mopar 2.2, and the engine had one fundamental problem- he said that there was no oil that would last for a satisfactory length of time in operation except for mil-spec jet engine oil, which he said was $98 a quart at the time. I haven't heard anything about this project since then. Tom >> A number of years ago, I read about a "Hot Vapor" engine > >> that Smokey Yunick designed and developed with the intent of selling to > the > >> auto companies (none of them bit though - pity). This system ran the > >> air/fuel mixture through a manifold that circulated the engine water > around > >> the charge and then passed the charge to another manifold that the > exhaust > >> system ran around (can you say _dangerous_ here) and then dumped the > charge > >> into the cylinders though a carb. The mixture was around 400 to 500 > degrees > >> F when entered into the chamber and fully atomized. He was getting (if > my > >> feeble memory serves me correctly) about (150 HP and 50 mpg) > > > >( three-cylinder sprint engine.) > > > >is there any thing in print of how he did this?? > > > Obviousy, he didn't. They hadn't even invented the Suziki/Geo engine > when Smokey was tinkering with his "hot vapor engine". I have no idea > what engine he was using, it was 'bout 20 years befor the Geo engine was > invented. > > Brian ------------------------------ From: Chief Date: Thu, 18 Sep 1997 10:44:07 -0400 Subject: Hypertech Thermomaster chips Is anybody familiar with the Hypertech Thermomaster chip and 160 deg thermostat for the SBC feedback carbed V8? What advantages does it offer over a stock chip? Is it bad to run a 160 deg thermostat with regards to wear, etc? Are the performance gains primarily through spark advance? Ed Hilker aka "Chief" 84'SS - 700R4 ------------------------------ From: rbujhawan@xxx.com (Robindra Bujhawan) Date: Thu, 18 Sep 1997 11:22:05 -0400 Subject: RE: Propane on Fuel Injected Cars. - ------ =_NextPart_000_01BCC425.7F344FA0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Hi Joeri, Thanks for your reply. I was out of the country and could not reply = sooner. My reason to learn more about Propane Injection: I currently own two cars a Mitisubishi Mirage (carburetted) and a new = Hyundai Accent Fuel Injected. I converted the Mitishubi 4 cylinder a few years ago to run on Propane = using IMPCO mixer and converter. Propane fuel is much cheaper for me so = I have saved quite a lot so far. Unfortunately, I'll be selling this car = soon and hence my interest on how to convert the new Hyundai FI to run = on propane. I'm not looking at liquid propane injection but normal = vapour fuel mixture. I am not sure of the wiring etc.. For example I was told that if I = shutoff the electric fuel pump (as is done in the carburetted cars), = then the computer shutdowns so even if I want to draft in a fuel mixture = there will be no spark etc.. Any Help would be appreciated. Robin. - ---------- From: Joeri de Haas[SMTP:Haas@xxx.nl] Sent: Thursday, September 18, 1997 11:10 AM To: diy_efi@xxx.edu Subject: Re: Propane on Fuel Injected Cars. >I would like to talk to any one who has experience in converting = gasoline injected engine to run om propane. > >Thanks=20 > >Robin >---------- > I know a thing or two about propane injection. Please specify what you = want to know. By the way what is the reason for sending an attachmenet ? 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I take it that the spark plugs with pressure sensors are now unavailable or prohibitively expensive. - --- Bill in Boulder "Engineering as an Art Form" --- ------------------------------ From: bwmsbldr@xxx.com (Bill Williams) Date: Thu, 18 Sep 1997 09:26:47 -0600 Subject: Re: wicked squeaks, possibly TPEFI related I seem to recall that the drag racers used to arrange for a vacuum in the crankcase for the purpose of reducing windage losses and improving the oil scavenging. The seals were put in backwards and an air pump driven through a check valve into the manifold. Less air=less windage loss. - --- Bill in Boulder "Engineering as an Art Form" --- ------------------------------ From: "Zublin, Bryan (SD-MS)" Date: Thu, 18 Sep 1997 09:30:00 -0700 (PDT) Subject: RE: Measuring dynamic cylinder pressure "Shannen Durphey" wrote: >Wouldn't it be easier to use a compression gauge? after all, all the other >changes (cam, intake, headers, etc.) will be hands-on, nuts&bolts changes. > headers, cams, and intakes often make more difference at higher rpm. I guess I wasn't clear.. the idea was to *run* the engine with the pressure gauge installed, so that