DIY_EFI Digest Monday, 6 July 1998 Volume 03 : Number 323 In this issue: Re: Holden Questions Re: Holden Questions Re: a/c r134-r12 (long) Re: a/c r134-r12 (long) Re: a/c r134-r12 (long) Re: Accel DFI Systems Delco_edit 101 Re: a/c r134-r12 (long) Re: Delco_edit 101 Re: Accel DFI Systems Turbo sizing Programming 808 Prom burning, and erasers Re: Turbo sizing Fw: Burners Erasers Late breaking news Re: 555 EFI again... Re: ZZ3 and TBI Fw: Turbo sizing Re: Turbo sizing Re: Fw: Turbo sizing Re: LPG EFI Re: More 555 Re: VIN 3 msg from TBK Re: 1227165 8192 baud Re: Delco_edit 101 Addon computers to the ECU. Re: Delco_edit 101 Fake TP output See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: Justin Albury Date: Sun, 05 Jul 1998 19:35:29 +1000 Subject: Re: Holden Questions TBK wrote: > > Is the 60 degree V6 2.8/3.1L used in Aus? > > Is the 90 degree 3.8L Buick used in Aus? > > Is the 90 degree 3.8/4.3L Chevy used in Aus? > > Try it that way Bruce.... > > TK Funny bloke eh!!!? In Australia we only used the 90 degree 3.8 V6 (Buick) Cheers Justin ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 08:08:37 -0400 Subject: Re: Holden Questions - -----Original Message----- From: Jim Davies Subject: Re: Holden Questions Mr Davies: You have a remarkable ability to really be less than helpful. Also, seemingly inaccurate. Again Cheers Bruce >On Sat, 4 Jul 1998, Bruce Plecan wrote: > >> Thank you Mr Davies >> I appreciate the time, and energy that went into that response. >> Cheers >> Bruce >> >> From: Jim Davies >> Subject: Re: Holden Questions >> >> >> > >> > >> >On Sat, 4 Jul 1998, Bruce Plecan wrote: >> > >> >> the v-6 based on the Buick?, Is there a v6 that looks like a Small >> >> Block Chevy but only 6 cylinders?. >> >> >> >Yes >> > >> > > >thanks > > > ------------------------------ From: John Zarli Date: Sun, 05 Jul 1998 09:43:27 -0400 Subject: Re: a/c r134-r12 (long) Shannen, One of the by-products of the zz3/tbi swap was having to redo the AC system to R134. New comp, new accum. new filter/valve. This Astro has a dual AC. I'm only getting marginal performance & the condenser seems to throw off major amounts of heat....any idea what may be wrong? I've seen mention of having to add a second condenser.......would it go in series with the existing?? ------------------------------ From: Shannen Durphey Date: Sun, 05 Jul 1998 08:13:01 -0600 Subject: Re: a/c r134-r12 (long) Mike Morrin wrote: > At 10:39 4/07/98 -0600, shannen wrote: > > > >I start with 80%of the original refrigerant charge, and use outlet > temperature > >and clutch cycling frequency to adjust the final charge up or down from > there. > > > Can you elaborate on this a little? > > TIA > > Mike 80% charge is not fixed, it's only a starting point. I've had to remove refrigerant to get the best performance in some systems. Also, if I'm doing a retrofit on a cool day, I use the frequency of the compressor clutch cycling as a guide. (the clutch will cycle on a cool day, even when set to "max"} Too rapid cycling can burn out the clutch. Coldest duct outlet temps and least clutch cycling (if it is) is the goal. Shannen ------------------------------ From: Shannen Durphey Date: Sun, 05 Jul 1998 08:34:46 -0600 Subject: Re: a/c r134-r12 (long) John Zarli wrote: > Shannen, > One of the by-products of the zz3/tbi swap was having to redo the AC system to > R134. New comp, new accum. new filter/valve. This Astro has a dual AC. I'm only > getting marginal performance & the condenser seems to throw off major amounts of > heat....any idea what may be wrong? I've seen mention of having to add a second > condenser.......would it go in series with the existing?? What kind of pressures are you seeing? What are the outlet temps? Are there any points where frost builds up on the lines? If you've added an inline filter, did you end up with two orifice tubes? Does performance seem better when the vehicle is moving? How about if the rear unit is disconnected? Lotsa stuff to guess at here. I've never had to install a second condenser. I would _guess_ your condensers would go in parallel. However, since there are R-134 systems in dual a/c astrovans from the factory, I would look there first to find my parts. Probably should take this off list. Not quite EFI related. Shannen ------------------------------ From: Daniel Ciobota Date: Sun, 05 Jul 1998 09:57:13 -0500 Subject: Re: Accel DFI Systems The July issue of Muscle Mustangs