DIY_EFI Digest Monday, 4 January 1999 Volume 04 : Number 007 In this issue: Re[2]: Drive by wire and the wish to survive the experience. Re: Injector Duty Monitor SV: fuel pumps schematic program Re: Voltage regulator Re: Voltage regulator Re: Water Injection Thread RE: Water Injection Thread Re: Water Injection Thread Re: Injector Duty Monitor Re: Voltage regulator Re: oops... (was Re: Nology) Water vs Intercooler more on schematic program Re: Water Injection Thread Re: Water Injection Thread Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) Re: fuel pumps Re: Water Injection Thread Re: SV: oops... (was Re: Nology) RE: SV: oops... (was Re: Nology) Was Water Injection , now header impact on turbos SV: oops... (was Re: Nology) Re: Injector Duty Monitor RE: corvairs????? See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: dhigh@xxx.com (David-HMSE Higham) Date: Mon, 4 Jan 1999 09:51:51 +0000 Subject: Re[2]: Drive by wire and the wish to survive the experience. Some general points/ideas. Sensor diagnostics - Generally sensor failures are detected either hi and lo range, when out of range a fail count is started. When this count equals a defined limit then a sensor hard fault is set, and a default value is substituted. If the sensor value goes back into range then a recovery count is started, when this equals a limit then the sensor has recovered, the hard fault is cleared and sensor value is used again. Other features are usually incorporated such as limiting the number of hard faults per mission and storing faults to E2PROM etc. DBW safety - The 5v to wiper seems like a good idea, I will give that a try! On a DBW (Drive By Wire), the ECU would have calc'd the demanded throttle position. If the TPS is deemed failed, then I assume the ECU would enter some limp home mode (reduced power etc), and as stated below, would uses MAF and RPM to estimate TPS for continued safety checking. Just to confirm DBW uses a Driver demand signal from the pedal, uses this to calc throttle position set via a stepper motor, with TPS used as feedback. (No throttle cable present.)?????? Sensor Sampling - Somebody inquired general sensor sampling rates. The sensors can be slip into fast and slow sampling (posibly medium also.) Coolant temp for example would be a slow sample >100ms where as MAF and MAP would be much faster <10ms (could be speed dependant). It generally depands on the control loop within which these sensors are used. Any comments? Cheers, Dave ______________________________ Reply Separator _________________________________ Subject: Re: Drive by wire and the wish to survice the experience. Author: "David A. Cooley" at Internet-hel Date: 31/12/98 15:48 At 03:36 PM 12/31/98 -0500, you wrote: >It would kill both sides, but your control circuit would know >*immediately* that there was a failure. Any setup, with any >number of levels of redundancy, can *still* fail. The key point >then is that you be able to *know* it's failed. An ordinary TPS >setup gives you no such luxury; this slight change does, with >almost no extra hardware. There's nothing to stop you from running >dual (triple, quad, etc) TPSs as well, depending how much >redundancy you need, as opposed to failsafe, which is what I said >this trick does. (Though personally I'd consider an LVDT on the >throttle cable as backup instead, in my experience they're more >reliable.) Actually, the TPS does have a way of knowing there is a failure... In the cal, they program max hi and min low voltages that are valid... If the TPS input falls outside this range, it disables TPS, and estimates TPS from MAF or MAT and RPM etc. Later, Dave =========================================================== David Cooley N5XMT Internet: N5XMT@xxx.net Packet: N5XMT@xxx. Member #7068 I am Pentium of Borg...division is futile...you will be approximated. =========================================================== ------------------------------ From: "Georg Lerm" Date: Mon, 4 Jan 1999 12:20:52 GMT-2 Subject: Re: Injector Duty Monitor Hi I have some time ago posted a file to the ftp site in the incoming directory.The name of the file is pwmeter.zip It measures the on time of the injector in milliseconds to 0.1 ms resolution