DIY_EFI Digest Tuesday, 6 October 1998 Volume 03 : Number 459 In this issue: Weber Marelli ECM RE: Tools/Need Fittings RE: 6502 chip Re: Weber Marelli ECM Single Board Computers PCM Number RE: Motorcycle EFI project Re: The other two I.C's in the Memcal 6965 Bins ?? Re: The other two I.C's in the Memcal Re: Tools/Need Fittings Re: 6502 chip RE: miss still happening Re: miss still happening Re: 6965 Bins ?? files on the ftp site?? ECM Connector Tools Re: ECM Connector Tools Min throttle plate opening & IAC Re: ECM Connector Tools Re: Min throttle plate opening & IAC Re: ECM Connector Tools Coil spark rate or rotary vs piston engine Re: miss still happening Re: Min throttle plate opening & IAC Re: 6502 chip, HC11 disasm RE: miss still happening Additonal injectors on '8625 Re: Additonal injectors on '8625 RE: miss still happening See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "Veen, Rob van" Date: Mon, 5 Oct 1998 11:52:06 +0200 Subject: Weber Marelli ECM Somebody can tell me where/how to find data of Weber Marelli ECM's (no, it's not for my Ferrari, I need it for my Moto Guzzi project) All kind of tips and/or hints would be welcome Greetings Rob ------------------------------ From: "Magee, Thomas C." Date: Mon, 5 Oct 1998 08:49:26 -0400 Subject: RE: Tools/Need Fittings I would also be interested in purchasing or renting one of these units. I believe they featured the 3M one on Shade Tree Mechanic. There may be a problem with getting the correct fittings. Along similar lines, I just bought a fuel pressure tester from JC Whitneys that supposedly is for Bosch K-jetronic CIS systems.. However, there is no adapter for the toyota fittings (5MGE) which uses the through bolt with hole and copper washer setup. I'd also like to use it one my Volvo but that uses a metric compression fitting that doesn't work either with any of the adapters provided. My question is, does anyone know a source of metric to larger metric compression fittings or metric to perhaps a barbed fitting that could be used with a piece of fuel hose and a clamp. Thanks, Tom Magee 85 Supra 212 Kmiles > ---------- > From: Martin Powlette[SMTP:marquise@xxx.lc] > Sent: Thursday, October 01, 1998 2:48 AM > To: diy_efi@xxx.com > Subject: Tools > > Its me again trying to get some advice & suggestions on EFI cleaning > tools. I have noted 3 diferent set-ups. They all claim to do domestic > and import models. CIS,TBI & MPI > A- OTC Master fuel injection kit # 7653 > B- 3M Fuel injection kit # MMM8840 > C- Mac # FIT606MS > Any of you guys familiar with these sets?? or any advice to give. > Anyone who comes across the Mac trucks often I am looking for some > prices, please drop me an email. Sorry about the non group content. > > Many thanks > Martin > ------------------------------ From: Terry_Sare@xxx.com Date: Mon, 5 Oct 1998 08:26:24 -0500 Subject: RE: 6502 chip Would you settle for 4 SHARCs on a board:-) sorry could resist. ts > -----Original Message----- > From: dave.williams@xxx.us] > Sent: Friday, October 02, 1998 9:44 PM > To: diy_efi@xxx.edu > Subject: Re: 6502 chip > > > -> Somebody tell him about bit slices. > > Sometimes I daydream of a matrix of TI GaS bitslice processors, > dynamically configurable as one 256-bit or multiple lesser processors, > with a hybrid architecture including a large, fast shared RAM for stack > and variables along with conventional data/instruction streams. Make > the microcode dynamically configurable to optimize the processor for > certain types of work on-the-fly. Some specialized minis do similar > stuff now, but it'd be easily done at a micro level with off-the-shelf > hardware if anyone wanted to. > > ==dave.williams@xxx.us====================================== > I've got a secret / I've been hiding / under my skin / | Who are you? > my heart is human / my blood is boiling / my brain IBM | who, who? > =================================== http://home1.gte.net/42/index.htm > > ------------------------------ From: "Bruce Plecan" Date: Mon, 5 Oct 1998 10:03:21 -0400 Subject: Re: Weber Marelli ECM - -----Original Message----- From: Veen, Rob van To: 'EFI 332 mailing (sendto)' Date: Monday, October 05, 1998 6:27 AM Subject: Weber Marelli ECM >Somebody can tell me where/how to find data of Weber Marelli ECM's >(no, it's not for my Ferrari, I need it for my Moto Guzzi project) > Magneti Marelli Sanford, NC Steve Eason Is all I know Cheers Bruce ------------------------------ From: Matthew Younkins Date: Sat, 07 Mar 1998 09:33:35 -0500 Subject: Single Board