and Fast Fords has an article on the accel dfi system. Admitedly, it is geared a bit towards the 5.0 crowd, but the info should be useful to all others, expecially the gm folks. The good news for them is that the accel system was designed to work with gm sensors from the start, so they have less of a hassle installing one in their cars. Above all, keep in mind there are two systems accel sells, batch fire and sequential fire. The sequential system (similar to the factory sefi) is the more expensive. Daniel Lee Hamrick wrote: > Are the Accel systems any good?? I see them in use all the time and > can't seem to find too much info on them on the net. If anyone could > give me some imput on them that would be great! Thanks! > > Lee Hamrick ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 11:31:43 -0400 Subject: Delco_edit 101 OK, if you're doing a one of a kind prom, or what to edit one, and there is no editing material for it that you can find, the Delco edit is a must. IMHO, the easiest way is to get your prom dissasseblied, or find one. For this exercise I'm using the asbx.bin (asbx9285.bin) it can be found at 332incoming as a bin file. Then there is a diss of it at Ludis's site. Get both of those, and print out the diss.. Now get delco_edit.exe, and gnuplot.exe. Put them in the same folder. (They are both at 332 incoming). In DOS, get to delco_edit. Then enter something like delco_edit.exe asbx.bin new.bin (if you have asbx9285.bin, use that) If you look at the dis., you'll notice a table starting at 0044, it's 11 columns, by 12 rows. Most any time your running the "edit" hitting ? enter, will give you a screen of options. So type, a enter It will ask for a beginning address, type 0044 enter. Then it will show a table type, c enter It will next ask for columns type 11 enter again new table type, r enter It will ask you for rows type 12 typing x will toggle displays from hex to dec.. type f and it will ask for factor, type .352 enter you now have the spark table in plain english in front of you.. At this time type g enter, it will say graphic display, type g enter again, and you have a 3d chart. This is from memory since I can't have both running at the same time, but should help. No, I'm still learning it. If your like me, it will take hours of fiddling to get it in your head right, don't get frustrated, it's worth figuring out. Cheers Bruce ------------------------------ From: Scott Schaaf Date: Sun, 05 Jul 1998 12:30:30 -0400 Subject: Re: a/c r134-r12 (long) shannen wrote: > > I've been doing R-12- R-134 retrofits for three summers. Never had Thank You VERY much.... I got out of refrigeration just as 134 was coming in.... ALways nice to have a recap... Scott... ------------------------------ From: Scott Schaaf Date: Sun, 05 Jul 1998 12:37:57 -0400 Subject: Re: Delco_edit 101 Bruce Plecan wrote: > > OK, if you're doing a one of a kind prom, or what to edit one, and > there is no editing material for it that you can find, the Delco edit > is a must. IMHO, the easiest way is to get your prom dissasseblied, > or find one. > > This is from memory since I can't have both running at the same time, > but should help. No, I'm still learning it. If your like me, it will > take > hours of fiddling to get it in your head right, don't get frustrated, it's > worth figuring out. > > Cheers > Bruce PLEASE, keep us advised,,,, in case you learn something I miss on delco_edit..... I'm heading over to pick up a copy NOW !!!! Thanks, AGAIN!!! Scott... ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 12:46:48 -0400 Subject: Re: Accel DFI Systems - -----Original Message----- From: Daniel Ciobota Subject: Re: Accel DFI Systems Personally I find most magazine info. no better than a news bullentin. They get free demos to evaluate, and then sell the results in the magazines. So they wind up with as few guys as they can get away with paying as little as possible to write about products, that they want to continue to get free stuff from. Sound like the info might be tainted?. IMHO, spending these amounts of money, is kinda throwing money away. If you want to tune a EFI, get a gm box, some TTS software, a burner/eraser and have at it. Want on the fly, get the Kal Maker for the gm box. Break a gm box, and go to a junk yard, and get a replacement. Just talked to a guy that "smoked" a Holley Box, replacement $441 Talked to a guy some weeks ago junkyard had a sale all you