if I remember correctly.Resolution could be increased. If somebody is willing to give me some idea or specification or an example of what needs to be measured, I could change the code to do this. Is this referenced to rpm or is it just the on versus off time of the injector. Regards Georg Georg Lerm Chief Technician Clinical Engineering Red Cross Hospital Cape Town South Africa Tel. +27 21 658-5120 Fax. +27 21 658-5120 ------------------------------ From: "Roland Johansson" Date: Mon, 4 Jan 1999 10:34:34 +0100 Subject: SV: fuel pumps The european Audis use both an intank pump to feed and a high pressure pump outside the tank. Might have been changed for later cars. Roland Johansson Scirocco 1,6l TIC -82 > > BMW, Ford (some), and VW/Audi all use external high pressure pumps. I am > > using one from a VW on my TPI Trans Am with no starvation problems. YMMV > > Only some Audi. The 5000/200 series use an in-tank pump (it _can_ > be R&R'd from the trunk tho'). > > Orin. ------------------------------ From: Jan Wännman Date: Mon, 04 Jan 1999 12:19:25 -0800 Subject: schematic program Hi ! I´m looking for a good and cheap scematic program, I have noticed in some of uploaded files that there are a lot differet schematic programs ourund, so what do you suggest ?? Anything running under Linux maybe? / Janne - -- - ----------------------------------------- Janne Wännman http://www.navigate.se/~janne/janne.htm _________________________________________ ------------------------------ From: Wen Yen Chan Date: Mon, 4 Jan 1999 08:42:52 -0500 Subject: Re: Voltage regulator Hello, In most of the DC motor drive circuits I've played with the only filtering between the controller and the motor was there to cut down the RFI. Generally the inductance of the motor coils and the inertia of the rotor is enough to smooth out the pulsations. Due to the coil inductance and the freewheeling diodes the current through the motor is fairly constant (at a given setting) even though the input voltage may be turning on and off. The average current through the motor's coils is roughly (the average input voltage - the back EMF)/(DC coil resistance). The magnitude of the ripple (pk-pk) is roughly ((Peak input voltage)-(back EMF)-(average current)*(DC coil resistance))/(2*(switching freq)*inductance). The back EMF is proportional to speed and motor flux. On Sun, 3 Jan 1999, Tom Parker wrote: > Greg Hermann wrote: > > >>At 01:55 PM 1/2/99 -0500, you wrote: > >> > >>> > >>>Hence, the proper answer of PWM. > >> > >>Exactly! > >>The pump still sees full voltage, it just has it for a limited time! > > >C'mon--the PWM switch LOWERS the AVERAGE voltage by switching teh FULL > >voltage on and off rapidly. As I said, you want good smoothing of the > >output, cuz the rapid pulsing IS what will dissassemble the windings! > > Won't the smoothing system turn it into a lower constant voltage? If you have > enough capacatance across it, it will just average out the pulses. > > Or do you mean not this much smoothing, but enough to take the sharp edges of > the transitions between on and off? > > > -- > Tom Parker - tparker@xxx.nz > - http://www.geocities.com/MotorCity/Track/8381/ > > ------------------------------ From: Wen Yen Chan Date: Mon, 4 Jan 1999 08:46:26 -0500 Subject: Re: Voltage regulator Hello, Jacobs electronics manufactures a product called the AccuVolt. I think they have a model rated @xxx. The device is a regulated switching p.s. On Thu, 31 Dec 1998, Barry Tisdale wrote: > Any electronics gurus out there familiar w/ voltage boosters / regulators? There's a manufacturer out there specializing in aftermarket parts for turbo cars that sells an adjustable voltage regulator that will supply 12-16v (@xxx. > > Any idea what circuitry is involved? The price of this gadget is $250 or so, which probably means you could put it together for $50 (?). If the stock pump is not up to the needs of a hopped up engine, this seems like a neat gadget. > > Barry > ------------------------------ From: Pat Ford Date: Mon, 4 Jan 1999 09:02:23 -0500 Subject: Re: Water Injection Thread On Sat, 6 Jan 1990, Frederic Breitwieser wrote: > Date: Sat, 06 Jan 1990 21:53:59 -0500 > From: Frederic Breitwieser > To: diy_efi@xxx.edu > Subject: Water Injection Thread > > Greetings, > BIG snip of very interesting stuff > > A cheesy knock sensor schematic leached off the web fed a third input to > the op-amp circuit so if the engine knocked, it alky'd itself just to be > sure detonation was squashed, squashed, squashed. do you rememberwhere to find this schematic ?? > > Frederic Breitwieser > Fairfield County CT > http://www.xephic.dynip.com/ > 1989 500cid Twin-Turbo HMMV > 1993 Supercharged Lincoln Continental > 1973 460cid Lincoln Continental > 1975 Dodge D200 3/4 Ton Club Cab > 2000 Buick Twin-Turbo GTP (in progress) > > "Forced Induction as a Way of Life!" > > > Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ From: Jemison Richard Date: Mon, 4 Jan 1999 09:30:47 -0500 Subject: RE: Water Injection Thread Header tuning is done to help scavenge the cylinder and ensure a clean fresh charge. Turbo charging does the same thing by increasing the pressure at the intake side. The turbine on the exhaust side represents a restriction. If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust is going to help move the gases through the pipes any faster or better. You could make the turbine less restrictive but this is tuning the turbo to higher rpms with more lag time on the bottom end. Most turbine kits have fairly short runs to maintain as much heat as possible (the realm of turbos is the realm of thermodynamics). It is the energy of the exhaust gases that drives the turbine. So, short runs, even insulate the pipes to retain as much heat as possible. On the back side of the turbo, make the exhaust pipe as large as you like! Also turbine housings determine the characteristics of the turbo. Larger housings produce higher HP by passing more exhaust gas allowing the compressor charge to purge the cylinder but can leave a hole on the bottom end as there is a lag in changing the speed of the turbo. Smaller turbine housings are much more responsive and can change compressor speed much more quickly but can become restrictive at higher rpms. this is the reason some cars have multiple turbos. To cover holes on the bottom while providing the necessary volume at the top end. If your application can produce max hp with a single turbo while at the same time not experiencing lag on the bottom end, money spent on multiple turbos is wasted money. On the other hand, if you can only obtain max volume with a setup that leaves a lag at the bottom end, it is possible the only recourse will be 2 (or more) turbos. Quick recap: A good turbine combination is the marriage of the right compressor with the right turbine housing. compressor must be large enough to supply sufficient volume of air required at max rpm The turbine determines how fast the compressor spins. Bigger turbine housings will flow more exhaust gases but will take longer to change the speed of the turbo (expecially at low low rpms) Smaller turbine housings will flow less exhaust gas but will spin up much faster (no bottom end hole). There is no advantage to be gained by trying to "tune" the exhaust by either pipe length or pipe matching at collectors. Good luck! Rick > -----Original Message----- > From: Gary Derian [SMTP:gderian@xxx.net] > Sent: Sunday, January 03, 1999 10:39 PM > To: diy_efi@xxx.edu > Subject: Re: Water Injection Thread > > A couple thoughts: > > Transmissions only see torque. Power ratings are not technically > correct. > If someone is rating a trans for power, find out the rpm range and > calculate > the torque they really mean. The only effect power has is to heat up the > lube. An oil cooler can fix that problem. Usually its the output side > that > breaks when in 1st gear due to the torque multiplication. > > Intercoolers are great for cooling compressed intake air resulting in > higher > mass flow. Water injection is great for its anti-detonation qualities. > Use > both! > > A heavy flywheel absorbs torque when the car is accelerating, especially > in > the lower gears. This reduces the stress in the transmission. It also > smooths the torque which also helps. But don't dump the clutch, here the > flywheel weight hurts the trans. I think a soft clutch is a great way to > save transmissions. > > 180 