Computers I'm doing a project where I will need to control efi, among other things, in a lab. I was hoping there would be relatively inexpensive single board computers (to make my mechanical engineering life easier) that can do the job. Any recommendations? I was hoping for 24 or 36 I/O pins to control the various hardware, and I was also looking for an easy to program interface. The computer doesn't need to be very fast; but it does need to be faster than the Basic Stamps- basically fast enough to control closed-loop efi. Thanks in advance. *********************** Matthew Younkins may119@xxx.edu ------------------------------ From: "Bruce Plecan" Date: Mon, 5 Oct 1998 10:39:36 -0400 Subject: PCM Number Is the 16195699, shown as being used in the USA?. Is comparing PCB part numbers, and chip numbers the way to go on matching pcms from one country to another?. TIA Bruce ------------------------------ From: Jake Sternberg Date: Mon, 5 Oct 1998 09:53:37 -0500 (CDT) Subject: RE: Motorcycle EFI project Optional Fuel Pump Relay ------------------------ $40 the rest of the prices were just as scary.. but people buy it up! The folks with the high aspirations (no pun intended) for power have nowhere else to go for this stuff. I didn't see any manifold pictures, though. - -jake > Check out http://www.sdsefi.com/features/feature3.html > > This could give some ideas on the hardware side for those who are > metalwork challenged like myself. While this isn't as simple as using > carbs as throttle bodies, increasing the flow capacity is as simple as > fabricating larger runners and finding a bigger throttle body. Easier > than making your own throttle bodies. Seems to work OK too. > > Stuart Baly. > Datsun 1600, Datsun Bluebird, Yam TRX850, Yam RD350LC. ------------------------------ From: Steve Ravet Date: Mon, 05 Oct 1998 09:54:30 -0500 Subject: Re: The other two I.C's in the Memcal Bruce Plecan wrote: > > As explained to me, the 18 pin is the netres, which sets the > fueling via the redundant fuel device. For Limp Home Mode. > In limp home mode there is no ecm timing control. > The 14 pin is the ESC chip, weither a netres or not I don't know. > But, it sets the acoustic footprint that the ecm looks for in > appling ESC controls. I thought ESC was the little black box, about 2" x 2" x .25", that mounts inside the engine bay. It hooks to the knock detector on one end, and the ECM on the other.... - --steve - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ From: mdill@xxx.com (Mike Dillon) Date: Mon, 5 Oct 1998 10:17:16 -0500 Subject: 6965 Bins ?? Hello, I am looking for some bin files for the 6965 ECM. I have on from a 91 350 Caprice ex Cop car and am looking for some other bins in my quest to understand what is what in the PROM. Mike D. > From diy_efi-owner@xxx.edu Sat Oct 3 10:45 CDT 1998 > From: Shannen Durphey > > Steve Ravet wrote: > > > > A couple questions I had while doing some work on the WWW page: > > > > 1) mempak refers to the EPROM in GM ECMs, right? > > > > 2) calpak refers to some socketed thing with resistors in it that runs > > the car if the ECM dies, right? > > > > 3) On the codes for the bins, ie ANAL, is the four letter code unique > > among all ECMs? Or might I find an ANAL '747 in addition to an ANAL > > '6965? I want to know because I'm trying to organize the FTP site > > some. Can someone look up (or tell me how to look up) the applications > > for various broadcast codes? I'd like to have them listed also. > > > The letter code is usually unique. However, say in 1988, you could have > the ARX/0386 or the ARX/2628 with your 2.8L. I have ways of identifying > proms with the letters only, but the best way by far is > BCC(letters)+external id(numbers). > > Shannen > > Ok, so that's three questions, not two. > > > > --steve > > > > -- > > Steve Ravet > > steve.ravet@xxx.com > > Advanced Risc Machines, Inc. > > www.arm.com > ------------------------------ From: "Bruce Plecan" Date: Mon, 5 Oct 1998 11:57:01 -0400 Subject: Re: The other two I.C's in the Memcal - -----Original Message----- From: Steve Ravet To: diy_efi@xxx.edu> Date: Monday, October 05, 1998 11:34 AM Subject: Re: The other two I.C's in the Memcal >Bruce Plecan wrote: >> >> As explained to me, the 18 pin is the netres, which sets the >> fueling via the redundant fuel device. For Limp Home Mode. >> In limp home mode there is no ecm timing control. >> The 14 pin is the ESC chip, weither a netres or not I don't know. >> But, it sets the acoustic footprint that the ecm looks for