can carry (ecms included) $20. Gee quess what sounds best to me. GM hates to "eat" warranty repairs, and the EPA says things should last 50K miles. Gee, guess who is going to build a very durable ecm. While Accel is rather large, they don't weight in like GMC. IHMO, FWIW, . Cheers Bruce Prozac reserves are low since the CSH Staff found out this weekends NASCAR race is being postphoned >The July issue of Muscle Mustangs and Fast Fords has an article on the >accel dfi system. Admitedly, it is geared a bit towards the 5.0 crowd, >but the info should be useful to all others, expecially the gm folks. >The good news for them is that the accel system was designed to work >with gm sensors from the start, so they have less of a hassle installing >one in their cars. Above all, keep in mind there are two systems accel >sells, batch fire and sequential fire. The sequential system (similar >to the factory sefi) is the more expensive. > >Daniel > > >Lee Hamrick wrote: > >> Are the Accel systems any good?? I see them in use all the time and >> can't seem to find too much info on them on the net. If anyone could >> give me some imput on them that would be great! Thanks! >> >> Lee Hamrick > > > > ------------------------------ From: Shannen Durphey Date: Sun, 05 Jul 1998 10:28:42 -0600 Subject: Turbo sizing Got some questions about turbos. 1 How are turbos sized? CFM? Desired HP output of the engine? 2 Can anyone direct me to a web page or other resource which will help me pick correct turbo sizes? 3 Anyone with efi to efi turbo conversion experience willing to share what it took? TIA Shannen ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 13:06:22 -0400 Subject: Programming 808 If this is the first programming 808 posting that you've read please refer to the archives, and search this topic. Also, 101, and tune-up. For educational purposes, for understanding engine management strategies. While null at 010A is a table that is 15x11 and would apply to egr advance. At 01AF begins a series of 4 entries for ESC Attack Rates At 01B3 begins a series of 4 entries for ESC Decay Rates >From 01E1-020B is the parameters for the Malfunction Flags 020C is the off temp for fan 1 020D is the on temp for fan 1 020E is the off KPH for fan 1 020F is the off for fan 2 0210 is the on for fan 2 0211 is the off for fan 2 KPH By fans, I mean radiator fans, and KPH is Kilometers per Hr. On the on off temps they are C, so like fan one would turn on at 107C, and off at 101C. Then fan two on at 107, and off at 103. Then at say 60 KPH turn then off. Again your car will vary. If you find any errors in this please e-mail me. nacelp@xxx.net Cheers Bruce ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 13:20:38 -0400 Subject: Prom burning, and erasers Boy the field got real small on this real quick. Burners that people have, used, and like Needham's EMP or PB 10 $130-220 Xeltek has one for like $150 Dataman S4 795, but is ver versa tile Modular Circuit MEP4A for $115 Erasers the Datarase II with timer wins. Also, shop around. Like in alot of products the manufacturer doesn't discount to avoid upsetting distributors. So a wholesale/mail order company might save some money. Cheers Bruce ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 13:24:02 -0400 Subject: Re: Turbo sizing - -----Original Message----- From: Shannen Durphey Subject: Turbo sizing >Got some questions about turbos. First get Turbocharging by Hugh Mac Innes. Second get Max Boost by Corky Bell. Third, reread the above titles several times Cheers Bruce > >1 How are turbos sized? CFM? Desired HP output of the engine? >2 Can anyone direct me to a web page or other resource which will >help me pick correct turbo sizes? >3 Anyone with efi to efi turbo conversion experience willing to >share what it took? > >TIA >Shannen > > ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 13:29:09 -0400 Subject: Fw: Burners Erasers Late breaking news I use the Intronics Pocket Programmer. http://www.intronics.com/ >It was cheap, about 130 dollars. It uses the PC printer port, so it >can connect to about anything PC compatible. > >It is a DOS based tool, so it is perfect for those old 286 laptops you >have nothing to do with. As DIACOM is also a DOS based scan tool, they >go together well on an old DOS based PC. > >Some might not like the old DOS command line stuff, with it's very >basic menu, and ASCII only based screen. But once you get used to