degree headers on a V-6? Wouldn't routing each bank into a turbo (3 > into 1) result in 120 deg and every other pulse into each turbo? Same for > intake. > > AWD is really great for low traction conditions and year-round driving. > Rear wheel drive with a mid engine and sticky tires should be nearly as > good > on dry pavement with way less complexity. How and where do you drive? > > Gary Derian > ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Mon, 4 Jan 1999 07:29:28 -0700 Subject: Re: Water Injection Thread >Gary Derian wrote: > >> A couple thoughts: >> >> Transmissions only see torque. Power ratings are not technically correct. >> If someone is rating a trans for power, find out the rpm range and calculate >> the torque they really mean. The only effect power has is to heat up the >> lube. An oil cooler can fix that problem. Usually its the output side that >> breaks when in 1st gear due to the torque multiplication. >> >> > >Just a note: considering the torque curve of your engine might not be a >bad idea >when selecting a transmission. When BMC (or whoever they were at that point) >converted the old (!) B-series engine for diesel use, they began breaking >transmissions due to the high cyclic torque output of the engine - in other >words, the torque was powerful enough at low RPM to break things because it was >applied in a few strong, slow, individual pulses, not in many weaker >pulses as a >gasoline engine would to produce the same torque output at a higher RPM. > >Just my two cents > >Aaron > Betcha they made the flywheel heavier , among other parts of the conversion! Greg ------------------------------ From: "Bruce Plecan" Date: Mon, 4 Jan 1999 09:42:57 -0500 Subject: Re: Injector Duty Monitor - -----Original Message----- From: Georg Lerm To: diy_efi@xxx.edu> Date: Monday, January 04, 1999 5:44 AM Subject: Re: Injector Duty Monitor Which reminds me when I try to look at anything, I get a drop down box, and asked what viewer, what do I select?. The options are like excel, cs, cdphoto, etc.. Thanks Bruce Hi I have some time ago posted a file to the ftp site in the incoming directory.The name of the file is pwmeter.zip It measures the on time of the injector in milliseconds to 0.1 ms resolution if I remember correctly.Resolution could be increased. If somebody is willing to give me some idea or specification or an example of what needs to be measured, I could change the code to do this. Is this referenced to rpm or is it just the on versus off time of the injector. Regards Georg Georg Lerm Chief Technician Clinical Engineering Red Cross Hospital Cape Town South Africa Tel. +27 21 658-5120 Fax. +27 21 658-5120 ------------------------------ From: "Clarence L.Snyder" Date: Mon, 04 Jan 1999 09:47:45 -0500 Subject: Re: Voltage regulator Clarence Wood wrote: > > Following this thread with great interest! What is PWM?? > > At 08:27 PM 1/2/99 -0500, you wrote: > >Greg Hermann wrote: > >> > >> >At 01:55 PM 1/2/99 -0500, you wrote: > >> > > >> >> > >> >>Hence, the proper answer of PWM. Pulse Width Modulation, or a "chopper" ------------------------------ From: Mos Date: Tue, 5 Jan 1999 01:47:08 +1100 (EST) Subject: Re: oops... (was Re: Nology) On Tue, 31 Dec 1996, Ronald T. Webb wrote: M> M> M>Oh yea - one more thing - you don't need to trigger the LCD from a camera flash, just M>drive it from a RADAR detector. Pick the signal off the red LED, and throw in a 10 M>second delay before the LCD is allowed to return to normal. Ahh, but the point here is to only obscure the number plate when the picture is being taken, so there is no way a cop can see the plate being obscured.. Yes, in Australia you do get chase cars accompanying car mounted speed cameras, and they will look funny at something that wlooks weird for ten seconds (If you're gonna display a different number, remember it wont look normal unless u only do things like change U's to O's, or F's to E's.. u still need the reflective crap to show thru). What about painting the reflective stuff with opaque paint? Still the same colour, just much less reflective. On another note.. If you get a radar detector.. Why the hell would you need to cover ur plate??? Oh yeah, do shadow detectors in US