in >> appling ESC controls. > >I thought ESC was the little black box, about 2" x 2" x .25", that >mounts inside the engine bay. It hooks to the knock detector on one >end, and the ECM on the other.... Those are used on the straight eprom ecms, ie C-3s. The P-4s use the memcals, and the ESC is in the memcal. Bruce > >--steve > > >-- >Steve Ravet >steve.ravet@xxx.com >Advanced Risc Machines, Inc. >www.arm.com > ------------------------------ From: Mike Chou Date: Mon, 05 Oct 1998 09:20:11 -0700 Subject: Re: Tools/Need Fittings > My question is, does anyone know a source of metric to larger metric > compression fittings or metric to perhaps a barbed fitting that could be > used with a piece of fuel hose and a clamp. > > Thanks, > > Tom Magee Well there was a fitting store here that I was going to check out. They had metric banjo bolts things.. (the part that gets smashed inbetween the washers) but I didn't get to check out the size of the barbed hose end.. I need some myself to run an additional fuel line as well as double stacking them with a dual bolt. I thought Earl's might carry these, but I'm not sure. I was supposed to get a freakin catalog but haven't gotten it yet and might go check these out.. Please let me know if you find anything. Oh yeah and the place that had these only had them in a catalog and would have to order them.. Anyways I'll stop by again sometime this week to get the specs.. Mike C ------------------------------ From: Orin Eman Date: Mon, 5 Oct 1998 10:15:52 -0700 (PDT) Subject: Re: 6502 chip > Would you settle for 4 SHARCs on a board:-) I just ordered a SHARC board. I'm going to use it for a knock sensor. (Way too much power really, but it kicks TI's butt in terms of the cheap eval board.) Orin. ------------------------------ From: Dan Zorde Date: Wed, 30 Sep 1998 19:00:57 +0800 Subject: RE: miss still happening I took the advice from the list and seperated the leads as much as possible, and although it haven't fixed the problem completely, it has definitely reduced the number of misfires I was getting on my 350 TPI. Now you just get an occational hickup when you drive along. Dan dzorde@xxx.au On Thursday, 01 October, 1998 12:31 AM, am018 [SMTP:am018@xxx.uk] wrote: > A couple of things I have come accross in the past that caused hard to > track down missfires. > Check the main feeds at the back of the alternator --- these sometimes > cause bad voltage spikes that cause missfires with electronic systems. > Also check the plug lead routing -- separate the leads as much as possible. > > ------------------------------ From: mrvette Date: Mon, 05 Oct 1998 13:34:25 -0400 Subject: Re: miss still happening I'd check to see that it isn't humidity/rain related, look at night under hood in total darkness....see if wires glow in corona effect if they do.....well change-em.......GENE Dan Zorde wrote: > > I took the advice from the list and seperated the leads as much as possible, > and although it haven't fixed the problem completely, it has definitely reduced > the number of misfires I was getting on my 350 TPI. Now you just get an > occational hickup when you drive along. > > Dan dzorde@xxx.au > > On Thursday, 01 October, 1998 12:31 AM, am018 [SMTP:am018@xxx.uk] > wrote: > > A couple of things I have come accross in the past that caused hard to > > track down missfires. > > Check the main feeds at the back of the alternator --- these sometimes > > cause bad voltage spikes that cause missfires with electronic systems. > > Also check the plug lead routing -- separate the leads as much as possible. > > > > - -- ____________ Fun under the sun in //~~~~~~~~~~~~\\ Jacksonville, Fl. :-))) //______________\\ /~~~---~ | | ~---~~~\ /| /______\____/______\ |\ (( | / | | \ | )) Mako 'Vettes | \============================/ | Shift better with |\ \\[ ] |mrvette| [ ]// /| Automatics | \/+========================+\/ | |~==============================~| |_____| |_____| - ------------------------------------------------------------------- ------------------------------ From: "Bruce Plecan" Date: Mon, 5 Oct 1998 13:53:21 -0400 Subject: Re: 6965 Bins ?? - -----Original Message----- From: Mike Dillon To: diy_efi@xxx.edu> Date: Monday, October 05, 1998 12:21 PM Subject: 6965 Bins ?? I don't know if GM ever got it right, but about 3 years ago when I was playing with the 6965, all I ever got were BCC BATJs. Also, ADS were the only folks offering a Hi Po chip, and using a 160dF Thermostat netted the same performance as their chip. > I am looking for some bin