it, >you can do things pretty fast. > >It has a checksum feature for PROM data, so just start a file >with the non-checksummed area all zeros, and it has your checksum as >soon as you load the file you want to work with. Put that number in the >checksum field, and you can program your new PROM with checksum active. > >After you get tired of burning PROMs, the Intronics folks also have a >ROM emulator that plugs into the Pocket Programmer. This is about >another 90 dollars. Wish I had more old laptops to support these >DOS based things.... :-) > >I have a Datarase eraser. ------------------------------ From: Walter Petermann Date: Sun, 05 Jul 1998 13:03:54 -0500 Subject: Re: 555 EFI again... Matt Beaubien wrote: > > Hi all, > > I did some checking in the archives re:EFI_555 but was unable to find any > actual circuits. A few people mentioned that they had built systems based > around the 555 but their descriptions left this non-EE a little bit lost. > > Would anyone be willing to spend a few minutes ( try hours... :) ) > and (re)produce some viable > circuits? MAP or MAF based is fine, although MAP may work a bit better for > my application. Matt, I'm finished with the circuit and am working on the power supply. Do you(or anyone else) know approximately how much current the MAP sensor uses? It would also be nice to know the source resistance of the MAP output voltage. My circuit has an input resistance of 330K. Also, thanks to TK for his info. Walter ------------------------------ From: "Gary Derian" Date: Sun, 5 Jul 1998 11:58:23 -0400 Subject: Re: ZZ3 and TBI According to Lingemfelter, the pushrod guideplates in factory aluminum heads only hold the pushrods during factory assembly. Their slots are wide and the plates are not hardened. Also he is very clear in his opinion that roller tips don't roll anyway so either use stock rockers or those with roller fulcrums but not roller tips. Factory rockers now have roller fulcrums to reduce friction and oil requirements. Gary Derian >John Zarli wrote: > >> I am using Crane narrow body "gold race" rockers. Note that while all <1988 >> heads may use a stamped version of a self aligning rocker arm, not all late >> model heads really require them. My cast iron truck heads have a slot in the >> cast iron, as opposed to a large hole. I DO need the narrow body center bolt >> valve covers). For some reason Northern Auto Parts carries these at a lot less >> ($240 vs $300) than the self aligning type & if you moved up to a performance >> head that used guide plates you still have the right type of rocker arm. > >Limiting factor with "slot" style heads is pushrod "excursion" - This >means that >the pushrod moves back & forth in the slot as it goes up & down. >Excursion is a >function of cam base circle, cam lift, pushrod length, rocker ratio, and >the actual rocker dimensions. If your particular combination of parts >does not produce >interference between pushrod & slot then I know of no reason to use >guide plates. >(Please enlighten me if you know different). I have had good results >with simply >elongating the factory slot to accomodate the parts used. > >Jack. > >BTW, Comp Cams stamped rollers are money well spent for stock and >close-to stock >apps. Reduces guide wear to zip. No financial interest in same. ------------------------------ From: "Bruce Plecan" Date: Sun, 5 Jul 1998 14:34:29 -0400 Subject: Fw: Turbo sizing - -----Original Message----- From: Shannen Durphey Subject: Turbo sizing >1 How are turbos sized? CFM? Desired HP output of the engine? >2 Can anyone direct me to a web page or other resource which will >help me pick correct turbo sizes? Allied Signal-Garrett have sites. >3 Anyone with efi to efi turbo conversion experience willing to >share what it took? Did a EFI Fiat X1/9 once, was spectacular. Was back in like 80/81. Blew lots of head gaskets getting it right. Used a Bosch ecm, and wasn't very friendly. Mind sharing what you're tinking about. First consideration is basic engine design. 