DIY_EFI Digest Sunday, 21 September 1997 Volume 02 : Number 329 In this issue: Newbie needs HELP Re: Injector"spray"vs.evaporation Re: Upgraded drivers Re: Injector calibration etc. RE: 5th Injector Circuit Re: honda eprom reprograming Re: DIY_EFI Digest V2 #328 Re: 5th Injector Circuit Re: DIY_EFI Digest V2 #328 Re: DIY_EFI Digest V2 #328 Re: DIY_EFI Digest V2 #328 Re: Upgraded drivers Re: Upgraded driver Re: DIY_EFI Digest V2 #328 Re: Question on Cold Starting Inline Fuel Pump Re: Inline Fuel Pump Re: Inline Fuel Pump Re: Inline Fuel Pump Re: Upgraded drivers Re: Question on Cold Starting Re: Inline Fuel Pump Re: Inline Fuel Pump Re: Inline Fuel Pump In Tank Fuel Pump Re: In Tank Fuel Pump Hall Effect Ignition / injection. Holley Pro-Jection upgrade A short intro... Re: A short intro... Re: A short intro... See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: TromBo36@xxx.com Date: Sat, 20 Sep 1997 06:08:53 -0400 (EDT) Subject: Newbie needs HELP Hey everyone my name is Joel Banyai. I'm a member of the University of Delaware's Society of Automotive Engineers. We're building a new racecar using a 400cc Honda CB1 4banger and we're planning on turbocharging it. I'm supposed to research feasibility of building our own EFI system, either Multi-point or Sequential. I've worked on automotive EFI before but I've never designed a system from teh ground up. I need to know how easy/hard it is to build an open loop system, a closed-loop system, what sensors I need, how to figure out the correct size injectors, where to mount them, how to do the computer control system.... the whole nine yards. Please don't hesitate to contact me directly. Thanks, Joel Banyai mailto: Trombo36@xxx.com ------------------------------ From: swagaero Date: Sat, 20 Sep 1997 04:07:46 -0700 Subject: Re: Injector"spray"vs.evaporation MaxBoost@xxx.com wrote: > > In a message dated 97-09-18 02:53:19 EDT, you write: > > << 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. > >> snip > > Max Thank you ----|------||------|---- --|------[]------|-- 0/ \0 www.flash.net/~swagaero ------------------------------ From: swagaero Date: Sat, 20 Sep 1997 04:08:34 -0700 Subject: Re: Upgraded drivers TMatthe@xxx.com wrote: > > Is there any way to upgrade the injector drivers in a GM computer to drive > the low impedence injectors? I've heard the stockers will burn out driving a > L Imp. pinjector, but they are so much cheaper than the ACCEL H Imp. > injectors. > Tom Which GM Computer?? Steve - -- ----|------||------|---- --|------[]------|-- 0/ \0 www.flash.net/~swagaero ------------------------------ From: swagaero Date: Sat, 20 Sep 1997 04:12:52 -0700 Subject: Re: Injector calibration etc. Clare Snyder wrote: > > > > > > >I will tell you monday what size injctor you need take a look at my web > >site for where to mount them if you want it to work correctly as the > >input port has to much cross flow to use 2 injectors the asian is even > >worse. > > > >Steve > >-- > > > > ----|------||------|---- > > --|------[]------|-- > > 0/ \0 > > > > > > > >www.flash.net/~swagaero > > > >What about throttle bodies - act just like a pair of Bings, with the > nozzles about 3 " up from the head surface? the cross flow should not affect > this too much, should it? The factory manifold has a little flow divider > "dam" in it, supposedly to help fuel distribution. > > | | > | | > | \ | > | \ | > inj> \ | Throttle body diagram, kinda' > | | > | | > | | > | | > ------J L--------- > Head & Intake > <<<<< >>>>>>> > flow Now you are thinking like the Subaru Engineers if you are going to the trouble of putting EFI on it go to multiport and get the full HP and fuel economy out of it. This engine has a bad rich lean dervirsion between cylinders. Steve - -- ----|------||------|---- --|------[]------|-- 0/ \0 www.flash.net/~swagaero ------------------------------ From: Kevin Timmerman Date: Sat, 20 Sep 1997 09:52:28 -0400 Subject: RE: 5th Injector Circuit On Friday, September 19, 1997 9:42 PM, Clare Snyder [SMTP:clsnyde@xxx.net] wrote: > >On Friday, September 19, 1997 10:29 AM, Clare Snyder [SMTP:clsnyde@xxx.net] > >wrote: > >> >>Simon you link to your 5th injector DOC is not quite right. > >> >>for those in a hurry it's: > >> >>http://www.lincoln.ac.nz/ccb/techs/simon/5th_inj.doc > >> >>Dean > >> > > >> >t'is true ..... but the content is still "garbage", and when > >> >I save it as "5th_inj.doc" and open it in Word, it crashes Word > >> >(97). > >Hmmm... I just got the file and opened it with Word 97 without any > >problems. You weren't using the browser's Save As.. where you ? That > >won't work, it corrupts the file. Grab it out of the cache. > > how? This info if for Microsoft Internet Explorer 3.x / Win95, Netscape is different. If you open a URL to a file type that the browser does not recognize the browser may assume it is text and attempt to display it as such. This will result in garbage being displayed for Word, PDF and other file types. If you use the File | Save As.. to save this file, the saved file will be corrupted. I have two solutions: 1) If the link is displayed in the browser (not email) just right click on the link and select "Save Target As .." 2) Open the URL and allow it to display as garbage. Use the search option on the start menu to find the cache file. The file name will be the last part of the URL. For the above example that would be "5th_inj.doc". Drag the file from the search window to the desktop. Kevin Timmerman "RoadKill on the InfoBahn" '90 Blue Corrado mailto:opossum@xxx.org '85 Grey Golf II http://www.macatawa.org/~opossum ------------------------------ From: "Chirawat Sookplang" Date: Sat, 20 Sep 1997 21:48:23 +0700 Subject: Re: honda eprom reprograming I experience reprogramming B16A engine's eprom. However, I just dump from some aftermarket chip and trying to compare with a standard one to learn it. Editing the map is not easy if we don't know the instruction set. Did you know the Honda's OEM chip instruction ? I you would like to have some sample file please let me know. Chirawat > From: Tunerguy@xxx.com > To: diy_efi@xxx.edu > Subject: honda eprom reprograming > Date: 20 =A1=D1=B9=C2=D2=C2=B9 2540 1:46 >=20 > Does anybody know anything about reprograming import car eproms. There is a > lot of aftermarket people out there that do this, but I want to create = my own > fuel map programs. >=20 > Alan > tunerguy@xxx.com >=20 ------------------------------ From: Jake Date: Sat, 20 Sep 1997 11:25:16 -0500 (CDT) Subject: Re: DIY_EFI Digest V2 #328 > The whole question is silly anyways; I'm sure that if you tried hard > enough you could get equal performance out of Q-Jets or Holley carbs > if they are rated the same CFM and sufficient fuel were supplied. And > likewise I doubt that "all" hot rodders "couldn't" understand Q-Jets. I happen to think that the reason people generally prefer Holley (or similarly designed edelbrock) carbs is because it takes LESS effort to make them work. No one said it's IMPOSSIBLE to work a quadrajet, but why bother with the extra effort if a holley is so much simpler? > I'm trying to tune a custom EFI system that I've developed and I'm having > trouble with the cold start. By cold I mean room temp, which in my garage > lately has been about 70-80 F. I've tried many settings from moderately > rich to "pig" rich and nothing at all happens until I squirt some Carb > cleaner into the manifold. Once I do that, the engine will hit and then may > start (or may not). One or two shots of Carb cleaner more and it starts and > runs (at which point my warm up cycle takes over and seems to work OK). It sounds to me like you might be flooding it with fuel. It's likely that i'm wrong, but have you tried slowly bringing injection up from 100% warm-normal curve? Carb cleaner is often the only way to start a flooded engine, and at that temperature you shouldn't need ANY choke at all. > Is there any way to upgrade the injector drivers in a GM computer to drive > the low impedence injectors? I've heard the stockers will burn out driving a > L Imp. pinjector, but they are so much cheaper than the ACCEL H Imp. > injectors. > Tom speaking of which, does anyone know how I can identify the optimum voltage of a given injector based on its impedance, and what are some common voltages? i'm dealing strictly with production stuff, for example, bosch LH-jetronic injectors. They are 4 VDC, right? what cars use 12V injectors, and where can i find a good example circuit of how to trigger one? Jake ------------------------------ From: Paul Messinger Date: Sat, 20 Sep 1997 10:34:52 -0700 Subject: Re: 5th Injector Circuit Kevin Timmerman