files for the 6965 ECM. I have on from > a 91 350 Caprice ex Cop car and am looking for some other bins >in my quest to understand what is what in the PROM. >Mike D. > ------------------------------ From: Steve Ravet Date: Mon, 05 Oct 1998 14:04:32 -0500 Subject: files on the ftp site?? I'm working on an index to the files in the incoming directory on the ftp site. I've got links to some of the more obvious things like bin files, but some of the files are pretty mysterious. Fortunately I can find a lot of them in the archive. You can see what's there so far from the "ftp site index" link on the main diy_efi page. I've you've ever uploaded a file to the ftp site, it'd save me some time if you could send me a description of it. In the future, if you upload a file please send a note to the list with a description and the name of the file. That way I can find the description in the archives by searching for the filename. I'd like to have both broadcast codes and applications for all the bin files on the ftp site. Some are listed by BCC and some by application. If you uploaded any of those, please send me a note with the BCC and application. thanks... - --steve - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ From: gervais@xxx.com (Joe Gervais) Date: Mon, 5 Oct 1998 12:33:22 -0700 Subject: ECM Connector Tools I've got a 93 LT1 with the stock harness stuffed in my 61 Vette, and have been having some intermittent starting problems that appear to be related to loose connections at the ECM. Wiggling the connectors clears the problem. I'm looking for sources for the connectors, crimpers, and pin removal tools so I can fix this problem once and for all. Any ideas on a source? Joe - -- _________________________________________________________________________ Joe Gervais gervais@xxx.com Product Manager (650) 933-7479 voice High Performance Networking (650) 964-0811 fax Silicon Graphics www.sgi.com 2011 North Shoreline Blvd, Mail Stop 08L-855, Mountain View, CA 94043-1389 ------------------------------ From: EFISYSTEMS@xxx.com Date: Mon, 5 Oct 1998 15:59:35 EDT Subject: Re: ECM Connector Tools All tools,terminals and connectors are available through a Delphi distributor....contact Delphi at 1 800 Packard for a catalog... - -Carl Summers ------------------------------ From: Jason Weir Date: Mon, 05 Oct 1998 16:43:11 -0400 Subject: Min throttle plate opening & IAC Ok, I have been nose deep in the 101 stuff, I started from the beginning and that be the idle.. Are my steps correct 1. set min throttle opening 2 set low rpm timing values 3. adjust VE table so IAC > 10 and O2 swings rich-lean-rich nicely and I have my min idle speed... Ok here is my question... My throttle body has the plug covering the adjustment screw so I had to leave the min opening as it was.. Bruce mentioned to use a piece of paper to set min throttle opening and then shoot for 10 or less IAC well my opening is nearly non existent, would not pass the paper test... Because the throttle plates are almost completely closed would that lead to a higher IAC, I cannot seen to get my IAC less than 20.. The lower I go with fuel the worse it runs... What does the collective wisdom think?... Thanks Jason - -- Jason Weir 88 Wrangler - 258 Chevy TBI Fayetteville, North Carolina http://home.att.net/~jweir/tbi/inject.htm --- TBI Installation Page mailto:jweir@xxx.net ------------------------------ From: Kevin Crain Date: Mon, 5 Oct 1998 17:15:26 -0400 (EDT) Subject: Re: ECM Connector Tools Pep Boys has a decent selection of GM electrical connector tools and crimp-on pins. - -Kevin Crain On Mon, 5 Oct 1998, Joe Gervais wrote: > I've got a 93 LT1 with the stock harness stuffed in my 61 Vette, and have been > having some intermittent starting problems that appear to be related to loose > connections at the ECM. Wiggling the connectors clears the problem. > > I'm looking for sources for the connectors, crimpers, and pin removal tools so > I can fix this problem once and for all. Any ideas on a source? > > Joe > > -- > _________________________________________________________________________ > Joe Gervais gervais@xxx.com > Product Manager (650) 933-7479 voice > High Performance Networking (650) 964-0811 fax > Silicon Graphics www.sgi.com > > 2011 North Shoreline Blvd, Mail Stop 08L-855, Mountain View, CA 94043-1389 > > ------------------------------ From: T Hergen Date: Mon, 5 Oct 1998 14:28:30 -0700 (PDT) Subject: Re: Min throttle plate opening & IAC If you haven't cleaned the throttle body yet, do that