4 head bolts around combustion chamber, not too much fun, 5 better, 6 best. My pals 436 IH has 6, and we run 60 PSI of boost on it (diesel). The electronics for making it trick if bought retail, get expensive. > >TIA >Shannen > Bruce ------------------------------ From: JE Messler Date: Sun, 05 Jul 1998 12:17:49 -0700 Subject: Re: Turbo sizing Shannen, Try: http://www.bramall-turbo.com/intro.htm They may be able to help. We've asked Bramall a number of questions and are waiting for their reply. We're in the process of creating a twin turbo Fel Pro system for a Nothstar engine. Jim Messler http://www.streetrodframes.com Shannen Durphey wrote: > Got some questions about turbos. > > 1 How are turbos sized? CFM? Desired HP output of the engine? > 2 Can anyone direct me to a web page or other resource which will > help me pick correct turbo sizes? > 3 Anyone with efi to efi turbo conversion experience willing to > share what it took? > > TIA > Shannen ------------------------------ From: Shannen Durphey Date: Sun, 05 Jul 1998 13:14:39 -0600 Subject: Re: Fw: Turbo sizing Bruce Plecan wrote: > -----Original Message----- > From: Shannen Durphey > Subject: Turbo sizing > > >1 How are turbos sized? CFM? Desired HP output of the engine? > >2 Can anyone direct me to a web page or other resource which will > >help me pick correct turbo sizes? > > Allied Signal-Garrett have sites. > Thanks. > >3 Anyone with efi to efi turbo conversion experience willing to > >share what it took? > > Did a EFI Fiat X1/9 once, was spectacular. Was back in like 80/81. > Blew lots of head gaskets getting it right. Used a Bosch ecm, and > wasn't very friendly. > Mind sharing what you're tinking about. 93 Cavalier, 2.2, manual trans and no A/C. Damn reliable and ok power but thinking I'd like a little more without big rework. Also don't have 2.8 or 3.1 handy but can get some factory turbos for nuttin. I'll definitely live with *slight* performance gains as this car must remain damn reliable. Shannen ------------------------------ From: Matthew Harding Date: Mon, 06 Jul 1998 08:27:43 +1000 Subject: Re: LPG EFI At 01:34 2/07/98 +1000, you wrote: >I just picked up a copy of > >High Tech Performance No 2(Aust Mag) > >It carries an article on the LPG EFI system that >I mentioned was on the web a few weeks ago. > >Mainly for the aussie guys interested i guess. > >wayne yeh, that was the mag i was trying to think of :) Matthew Harding - --------------- reply to any of these.... mharding@xxx.au bernie@xxx.au bernie@xxx.au ------------------------------ From: goflo@xxx.net Date: Tue, 07 Jul 1998 16:14:00 -0700 Subject: Re: More 555 Ron Tyler wrote: > Car battery. > > I have a UEI DMM with freq/duty/PW capability. The last measurment > I took showed 535hz @xxx. > except that I have substituted a .01 uf for the 470 pf cap. Have'nt seen the schematic so don't know what it'll do, but consider that a 4-cycle engine turning 6000 rpm requires an injector pulse every 20 milliseconds (for sequential injection). 6000rpm / 2 (4-cycle) = 3000 cycles per minute 3000 cpm / 60 sec = 50 In other words the individual injector's pulse rate is 50 Hz at 6000 rpm. Easy to mix up apples & oranges thinking about this stuff. Jack ------------------------------ From: "Lynn R. Erickson" Date: Sun, 05 Jul 1998 18:16:30 -0600 Subject: Re: VIN 3 msg from TBK Terry: TBK wrote: > > I'm glad you picked up a few things in that exchange. Troubleshooting over > the internet is difficult though. > > Some clarifications: > > 1. 10" of vacuum at idle is too low. I had a VIN 3 and 15 and above it more > like it. I replaced it with a VIN 1 3800 SC. Picked up to 12+" with the new ECM. Since I'm at 4500', this may be reasonable. Incidentally, since hooking up to the tranny vacuum is a large PITA, I tried the EGR vacuum. Worked fine. The EGR vacuum is not ported. > 2. I've never seen a IAT heated by the ECM. If the readings are correct when > you put it into free air, then the readings are correct. 180 degree air from > the radiator and the wrap around exhaust sitting there will heat the air > cleaner and intake hose. Normal. I've been through this. My thought too, except that every ECM mode _except_ ALDL reported 82-86 F, which was ballpark correct for ambient. Your e-mail inspired me to break out the heat gun. It appears, at least short term, that only ALDL mode reports the actual IAT sensor reading! Curious. > 3. Yep, the ECM will hold some things fixed when communicating, idle fixed > at 1000, etc. It depends on the ECM. The newer P4's don't do this. What's interesting is that the scanner has no "normal" mode. > 4. Since the ECM was replaced, it will take a little time for it to learn. > Don't be surprised if the problem doesn't come back. Not to be negative. The > flicker CE lamp leans me towards the ECM or power loss to the ECM. Default > settings from