wrote: > > On Friday, September 19, 1997 9:42 PM, Clare Snyder [SMTP:clsnyde@xxx.net] > wrote: > > >On Friday, September 19, 1997 10:29 AM, Clare Snyder > [SMTP:clsnyde@xxx.net] > > >wrote: > > >> >>Simon you link to your 5th injector DOC is not quite right. > > >> >>for those in a hurry it's: > > >> >>http://www.lincoln.ac.nz/ccb/techs/simon/5th_inj.doc > > >> >>Dean > > >> > > > >> >t'is true ..... but the content is still "garbage", and when > > >> >I save it as "5th_inj.doc" and open it in Word, it crashes Word > > >> >(97). > > >Hmmm... I just got the file and opened it with Word 97 without any > > >problems. You weren't using the browser's Save As.. where you ? That > > >won't work, it corrupts the file. Grab it out of the cache. > > > > how? > > This info if for Microsoft Internet Explorer 3.x / Win95, Netscape is > different. > > If you open a URL to a file type that the browser does not recognize the > browser may assume it is text and attempt to display it as such. This will > result in garbage being displayed for Word, PDF and other file types. If > you use the File | Save As.. to save this file, the saved file will be > corrupted. I have two solutions: > 1) If the link is displayed in the browser (not email) just right click on > the link and select "Save Target As .." > 2) Open the URL and allow it to display as garbage. Use the search option > on the start menu to find the cache file. The file name will be the last > part of the URL. For the above example that would be "5th_inj.doc". Drag > the file from the search window to the desktop. > > Kevin Timmerman "RoadKill on the InfoBahn" > '90 Blue Corrado mailto:opossum@xxx.org > '85 Grey Golf II http://www.macatawa.org/~opossum Nothing i do seems to give me a file that is usable. Can someone send me the file in a usable form? Thanks Paul ------------------------------ From: Jim Davies Date: Sat, 20 Sep 1997 10:56:13 -0700 (PDT) Subject: Re: DIY_EFI Digest V2 #328 On Sat, 20 Sep 1997, Jake wrote: > > The whole question is silly anyways; I'm sure that if you tried hard > > enough you could get equal performance out of Q-Jets or Holley carbs > > if they are rated the same CFM and sufficient fuel were supplied. And > > likewise I doubt that "all" hot rodders "couldn't" understand Q-Jets. > > I happen to think that the reason people generally prefer Holley (or > similarly designed edelbrock) carbs is because it takes LESS effort to > make them work. No one said it's IMPOSSIBLE to work a quadrajet, but why > bother with the extra effort if a holley is so much simpler? > As we are giving opinions in this discussion, my opinion FWIW, based on considerable experience with both types is that the reason Holleys are more popular is the name, and its association with racing. Both are okay, and I have not experienced any fundamental or significant difference in the difficulty of setting up either type. Holley 4150/4160s are of course much more prone to leakage due to there construction. Jim Davies ------------------------------ From: eric schumacher Date: Sat, 20 Sep 1997 11:20:26 -0700 Subject: Re: DIY_EFI Digest V2 #328 Hi Jake Don't think of injectors, particularly low impedance injectors, as operating on a voltage. Think of them as operating on a current. Their impedance (the DC part plus the AC part) varies dramatically with the position of the armature in the injector. What this tells us is to drive them with a current generator for maximum speed & predictability under varying environmental conditions. For a current generator to work properly you need a relatively high supply voltage (compliance voltage) to guarantee that you can force the required current thru the coil under all conditions. The simplest of current generators is a ON NPN transistor with the base held at a controlled voltage, a resistor in the emitter to set current and the injector in the collector. A typical base voltage will be maybe 3 volts. With a 1 ohm emitter resistor the "constant current" thru the injector will be 3.0-0.7/1=2.3 amps. This will hold as things vary around, like battery voltage. Motorola has some good stuff on this in their App notes for their injector drivers. >speaking of which, does anyone know how I can identify the optimum voltage >of a given injector based on its impedance, and what are some common >voltages? i'm dealing strictly with production stuff, for example, bosch >LH-jetronic injectors. They are 4 VDC, right? what cars use 12V injectors, >and where can i find a good example circuit of how to trigger one? > >Jake > > Lotsa Luck Eric 85 GTI with VR6 power ------------------------------ From: Robert Yorke Date: Sat, 20 Sep 1997 12:32:07 Subject: Re: DIY_EFI Digest V2 #328 Eric: Thank you for a quite lucid expanation; it's not often that a good baseline explanation like this shows up... At 11:20 AM 9/20/97 -0700, you wrote: >Hi Jake >Don't think of injectors, particularly low impedance injectors, as operating >on a voltage. Think of them as operating on a current. Their impedance (the >DC part plus the AC part) varies dramatically with the position of the >armature in the injector. What this tells us is to drive them with a current >generator for maximum speed & predictability under varying environmental >conditions. For a current generator to work properly you need a relatively >high supply voltage (compliance voltage) to guarantee that you can force the >required current thru the coil under all conditions. The simplest of current >generators is a ON NPN transistor with the base held at a controlled >voltage, a resistor in the emitter to set current and the injector in the >collector. A typical base voltage will be maybe 3 volts. With a 1 ohm >emitter resistor the "constant current" thru the injector will be >3.0-0.7/1=2.3 amps. This will hold as things vary around, like battery >voltage. Motorola has some good stuff on this in their App notes for their >injector drivers. > > >>speaking of which, does anyone know how I can identify the optimum voltage >>of a given injector based on its impedance, and what are some common >>voltages? i'm dealing strictly with production stuff, for example, bosch >>LH-jetronic injectors. They are 4 VDC, right? what cars use 12V injectors, >>and where can i find a good example circuit of how to trigger one? >> >>Jake >> >> >Lotsa Luck Eric >85 GTI with VR6 power > > Riverside, CA ------------------------------ From: Jennifer Rose Date: Sat, 20 Sep 1997 12:59:44 -0700 Subject: Re: Upgraded drivers At 12:23 AM 9/20/97 -0400, you wrote: >Is there any way to upgrade the injector drivers in a GM computer to drive >the low impedence injectors? I've heard the stockers will burn out driving a >L Imp. pinjector, but they are so much cheaper than the ACCEL H Imp. >injectors. >Tom > >Hi Tom Sad to say ford motorsport inj will work in a GM tpi unit at about half cost. Spent 225.00 for ford inj as compared to 425.00 Accel's. The inj are 24 lbs/hr size. Vance PS: Don't tell my Chevy friends. ------------------------------ From: peter paul fenske Date: Sat, 20 Sep 1997 14:01:58 -0700 Subject: Re: Upgraded driver HI all Ford has up to 36LBs high impedance injectors.. The SVO cost is quite reasonable.. There are some 50LBs hi z albeit extremely expensive aftermarket.. Most 50 lbs are low z All you have to do is use sandys LM1949 injector board and drive it with the gm ecm.. Note though some tbi ecms are current limited and will drive low z injectors. These generally have a current loop coming out of the ecm connector.. L8tr:peter At 12:59 PM 9/20/97 -0700, you wrote: >At 12:23 AM 9/20/97 -0400, you wrote: >>Is there any way to upgrade the injector drivers in a GM computer to drive >>the low impedence injectors? I've heard the stockers will burn out driving a >>L Imp. pinjector, but they are so much cheaper than the ACCEL H Imp. >>injectors. >>Tom >> >>Hi Tom > > Sad to say ford motorsport inj will work in a GM tpi unit at about half >cost. Spent 225.00 for ford inj as compared to 425.00 Accel's. The inj are >24 lbs/hr size. > >Vance > >PS: Don't tell my Chevy friends. > > ------------------------------ From: eric schumacher Date: Sat, 20 Sep 1997 14:18:37 -0700 Subject: Re: DIY_EFI Digest V2 #328 Hi again As a more practical answer to answering your original question, just build an interface box between the ECU that supports high voltage injectors and the kind (low impedance bosch) you want to use. This would be as simple as two sets of connectors and 8 Mot, Siemans or SGS drivers and a few discrete parts. At 12:32 PM 9/20/97 +0000, you wrote: >Eric: > >Thank you for a quite lucid expanation; it's not often that a good baseline >explanation like this shows up... Lotsa Luck Eric 85 GTI with VR6 power ------------------------------ From: Ric Rainbolt Date: Sat, 20 Sep 1997 16:27:22 -0500 Subject: Re: Question on Cold Starting >when cold, first ignition pulse triggers a "prime " pulse on all injectors. >This is a common setup, used by GM and others. Easy enough to implement, I >would think, even as an addon.just a oneshot triggered by the ignition >pulse, and not retriggerable. Any guess as to the pulse duration at 20 degrees C? Ric Rainbolt ------------------------------ From: Stephen Dubovsky Date: Sat, 20 Sep 1997 17:30:06 -0400 Subject: Inline Fuel Pump Ok, finally time for me to plunk down the money for an inline fuel pump for my EFI proj (have been running for short periods of time w/ an in-tank type sitting in a big coffee can of gas;) Anyway, I looked through all of my old messages and someone said that pre-85 Nissan's (200SX?) had an in-line type, but the guy at the parts store say's nope. Does anyone know of another doner vehicle or where else to get one? All of the high pressure types in the Summit catalog are $200+. Too rich for my blood (and I don't want to double the value of my jeep;) Stephen ------------------------------ From: swagaero Date: Sat, 20 Sep 1997 15:39:11 -0700 Subject: Re: Inline Fuel Pump Stephen Dubovsky wrote: > > Ok, finally time for me to plunk down the money for an inline fuel pump > for my EFI proj (have been running for short periods of time w/ an in-tank > type sitting in a big coffee can of gas;) Anyway, I looked through all of > my old messages and someone said that pre-85 Nissan's (200SX?) had an > in-line type, but the guy at the parts store say's nope. Does anyone know > of another doner vehicle or where else to get one? All of the high > pressure types in the Summit catalog are $200+. Too rich for my blood (and > I don't want to double the value of my jeep;) > > Stephen use the Holly high pressure pump from their porjection system about $108.00 Steve - -- ----|------||------|---- --|------[]------|-- 0/ \0 www.flash.net/~swagaero ------------------------------ From: "Shannen Durphey" Date: Sat, 20 Sep 97 17:36:48 -1000 (HST) Subject: Re: Inline Fuel Pump - ---------- > Ok, finally time for me to plunk down the money for an inline fuel pump > for my EFI proj (have been running for short periods of time w/ an in-tank > type sitting in a big coffee can of gas;) Anyway, I looked through all of > my old messages and someone said that pre-85 Nissan's (200SX?) had an > in-line type, but the guy at the parts store say's nope. Does anyone know > of another doner vehicle or where else to get one? All of the high > pressure types in the Summit catalog are $200+. Too rich for my blood (and > I don't want to double the value of my jeep;) > > Stephen > > I have been told that some years of Ford Taurus and Mercury Tempo had an inline pump. Possibly 88 or 89. I'm not sure what pressures they typically run, but all were fuel injected. Shannen Durphey ------------------------------ From: "Christopher G. Moog" Date: Sat, 20 Sep 1997 20:12:33 -0400 Subject: Re: Inline Fuel Pump Stephen Dubovsky wrote: > Ok, finally time for me to plunk down the money for an inline fuel pump > for my EFI proj (have been running for short periods of time w/ an in-tank > type sitting in a big coffee can of gas;) Anyway, I looked through all of > my old messages and someone said that pre-85 Nissan's (200SX?) had an > in-line type, but the guy at the parts store say's nope. Does anyone know > of another doner vehicle or where else to get one? All of the high > pressure types in the Summit catalog are $200+. Too rich for my blood (and > I don't want to double the value of my jeep;) > > Stephen Ford fuel injected trucks from the mid to late 80's (not sure of the first or last year). Should be easy to find F150s were the highest volume seller those years. ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Sun, 21 Sep 1997 00:30:09 GMT Subject: Re: Upgraded drivers >Is there any way to upgrade the injector drivers in a GM computer to drive >the low impedence injectors? I've heard the stockers will burn out driving a >L Imp. pinjector, but they are so much cheaper than the ACCEL H Imp. >injectors. >Tom > Will they not work with a properly sized dropping, or ballast, resistor? ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Sun, 21 Sep 1997 01:06:51 GMT Subject: Re: Question on Cold Starting >>when cold, first ignition pulse triggers a "prime " pulse on all injectors. >>This is a common setup, used by GM and others. Easy enough to implement, I >>would think, even as an addon.just a oneshot triggered by the ignition >>pulse, and not retriggerable. > >Any guess as to the pulse duration at 20 degrees C? > >Ric Rainbolt > > Nope - try about double the standard idle pulse, for starters ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Sun, 21 Sep 1997 01:06:54 GMT Subject: Re: Inline Fuel Pump > Ok, finally time for me to plunk down the money for an inline fuel pump >for my EFI proj (have been running for short periods of time w/ an in-tank >type sitting in a big coffee can of gas;) Anyway, I looked through all of >my old messages and someone said that pre-85 Nissan's (200SX?) had an >in-line type, but the guy at the parts store say's nope. Does anyone know >of another doner vehicle or where else to get one? All of the high >pressure types in the Summit catalog are $200+. Too rich for my blood (and >I don't want to double the value of my jeep;) > >Stephen Early VW (bosch) AND tOYOTA FUEL INJECTED VEHICLES USED IN-LINE UNITS. Try a early Cressida or Supra ( sorry about the caps lock) > > ------------------------------ From: "Jeffrey R Muehl" Date: Sat, 20 Sep 1997 20:16:34 -0500 Subject: Re: Inline Fuel Pump - --0__=Z7DPbXLsKfS2NOtEms7SSlsGKIbJptKQpE0chjzeVe1jI5MdErp0Detm Content-type: text/plain; charset=US-ASCII (Embedded image moved to file: (Embedded PIC24923.PCX) image moved Jeffrey R Muehl @ DELCO to file: (Embedded image moved to file: PIC07568.PCX) PIC27256.PCX) 09-20-97 08:16:34 PM (Embedded image moved to file: PIC29161.PCX) Call Summit and ask for MSD part #2225. This is an in-line pump for $113.99 and they should have them in stock. Actually my local speed shop sold me the same pump for $99.00, why I don't know. I use this pump for a TPI small block and it works like a champ. >Ok, finally time for me to plunk down the money for an inline fuel >pump for my EFI proj (have been running for short periods of time w/ >an in-tank type sitting in a big coffee can of gas;) Anyway, I >looked through all of my old messages and someone said that pre-85 >Nissan's (200SX?) had an in-line type, but the guy at the parts store >say's nope. Does anyone know of another doner vehicle or where else >to get one? All of the high pressure types in the Summit catalog are >$200+. 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Tom ------------------------------ From: TMatthe@xxx.com Date: Sat, 20 Sep 1997 21:51:28 -0400 (EDT) Subject: In Tank Fuel Pump Anyone know how much flow a Buick 3.8 L (non turbo) fuel pump is capable of? I was thinking of using this pump for a Chevy TPI project; lots of these on the j-yard, but not many TPI cars last long in the yard. Tom ------------------------------ From: "Curtis L. Martin" Date: Sat, 20 Sep 1997 22:51:05 -0400 Subject: Re: In Tank Fuel Pump > Anyone know how much flow a Buick 3.8 L (non turbo) fuel pump is capable of? > I was thinking of using this pump for a Chevy TPI project; lots of these on > the j-yard, but not many TPI cars last long in the yard. > Tom Tom.. You are good to go, It's the same fuel pump. If the car is running TPI or Rochester MPFI, then they use the same fuel pump. The only possible deviation would be the shape of the pick-up and plumbing, which might be unique to the fuel tank. (My 2.8L MPFI fuel pump is still in the car.. feeding a 5.7L TPI motor) Curt Martin (cmartin@xxx.com) Ormond Beach, FL http://www.america.com/~cmartin '87 5.7L TPI Camaro (Now chemically enhanced with Nitrous Oxide:) ------------------------------ From: clsnyde@xxx.net (Clare Snyder) Date: Sun, 21 Sep 1997 03:10:07 GMT Subject: Hall Effect Ignition / injection. Just wondering if anyone out there has a simple answer to this question. Not exactly EFI, but heading that way. If I want to use the hall effect pickup from a Chrysler 2.2 distributor to fire a simple ignition system how do I do it? I understand one of the three wires on the hall effect is ground, one is Vcc, and the other is a current sinking output. Does it sink current when the vane is in proximity to the sensor, or when it is not? What would it take to interface the hall effect switch to a HEI ignition module? Is there a cheaper, more readily available, and/or better module to use for this purpose. I want it small and light, and reliable. Will be firing single coil, waste fire system. TIA ------------------------------ From: aesanders@xxx.com Date: Sat, 20 Sep 1997 21:17:53 -0500 Subject: Holley Pro-Jection upgrade Hello all, Have been watching your site for a while now. I really enjoy it. Would like to join but not sure about getting so much mail.