first. It definitely affected the IAC position on a car I had. Some of the sprays don't work that well -- it's best if you can see that it's clean. Hopefully, someone else can answer your real questions... On Mon, 5 Oct 1998, Jason Weir wrote: > Ok, > I have been nose deep in the 101 stuff, I started from the > beginning and that be the idle.. Are my steps correct > > 1. set min throttle opening > 2 set low rpm timing values > 3. adjust VE table so IAC > 10 and O2 swings rich-lean-rich nicely and I > have my min idle speed... > > Ok here is my question... My throttle body has the plug covering the > adjustment screw so I had to leave the min opening as it was.. Bruce > mentioned to use a piece of paper to set min throttle opening and then > shoot for 10 or less IAC well my opening is nearly non existent, would > not pass the paper test... Because the throttle plates are almost > completely closed would that lead to a higher IAC, I cannot seen to get > my IAC less than 20.. The lower I go with fuel the worse it runs... > What does the collective wisdom think?... Thanks Jason > > -- > Jason Weir > 88 Wrangler - 258 Chevy TBI > Fayetteville, North Carolina > http://home.att.net/~jweir/tbi/inject.htm --- TBI Installation Page > mailto:jweir@xxx.net > > ------------------------------ From: Steve Ravet Date: Mon, 05 Oct 1998 16:27:34 -0500 Subject: Re: ECM Connector Tools Joe Gervais wrote: > > I've got a 93 LT1 with the stock harness stuffed in my 61 Vette, and have been > having some intermittent starting problems that appear to be related to loose > connections at the ECM. Wiggling the connectors clears the problem. > > I'm looking for sources for the connectors, crimpers, and pin removal tools so > I can fix this problem once and for all. Any ideas on a source? As far as purchasing connectors and wires goes, this source was posted previously by Frank Parker: - ---------------------------- Having done motorsports electrics for years in both early Ford and later GM programs, I can highly reccommend Packard SXL wire, a 125 deg C cross linked version, MUCH better than anything other than Raychem which costs over 10 x as much. The wire plus other Packard products such as Packard brand Weatherpack crimping pliers, weather pack connector, metripack, and older 56 series straight blade connectors are available from a packard disb in MN called: Waytek Inc PO Box 690 Chanhassen, MN 55317-0690 800-328-2724 612-949-0765 Prices you will love. Examples: 3 cond, tower weatherpack $0.37 sorry Steve 3 cond, shroud " $0.24 18 ga SXL wire,125C about $35/ 1000ft (this is like prod wire) You can take this wire and hold a Bic lighter to it for 15 sec, and just wipe off soot-wire is fine WP 18 ga terminals $6.00/100 - ----------------------------- - --steve - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ From: Quinton McCombs Date: Mon, 5 Oct 1998 16:34:05 -0500 Subject: Coil spark rate or rotary vs piston engine First of all, let me appologize for starting another thread concerning how often a rotary engine fires.... I just instaled an aftermarket ignition system on my two rotor engine (13b). One of the installation steps was to configure the system for the number of cylinders. It needs this information because it will change its behavior above 3k RPMs. The only input that it has it the trigger to the coil. In order to decide how to set it, I decided that I needed to figure out how the Sparks/revolution (crank or eccentric shaft) compared between the two engines. the numbers that I came up with don't make sense and I am hoping that someone can tell me where my logic has failed me. I am under the assumption that in a piston engine, each cylinder will fire once for every two revolutions of the crank shaft. I am also under the assumption that in a rotary engine, the leading plug (and trailing short afterwards) will fire twice for every three revolutions of the eccentric shaft. Yet another assumtion is that both rotors fire at exactly the same time. I have come to this conclusion by the fact that I have one coild with two leads for the leading plugs. There is one trigger for the coil and no distributor. Given my assumptions, a coil on a piston engine (assuming one coil for all cylinders) will have spark / minute = RPM * Cylinders * 0.5 According to the formula above the table below shows the number of sparks per minute for 4, 6, and 8 cylinder engines. 4 cyl 6000 RPM 12000 SPM 6 cyl 6000 RPM 18000 SPM 8 cyl 6000 RPM 24000 SPM Given my assumptions for the rotary engine the table below should describe the saprks per minute for 1 and 2 rotor engines. 