measurements could be made at various engine speeds and flow rates. The cylinder with the sensor would have it's spark *and* fuel injector disabled, so it is only flowing air. So you would be running on one fewer cylinder for the test. >I know that cranking compression readings are in no way indicative of >performance level. See above. Bryan Zublin bzublin@xxx.com ------------------------------ From: rbujhawan@xxx.com (Robindra Bujhawan) Date: Thu, 18 Sep 1997 13:45:28 -0400 Subject: RE: Propane on Fuel Injected Cars. - ------ =_NextPart_000_01BCC438.29CC5180 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Justin, Essentially, I have a Fuel Injected Hyundai Accent that I want to = convert it to run on propane vapour using IMPCO CA125 mixer and = converter. I have done many of these conversions on carburetted cars but = it's a bit more challenging in the FI senario. Questions:-=20 1. Are you aware of any good propane conversion books? 2. Do you know specifically what has to be done electrically, even = conceptually, as you may not have worked on an Accent but the concepts = are the same. For example - I have been told that when the gasoline = supply is shutoff (dual fuel), the on board computer shuts down. Some = sort of emulator then has to be used to cause the injectors to still = fire for combustion with the inducted propane vapour. Others have said that I need a Fuel control processor. These are grey = areas that I really don't know about. If you could give me an idea of what has to be done then I may be able = to figure it out. The Hyundai I believe is multiport injection.=20 - ---------- From: Justin Albury[SMTP:jalbury@xxx.au] Sent: Thursday, September 18, 1997 10:07 AM To: diy_efi@xxx.edu Subject: Re: Propane on Fuel Injected Cars. Robin Bujhawan wrote: > I would like to talk to any one who has experience in converting = gasoline injected engine to run om propane. what would you like to know about the conversion?????? ive done quite a few efi cars .....maybe i can help??? 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Please advise where can I find it. Chiarawt - ---------- > From: Seth > To: diy_efi@xxx.edu > Subject: Re: additional injector > Date: 13 =CA=D4=A7=CB=D2=A4=C1 2540 11:01 >=20 > On Tue, 12 Aug 1997, Todd King wrote: >=20 > > <<< > > > >If you want more power and the engine can handle it you can u= se the > > > >cold start injector as a water injector this then allows you = to run > > > >more boost without worring about detonation..... > > > > > > I was thingking of an additional injector that activates on specific > > > rpm. What do you think? > > =20 > > The big problem in doing this with EFI is that in general the O2 > > sensor will "see" the fuel mix go richer then the ecu will lean off > > the other injectors to compensate and try to keep the mix at 14.= 7 to > > 1....thats why you need to either re tune the ecu or get a > > replacement that you can tune. The good thing about an aftermark= et > > ecu is that you can tune it how you want not how the factory set it. > > >>> > > =20 >=20 >=20 > -------------------------------------- > Just a reminder. I posted an active circuit to vary the output of an o= 2=20 > sensor a while back. It was relatively simple and cheap and is probabl= y=20 > worth a try. Even if it doesn't work at WOT, it should help with=20 > throttle response during transients. >=20 > And if you are running CNG, it will work even better:) >=20 > Seth ------------------------------ From: dave.williams@xxx.us (Dave Williams) Date: Thu, 18 Sep 1997 09:46:00 -0500 Subject: Re: Injector"spray"vs.evaporation - -> >> A number of years ago, I read about a "Hot Vapor" engine - -> >> that Smokey Yunick designed and developed with the intent of ... - -> >is there any thing in print of how he did this?? Nope. It was a "secret process" that he didn't patent. He used a Buick V6 with three cylinders lopped off, the water jackets on the remaining three filled, ran an exhaust/intake interheater rig to raise the intake charge temp to over 400F, used a small turbo as a "check valve" (claimed it didn't make any boost), carbureted, with what looked like an ordinary GM HEI ignition. No knock sensor, no EFI, no computer controlled spark, no water injection. All mid'70s stuff. The "secret" part was how he kept the thing from detonating its guts all over the road. It's still a secret, as far as I know. Personally I think it was a hoax. Just because something is in print doesn't make it true. Back in the '80s the Society of Automotive Engineers' magazine "Automotive