(Company box) Anyway I have been debating on what I would like to do with my Projection Model 502-2. They have a new Digital ECM upgrade but it still doesn't have the features that I would like. I would like to at least add a MAP to it to help keep it running more consistant with environment changes. I would like to use a MAF sensor if I could. With the Ram Air boxes that you can find in any hot rod mag I don't think the plumbing would be too difficult. I was thinking about GM ECM's. Would I also have to add a crank trigger? Just for backround I am a systems tech. with over 5yrs exp. with loop selection, setup and tuning for temp. control loops, air flow control and pressure control, just to name a few. But I am just starting to learn about EFI. Perhaps I will join your list when I get my setup at home going. Thanks!!! Alan Make it so anybody can work on it "Job well done" Make it so no one understands it but you "Job security" ------------------------------ From: Mark Nowakowsky Date: Sat, 20 Sep 1997 23:29:30 -0600 Subject: A short intro... Hi All, I will try this for a second time...this time to the right address... (: My name is Mark Nowakowsky and I'm a 34 year old with 3 girls between the ages of 6 & 10. I live in Edmonton Alberta Canada with my girlfriend Pixie and I have been a licenced automotive technition for 10 years with 12 years tune up, fuel injection, and electricle experience under my belt... (: A big belt...but getting smaller. I have read this listing for a few days and some of this stuff is above my head yet but I'm a quick learn. Cya Mark... (: http://www.connect.ab.ca/~mdnowak/index.html mdnowak@xxx.ca ------------------------------ From: garfield@xxx.com (Garfield) Date: Sun, 21 Sep 1997 07:51:04 GMT Subject: Re: A short intro... On Sat, 20 Sep 1997 23:29:30 -0600, Mark Nowakowsky wrote: >My name is Mark Nowakowsky and I'm a 34 year old with 3 girls between >the ages of 6 & 10. I live in Edmonton Alberta Canada with my girlfriend >Pixie and I have been a licenced automotive technition for 10 years with >12 years tune up, fuel injection, and electricle experience under my >belt...=20 Hey Mark. Yur my kinda guy. Cain't spell technician nor electrical, but you are one! Hee hee. Welcome, make yerseff at home. 8) Garfield ------------------------------ From: garfield@xxx.com (Garfield) Date: Sun, 21 Sep 1997 08:13:15 GMT Subject: Re: A short intro... On Sun, 21 Sep 1997 07:51:04 GMT, garfield@xxx.com (Garfield) wrote: >On Sat, 20 Sep 1997 23:29:30 -0600, Mark Nowakowsky > wrote: > >>My name is Mark Nowakowsky and I'm a 34 year old with 3 girls between >>the ages of 6 & 10. I live in Edmonton Alberta Canada with my = girlfriend >>Pixie and I have been a licenced automotive technition for 10 years = with >>12 years tune up, fuel injection, and electricle experience under my >>belt...=20 > >Hey Mark. > >Yur my kinda guy. Cain't spell technician nor electrical, but you are >one! Hee hee. > >Welcome, make yerseff at home. 8) > >Garfield Well, I SHOULDN'T have to do this, but OH Well. Sigh. In these days of the 90's, when everyone is s'posed to take themselves soooo seriously, I guess I should point out, in case Mark is *really* a newcomer, that the above was posted by Goofy Garfield, and is meant as a warm-hearted welcome, rather than some snide sarcastic snotty....well, you knowadamean. You'll find, Mark, that folks with their nose up in the air (or up in their you-know-where) are usually short-lived in this fine group. So bear with a wee tad of razzing, and really, welcome. Besides, anyone with a gal named Pixie has gotta have somethin on the ball, eh? 8) Garfield ------------------------------ End of DIY_EFI Digest V2 #329 ***************************** 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".