1 rotor 6000 RPM 4000 SPM 2 rotor 6000 RPM 8000 SPM Since one trigger pulse will fire both rotors, the aftermarket ignition system will only see 4000 pulses per minute at 6000 RPM. I think this is equiv to a 4 cyl piston engine running at 3000 RPM. Have I made a mistake in my calculations?????? - -Quinton mailto:quintonm@xxx.net ===8<===========End of original message text=========== - -Quinton mailto:quintonm@xxx.net ------------------------------ From: Richard Wakeling Date: Tue, 06 Oct 1998 08:21:31 +1100 Subject: Re: miss still happening Hi Dan, Your missing problem reminds me of a miss I had with an 88 corvette. Is your ignition coil sitting on top of the distributor cap. If it is check the rotor very carefully for burns or tracking. The one I had was tracking down through the cap and rotor causing it to miss. I was told later is was a common prob. Solution was repl rotor and cap if damaged and mount the ign coil away from the cap. Cheers Richard. Dan Zorde wrote: > > I took the advice from the list and seperated the leads as much as possible, > and although it haven't fixed the problem completely, it has definitely reduced > the number of misfires I was getting on my 350 TPI. Now you just get an > occational hickup when you drive along. > > Dan dzorde@xxx.au > > On Thursday, 01 October, 1998 12:31 AM, am018 [SMTP:am018@xxx.uk] > wrote: > > A couple of things I have come accross in the past that caused hard to > > track down missfires. > > Check the main feeds at the back of the alternator --- these sometimes > > cause bad voltage spikes that cause missfires with electronic systems. > > Also check the plug lead routing -- separate the leads as much as possible. > > > > ------------------------------ From: "Bruce Plecan" Date: Mon, 5 Oct 1998 20:33:59 -0400 Subject: Re: Min throttle plate opening & IAC - -----Original Message----- From: T Hergen To: DIY_EFI Date: Monday, October 05, 1998 5:55 PM Subject: Re: Min throttle plate opening & IAC While it's called Idle Air Contoller, that encompasses alot of terriotory. An idle speed too high or too low triggers a high IAC count. Mixture can also play a limited part in the picture. If the coolant temp is too high or too low you can have a high IAC count. TPS also falls into the mix. An electric drill, and sheetmetal screw can be used to defeat a IAC plug. Careful use of an ice pick with a hammer can work. And like I've always said your results may vary. Cheers Bruce >If you haven't cleaned the throttle body yet, do that first. It >definitely affected the IAC position on a car I had. Some of the >sprays don't work that well -- it's best if you can see that it's > clean. >Hopefully, someone else can answer your real questions... >On Mon, 5 Oct 1998, Jason Weir wrote: >> Ok, >> I have been nose deep in the 101 stuff, I started from the >> beginning and that be the idle.. Are my steps correct >> 1. set min throttle opening >> 2 set low rpm timing values >> 3. adjust VE table so IAC > 10 and O2 swings rich-lean-rich nicely and I >> have my min idle speed... >> Ok here is my question... My throttle body has the plug covering the >> adjustment screw so I had to leave the min opening as it was.. Bruce >> mentioned to use a piece of paper to set min throttle opening and then >> shoot for 10 or less IAC well my opening is nearly non existent, would >> not pass the paper test... Because the throttle plates are almost >> completely closed would that lead to a higher IAC, I cannot seen to get >> my IAC less than 20.. The lower I go with fuel the worse it runs... >> What does the collective wisdom think?... Thanks Jason >> Jason Weir >> 88 Wrangler - 258 Chevy TBI >> Fayetteville, North Carolina >> http://home.att.net/~jweir/tbi/inject.htm --- TBI Installation Page >> mailto:jweir@xxx.net ------------------------------ From: Kenneth Bailey Date: Mon, 05 Oct 1998 20:37:10 -0400 Subject: Re: 6502 chip, HC11 disasm I have a ECU with a CPU number of HD46508PA do you know or have a disassembler for this chip ??? Thanks Ken ------------------------------ From: Dan Zorde Date: Tue, 6 Oct 1998 12:03:23 +0800 Subject: RE: miss still happening Yep, large HEI dizzy with coil in the top. Already checked everything despite it all being almost brand new. So when it came down to it I tried shifting the leads as they were quite close to each other. It definitely reduced the problem, so I figured it may be worth trying a new set of bigger leads. Dan