power loss can be both good and bad. Idle is usually shakey > for awhile, but higher RPM may run better. But once it starts learning, and > the problem was not the ECM, it could come back. > > Well, glad you made some progress! > > Terry Cross my fingers. My wife's reaction on her test drive was "I can hardly tell it's running". I get so fussily involved that I can't tell the difference. Hope she's right. She's taking it on a 750 mile run to California tomorrow. Thanks for the help. I trust you don't mind me posting this to the list also. Lynn PS: If you know anybody who's looking for a good real time firmware programmer (me) who's also a registered ME, have them take a look at my web site: http://www.xmission.com/~lre Sorry. Can't resist a plug. /*********************************************************/ I may be stupid, but I ain't _that_ dumb. lre@xxx.com/~lre /*********************************************************/ ------------------------------ From: xxalexx@xxx.com Date: Sun, 5 Jul 1998 07:31:16 +0000 Subject: Re: 1227165 8192 baud > Date: Sat, 04 Jul 1998 06:13:25 +1000 > From: Justin Albury > To: diy_efi@xxx.edu > Subject: Re: 1227165 8192 baud > Reply-to: diy_efi@xxx.edu > Bruce Plecan wrote: > > > > As I recall the 165 come has been both a 160, and 8192 ALDL. > > Can someone give me an application of each, please. > > > > Cheers > > Bruce > > Hi Bruce > > 165/808 aldl data baud rates.....ok the VN & VP commodore ran at 160 > baud using a aldl connector but the VR commodore (in a manual only as > the auto was the first of the PCM) still using the 808 but it has a > OBD-II connector and rens at 88192 ......Ill mail some vr files to your > address > I have some OBD2 data collected on a US 97 vortech at 10.4Kb Does your OBD2 conector have a pin 7 ? alex ------------------------------ From: MPoore10@xxx.com Date: Sun, 5 Jul 1998 23:55:23 EDT Subject: Re: Delco_edit 101 Bruce, I have an 85 Corvette that I want to fool with the programming to maximize the modifications I have made. Will Delco_edit allow me to do this assuming I have the equipment required to burn a new prom? If so, can you tell me where to find it. I read a recent post of yours and read about the program, but I didn't understand where to find it. Please tell me if there is ofter programs that might be of use in my endeavor. Thanks, Mike ------------------------------ From: "Jake Lindeke" Date: Sun, 5 Jul 1998 00:54:56 -0400 Subject: Addon computers to the ECU. i am working on a computer that will be able to modify the signals to and from my ECU in my supra i am planning on using a custom PC built into a large Car Stereo amp. Case, 5" LCD display, Custom PCI Expansion Board and cable to connect between the wire harness and ECU, Software by me, and BeOS as the operating system, is there anyone that has tried something like this? if so could they share notes with me? thanks. - --Jake Lindeke - --SOGI South-East Chapter Coordinator - --http://sesogi.bsfh.org ------------------------------ From: "TBK" Date: Sun, 5 Jul 1998 23:11:40 -0700 Subject: Re: Delco_edit 101 Email me privately Terry - -----Original Message----- From: MPoore10@xxx.com> To: diy_efi@xxx.edu> Date: Sunday, July 05, 1998 9:14 PM Subject: Re: Delco_edit 101 >Bruce, > >I have an 85 Corvette that I want to fool with the programming to maximize the >modifications I have made. Will Delco_edit allow me to do this assuming I have >the equipment required to burn a new prom? If so, can you tell me where to >find it. I read a recent post of yours and read about the program, but I >didn't understand where to find it. Please tell me if there is ofter programs >that might be of use in my endeavor. > >Thanks, >Mike > ------------------------------ From: Wayne.MacDonald@xxx.au Date: Mon, 6 Jul 1998 17:22:26 +1000 Subject: Fake TP output I am looking for a simple way to adjust the range of my throttle position sensors input to the computer, The current range is 450mv-4.0V. What I want to deliver to the computer is 450mv-4.65V as with the current output the computer thinks full throttle is 85% throttle and as the system has no EGO sensor to provide feedback the fuel map is out of whack, Any suggestions on the best way to fix this problem. Thanks. Wayne. ------------------------------ End of DIY_EFI Digest V3 #323 ***************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. 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