really cost only $100??? M>Now we have : M> LCD hood - $250 M> RADAR detector : $100 M> 555 delay timer : $.50 555 design M> M>Remember - Never build it if you can buy it... What??? ;ppp Cheers, Mos. M> M> M> - -- +----------------------------------------------------+ | Jealousy is a lifelong curse... | | Reality is the only obstacle to happiness. | | Taciturnity is aurous. | +----------------------------------------------------+ | Lukasz Szymanski, /\/\OSFET | | 3rd Yr, BE(Comp)/MBiomedE |--+ | The University of New South Wales __||<-+ | Email: s2193387@xxx.au |--| | Web: http://www.cse.unsw.edu.au/~s2193387/ | +----------------------------------------------------+ ------------------------------ From: bob@xxx.com (Robert Harris) Date: Mon, 04 Jan 1999 15:51:41 GMT Subject: Water vs Intercooler Now that all the theoretical discussions are winding down and everyone is reconvinced they were right and Corky Bell is GOD, I thought perhaps a very small minority of you might want to look at the results someone got actually testing water injection in the later half of the twentieth century. http://home.ccci.org/Key_Information/MerkurPage.htm The Luddites were RIGHT!! Habaneros - not just for breakfast anymore ------------------------------ From: "Andrew F. Gunnesch" Date: Mon, 4 Jan 1999 10:56:01 -0500 Subject: more on schematic program I found a number of schematic and routing programs at http://www.industry.net/c/mn/_swcircuits I have yet to try any of them out. I need to create a smalle (20-30 components) board. Does anyone have any suggestions or recommendations of any of these utilities? ------------------------------ From: Dan Llewellyn2 Date: Mon, 04 Jan 1999 10:21:07 -0500 Subject: Re: Water Injection Thread > The Porsche 930 is a 4 speed 2WD transaxel. It is very strong.A friend of mine used one with a 650HP (actual dyno reading) 3.4 liter a 1.4 bar. The transmission had no problems at all. > Not sure if the Porsche 930 is AWD, but it's transaxle can handle a VERY > modified Chevy 350... > Guy in Los Angeles had a Porsche 911 with an honest 450 HP 350 V8 and a 930 > transaxle... Went for a ride once that scared even me! ------------------------------ From: "Clive Apps Techno-Logicals 416 510 0020" Date: Mon, 4 Jan 1999 11:03:28 -0500 (EST) Subject: Re: Water Injection Thread > > Header tuning is done to help scavenge the cylinder and ensure a clean fresh > charge. Turbo charging does the same thing by increasing the pressure at > the intake side. The turbine on the exhaust side represents a restriction. > If it didn't the turbine wouldn't turn! As such, no tuning of the exhaust > is going to help move the gases through the pipes any faster or better. You > could make the turbine less restrictive but this is tuning the turbo to > higher rpms with more lag time on the bottom end. totally wrong because turbo exhausts are operating under higher pressures they are even more responsive to exhaust tuning than NA cars properly designed headers befroe a turbo cna make massive power gains Clive ------------------------------ From: "Kurek, Larry" Date: Mon, 4 Jan 1999 10:08:40 -0600 Subject: Need H_elp with an 89 MPFI 2.8 V6 (Need MAF...) Guys: I am having a slight problem with the 2.8 MPFI motor I put in my S10 in place of the old carb motor with the hole in the side of the block :) I was driving home last night and it started cuting out at anything between off idle to about half throttle...kind of like it was running out of gas, but it wasn't since I JUST filled up the tank. The fuel pump is new, and is getting great pressure, so I don't think it is a fuel problem. However...the motor seemed to fix itself and run great again. No SES light either. Once I got home, I decided to check the obvious....coil connectors, wires, etc etc...all seemed fine. However, after a quick test drive, I popped the hood and it almost died out on me.. came back, and set an SES light...code 34, low MAF reading. So, I backprobed the MAF connector and all was OK, I checked for any loose connections and didn't see any either, so i reset the ECM and it seemed OK. Well, on the drive to work this morning, same damn thing. Again, a code 34. One of the causes for this code is a