dzorde@xxx.au On Tuesday, 06 October, 1998 5:22 AM, Richard Wakeling [SMTP:kojab@xxx.au] wrote: > Hi Dan, > Your missing problem reminds me of a miss I had with an 88 corvette. Is > your ignition coil sitting on top of the distributor cap. > If it is check the rotor very carefully for burns or tracking. The one I > had was tracking down through the cap and rotor causing it to miss. I > was told later is was a common prob. Solution was repl rotor and cap if > damaged and mount the ign coil away from the cap. > Cheers Richard. > ------------------------------ From: "Mike Pitts" Date: Mon, 5 Oct 1998 23:44:54 -0400 Subject: Additonal injectors on '8625 Hi, Pretty sure of the response I'll get on this one (none), but I'll try anyway. :) On my turbo project truck, the stock PCM has two injector outputs. However, my truck only uses one of them. I have located the unused Injector "B" output on the PCM, and I'm pretty sure I can alter the PWM of this injector independently of Injector "A". All I want to know is if anyone has already done this? This is just too cool having an already built-in additional injector controller! This could solve any problem I might have with the stock CPI injector being too small to support a turbo. - -Mike ========================================== Mike Pitts Delray Beach, FL mpitts@xxx.net http://www.emi.net/~mpitts/mike.htm ========================================== ------------------------------ From: "Bruce Plecan" Date: Tue, 6 Oct 1998 00:38:58 -0400 Subject: Re: Additonal injectors on '8625 - -----Original Message----- From: Mike Pitts To: diy_efi@xxx.edu> Date: Tuesday, October 06, 1998 12:28 AM Subject: Additonal injectors on '8625 >Hi, >Pretty sure of the response I'll get on this one (none), but I'll >try anyway. :) >On my turbo project truck, the stock PCM has two injector >outputs. However, my truck only uses one of them. I have >located the unused Injector "B" output on the PCM, and I'm >pretty sure I can alter the PWM of this injector independently >of Injector "A". >All I want to know is if anyone has already done this? Ugh, how about the ZR1 Vettes with the Lotus heads?. Bruce >This is just too cool having an already built-in additional >injector controller! This could solve any problem I might >have with the stock CPI injector being too small to support >a turbo. > >-Mike >========================================== >Mike Pitts >Delray Beach, FL >mpitts@xxx.net >http://www.emi.net/~mpitts/mike.htm >========================================== ------------------------------ From: Carlo Putter Date: Tue, 6 Oct 1998 08:35:58 +0200 Subject: RE: miss still happening - ------ =_NextPart_000_01BDF104.587B9820 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Hi Another thing you can check is the type of sparc-plugs you are using. = Once I have tried the bosch super-4s on my astra, bad idea, it also had = a miss. When I replaced them with the original plugs, the miss was gone. Cheers Carlo "If it works, don't fix it" - -----Original Message----- From: mrvette [SMTP:mrvette@xxx.net] Sent: Monday, October 05, 1998 7:34 PM To: diy_efi@xxx.edu Subject: Re: miss still happening I'd check to see that it isn't humidity/rain related, look at night = under hood in total darkness....see if wires glow in corona effect if they = do.....well change-em.......GENE Dan Zorde wrote: >=20 > I took the advice from the list and seperated the leads as much as = possible, > and although it haven't fixed the problem completely, it has = definitely reduced > the number of misfires I was getting on my 350 TPI. Now you just get = an > occational hickup when you drive along. >=20 > Dan dzorde@xxx.au >=20 > On Thursday, 01 October, 1998 12:31 AM, am018 = [SMTP:am018@xxx.uk] > wrote: > > A couple of things I have come accross in the past that caused hard = to > > track down missfires. > > Check the main feeds at the back of the alternator --- these = sometimes > > cause bad voltage spikes that cause missfires with electronic = systems. > > Also check the plug lead routing -- separate the leads as much as = possible. > > > > - --=20 ____________ Fun under the sun in //~~~~~~~~~~~~\\ Jacksonville, Fl. :-))) //______________\\ /~~~---~ | | ~---~~~\ /| /______\____/______\ |\ (( | / | | \ | )) =20 Mako 'Vettes | = \=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D/ | =20 Shift better with |\ \\[ ] |mrvette| [ ]// /| Automatics | = \/+=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= +\/ | = 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