Engineering" gave feature space to a guy who supposedly had a catalyst setup to turn water into gasoline... of course it didn't pan out either. ====dave.williams@xxx.us========================DoD#978======= can you help me...help me get out of this place?...slow sedation... ain't my style, ain't my pace...giving me a number...NINE, SEVEN, EIGHT ==5.0 RX7 -> Tyrannosaurus RX! == SAE '82 == Denizens of Doom M/C '92== ------------------------------ From: Daniel Grambihler Date: Thu, 18 Sep 1997 12:48:12 -0700 (MST) Subject: Re: I understand Q-jets Paul: If the mechanical fuel pump can't keep one bowl filled, how can it keep 2 bowls filled (assuming same rate of consumption & still only one fuel pump)? Thanks - Daniel > > > >> There is a school of thought that the racers used to replace the > >> Rochester QuadraJets with Holleys because they couldn't understand the > >> QuadraJets! > > To be more correct the reason the Holley carb is used over a Q-jet > is because the Q-jet has a single fuel bowl in the center to feed both the > primaries and secondaries. Mechanical fuel pumps cannot keep this bowl > filled, and electric fuel pumps that can keep an average carb filled run at > a pressure that will blow past the Q-jet needle and seat, wich are only good > to 7 lbs. > The Holley has two fuel bowls, one on each end, which can be > extended to hold even more fuel. Their needle and seats also hold 9 lbs. > and can be replaced with ones that hold up to 12 lbs. > I am not trying to start an argument, but there are people who > subscribe to this list that run Holleys, and it is not because we can't > figure out a Q-jet. > > Paul Tholey > pft101@xxx.edu > - -- Daniel Grambihler danielg@xxx.com '87 328 GTS '95 D90 #3064 '96 900SS/CR ------------------------------ From: eric schumacher Date: Thu, 18 Sep 1997 12:43:03 -0700 Subject: RE: Measuring dynamic cylinder pressure The Tektronics sensors I am familiar with just replace the sparkplug in an operational engine. That way when you trigger on the crank you get that classic curve that gives you BMEP. It is just a small strain guage pressure transducer connected to a standard sparkplug with a small diameter stainless steel tube an inch or so long. Lotsa Luck Eric 85 GTI with VR6 power ------------------------------ From: Chris Morriss Date: Thu, 18 Sep 1997 19:58:08 +0100 Subject: Re: RE Volvo K-jet... In message <01BCC390.54F0B7A0@xxx.com>, Paul Ruschman writes > I would like to thank everybody for their support as I did locate the >prob. As I was peering under the hood one particularly brisk morning with my >trusty FLUKE 87 in hand ready to test the Cold Start Injector wiring, I noticed >it was UNPLUGGED! Well, I plugged it in, and fired it up. Has been starting >perfectly ever since. > > Thank You, > > Paul (If it don't work, plug it in and then try it..) Ruschman > > http://www.datsuns.com/cars/paulr.htm > > I've seen a number of K-jet installations where the cold-start injector has been disconnected to stop fuel dribble from it. Does the control box not turn it off properly? - -- Chris Morriss ------------------------------ From: "Wilman Lee" Date: Fri, 19 Sep 1997 08:31:12 +0800 Subject: cam phase I am fitting an after market engine management system to a Peugeot four cylinder engine. The system requires a cam phase sensor and a crank sensor to be fitted. I have chosen a Lumenition Optronic eye for the former and a Bosch Motronic (sixty missing two) for the latter. Does anybody know how these two sensors should be set up in relation to each other? I am thinking in the line of setting the cam phase to be detected at some degrees BTDC for No. 1 cylinder. Could anybody please help? LEE ------------------------------ From: bwmsbldr@xxx.com (Bill Williams) Date: Thu, 18 Sep 1997 19:01:07 -0600 Subject: Re: Measuring dynamic cylinder pressure When & where did you see this Textronics spark plug/pressure gage? Remember a price? - --- Bill in Boulder "Engineering as an Art Form" --- ------------------------------ From: "alex nicu" Date: Thu, 18 Sep 1997 18:13:58 PDT Subject: Re: The 5th Injector Hi! I can't acces your doc file ( I think you have some links problems ). Anyway , between the moment you inject fuel using the 5th injector and the moment you have some readings from the O2 sensor it's arround 0.5 sec ( on my car ) . If the O2 sensor control the PW without delay ( hysteresis ??? ) your system will go in a sort of oscillation . More then that , the O2 output signal it's not really proportional with the air/fuel mixture . Check out my web page for an EGO meter . Maybe , it's better to try that one first to understand the stupid O2 sensor . ( sorry if you know already this things ) . Alex http://home.onestep.net/nalex ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ From: garfield@xxx.com (Garfield) Date: Thu, 18 Sep 1997 21:50:21 GMT Subject: Re: Measuring dynamic cylinder pressure On Thu, 18 Sep 1997 12:43:03 -0700, eric schumacher wrote: >The Tektronics sensors I am familiar with just replace the sparkplug in = an >operational engine. That way when you trigger on the crank you get that >classic curve that gives you BMEP. >It is just a small strain guage pressure transducer connected to a = standard >sparkplug with a small diameter stainless steel tube an inch or so long. Hey Eric. Do you by any chance have the Tek part nos. for these sensors? TIA Garfield ------------------------------ From: "Shannen Durphey" Date: Thu, 18 Sep 97 20:19:54 -1000 (HST) Subject: Re: Measuring dynamic cylinder pressure - ---------- > > > "Shannen Durphey" wrote: > > >Wouldn't it be easier to use a compression gauge? after all, all the other > >changes (cam, intake, headers, etc.) will be hands-on, nuts&bolts changes. > > headers, cams, and intakes often make more difference at higher > rpm. > > I guess I wasn't clear.. the idea was to *run* the engine with the pressure > gauge installed, so that measurements could be made at various engine speeds > and flow rates. The cylinder with the sensor would have it's spark *and* > fuel injector disabled, so it is only flowing air. So you would be running > on one fewer cylinder for the test. > > >I know that cranking compression readings are in no way indicative of > >performance level. > > See above. > > Bryan Zublin > bzublin@xxx.com > Sorry, Bryan. I wrote the responce then re-read your letter. Guess I hit send instead of delete. ------------------------------ From: dstricke@xxx.com (Larry D Stricker) Date: Thu, 18 Sep 1997 21:00:12 -0700 Subject: Re: Measuring dynamic cylinder pressure Bryan, I work on air operated valves in a Nuclear Power plant and use diagnostic equipment for testing them that has been used on a VW 4 cylinder. It measured the cylinder presures vs degree of rotation under dynamic conditions. The company that built the equipment was the Fisher Valve Co. out of Sherman, Texas. This was done in the early 90s and the displays were graphic representations. Fairly straight-foward to read. Dvae S. On Wed, 17 Sep 1997 17:11:00 -0700 (PDT) "Zublin, Bryan (SD-MS)" writes: > >Has anyone ever installed a pressure transducer in the spark plug hole >and >run the engine with that cylinder's spark and fuel injector disabled? >High >speed data acquisition would be required, but it would allow one to >measure >the effects of various mods (cam, intake, exhaust, boost, etc). >Higher >pressure would indicate better cylinder filling, although some >temperature >compensation would probably be required. The max pressure for a >non-firing >cylinder is 120 to 200 psi, well within the range of reasonably priced > >transducers. > >Bryan Zublin >bzublin@xxx.com > ------------------------------ From: Seth Date: Thu, 18 Sep 1997 21:24:41 -0700 (PDT) Subject: Re: Measuring dynamic cylinder pressure On Thu, 18 Sep 1997, Bill Williams wrote: > This is a good idea except that there would be some second order > effects due to the lack of combustion gasses and pressure waves in the > exhaust system. I take it that the spark plugs with pressure sensors are > now unavailable or prohibitively expensive. > --- Bill in Boulder "Engineering as > an Art Form" --- > Just prohibitively expensive, for the DIY-er. I think $500 US is the quote we got for one last year. Seth Allen ------------------------------ From: Paul Ruschman Date: Thu, 18 Sep 1997 21:05:23 -0700 Subject: For Sale..Twin cam V-6 Complete Nissan 222 HP, 93' Twin Cam V-6 w/ 7000 mi., 5spd w/ 10,000mi, new clutch, all the EFI, harness, brain, Mass Air Flow. Would make for a great Engine swap to the right person > $3000 for all.. > Serious inquires contact Dave Lum @xxx. > > davelum@xxx.com > ------------------------------ From: Paul Ruschman Date: Thu, 18 Sep 1997 21:34:34 -0700 Subject: RE: RE Volvo K-jet... - ------ =_NextPart_000_01BCC47E.9E3925C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit > > I've seen a number of K-jet installations where the cold-start injector has been disconnected to stop fuel dribble from it. Does the control box not turn it off properly? - -- Chris Morriss Don't know? It seems to work just fine now. 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