leak between the MAF and the throttle body. I checked this as well, and the only thing that MAY be a problem, is the temperature sensor bung I siliconed into the elbow. The silicone looks to have pulled back just a bit and there may be a SLIGHT opening into the elbow. Could this be enough to cause a problem? I can't emphasize enough how small of a leak this may be. Are these MAF sensors that sensitive? FWIW, I am also running an open element K&N filter, and it has recently gotten quite cold here (Chicago area). Sooo....any ideas? How do I go about testing the MAF itself? Like I mentioned above...the connector checks out fine with +B, ground, and +5v. Does anyone have a spare MAF that they would be willing to part with? This is a three wire MAF out of an 89 Camaro 2.8 V6. It isn't the hot wire variety, but seems to use a thermistor instead? Finally, I did note that the lights on the car dim on occasion for a few seconds at a time. Could this be a bad alternator? Could this cause the problems with the MAF? I'm stretching here guys...I don't want to get stranded in sub-zero temperatures in the middle of nowhere... Thanks! Larry ------------------------------ From: EFISYSTEMS@xxx.com Date: Mon, 4 Jan 1999 11:13:05 EST Subject: Re: fuel pumps In a message dated 1/2/99 9:05:10 PM Pacific Standard Time, mpilkent@xxx.com writes: << Subj: Re: fuel pumps Date: 1/2/99 9:05:10 PM Pacific Standard Time From: mpilkent@xxx.com (Mike Pilkenton) Sender: owner-diy_efi@xxx.edu Reply-to: diy_efi@xxx.edu To: diy_efi@xxx.edu All this talk on fuel pumps brings up a question I have had. Where can I find an aftermarket fuel pump for FI. All the ones I have seen are for carb. engines. I need one that puts out about 50 psi for the 3.1L V6 motor and can be mounted outside the tank. Mike (3.1L V6 Opel GT conversion) >> Mallory 4060 FI (good for approx 300hp) or if your really making some power use a 5110 FI (good for approx 1150 hp)...usually $135 and $250 respectively....... - -Carl Summers ------------------------------ From: "Gary Derian" Date: Mon, 4 Jan 1999 11:05:28 -0500 Subject: Re: Water Injection Thread I think we agree about flywheel effects. My point is that a heavy flywheel will smooth out engine torque variation when the clutch is engaged but can increase shock loads when starting out, a two edged sword. My preference is to have as light a flywheel as I can stand for driveability. Gary Derian > >All true, in theory, but what I said about using a light flywheel and crank >stands, especially if you are using sticky tires, and especially for >racing. Most tranny failures are caused by impact loading, which happens >when flywheel inertia hits the gears against good traction on the other end >of things if the driver is the least bit careless with the clutch. > >A soft clutch can keep you from finishing--and would therefore be a poor >choice, at least in my estimation. Plus, a lightweight flywheel and crank >means a MUCH quicker car, which is what racing is all about! > >If you doubt the bit about inertia loading being the thing which will break >a driveline, try driving a semi with a lowboy trailer with a piece of heavy >equipment on board sometime--with a GCVW in the 100K range. >A Cummins 855, and even more emphatically a KT-6 or a Cat 3406 could never >be accused of being low rotating inertia engines, there are obvious gobs of >traction available in this sort of a case, and it is as easy as sneezing to >shuck teeth off of ring gears or shear a driveline on this kind of a rig! > >To the point that most competent drivers of such rigs only touch the clutch >when starting out from rest, and never touch the throttle when touching the >clutch! It is just way too easy to get real expensive repair bills any >other way!! > >Regards, Greg > ------------------------------ From: Mos Date: Tue, 5 Jan 1999 03:13:17 +1100 (EST) Subject: Re: SV: oops... (was Re: Nology) On Sat, 2 Jan 1999, Roland Johansson wrote: M>First it didn't show up in my mind but when thinking of this M>idea a drawback appeared to me. All the welding helmets I been M>looking thruu (two) are having a big green filter, looks like M>that might be a problem. But why not have a LCD showing the M>plate number and turning it off when a flash appear? Because an LCD panel does not consitute a legal number plate. If you get pulled over for anything, I'm sure it wouldn't be too hard to work out something funny is happening. I very much doubt an LCD panel showing the numbers would be convincing. Also the welding mask LCD panels turn opaque entirely. You would need to obtain an LCD panel that has individual sections in it to make up the differnet numbers and letters. In Australia you are allowed to have clear plastic number plate covers, hence an LCD panel can be made to look like one of those. Cheers, Mos. M>Hm, have to go to my fathers house and make a close examination M>of his helmet in the evening M> M> M> M>Roland Johansson M>Scirocco 1,6l TIC -82 M>> >I like your idea of an LCD screen similar to the expensive M>welding hoods. The M>> >opaquing action would not have to outrun the light, only go M>dark before the M>> >camera lens had collected sufficient light. Anybody know the M>shutter speed M>> >used? M>> M>> There are two sources of light used to expose the film. First M>is the flash M>> from the speed camera, the second is the ambient light hanging M>around. The M>> shutter speed is likely to be around 1/125 to 1/250 of a M>second, certainly no M>> faster than 1/500. Camera flahes have very short durations. I M>don't know how M>> quickly the light builds up from the flash, but any trigger M>circuit would need M>> to detect the flash building up and get the LCD opaque before M>enough light had M>> arived. M>> M>> The effect of the ambient light would be interesting, since M>this light is M>> always there, and the flash is triggered somewhere in the M>middle of the M>> exposure. The shutter opens fully, then the flash fires, and M>the shutter M>> closes. Depending on the power of the flash and the distance M>from the camera M>> to the car, ambient light would probably have no real effect M>on the image. M>> M>> -- M>> Tom Parker - tparker@xxx.nz M>> - http://www.geocities.com/MotorCity/Track/8381/ M> - -- +----------------------------------------------------+ | Jealousy is a lifelong curse... | | Reality is the only obstacle to happiness. | | Taciturnity is aurous. | +----------------------------------------------------+ | Lukasz Szymanski, /\/\OSFET | | 3rd Yr, BE(Comp)/MBiomedE |--+ | The University of New South Wales __||<-+ | Email: s2193387@xxx.au |--| | Web: http://www.cse.unsw.edu.au/~s2193387/ | +----------------------------------------------------+ ------------------------------ From: Jemison Richard Date: Mon, 4 Jan 1999 11:55:52 -0500 Subject: RE: SV: oops... (was Re: Nology) I've followed this thread with some interest (as I hate the concept of ticket by pix) but I haven't heard a convincing solution yet. What ever happened to just covering up the plate with plastic, a hinged panel, etc? I only blast through these things at night when no ones around. That being the case, no one is going to be following me to see what my plate looks like. I'm just starting to think, maybe low tech is the way to go here, ha! Rick > -----Original Message----- > From: Mos [SMTP:s2193387@xxx.au] > Sent: Monday, January 04, 1999 11:13 AM > To: diy_efi@xxx.edu > Subject: Re: SV: oops... (was Re: Nology) > > On Sat, 2 Jan 1999, Roland Johansson wrote: > > M>First it didn't show up in my mind but when thinking of this > M>idea a drawback appeared to me. All the welding helmets I been > M>looking thruu (two) are having a big green filter, looks like > M>that might be a problem. But why not have a LCD showing the > M>plate number and turning it off when a flash appear? > > Because an LCD panel does not consitute a legal number plate. If you get > pulled over for anything, I'm sure it wouldn't be too hard to work out > something funny is happening. I very much doubt an LCD panel showing the > numbers would be convincing. Also the welding mask LCD panels turn opaque > entirely. You would need to obtain an LCD panel that has individual > sections in it to make up the differnet numbers and letters. > In Australia you are allowed to have clear plastic number plate covers, > hence an LCD panel can be made to look like one of those. > > Cheers, Mos. > > M>Hm, have to go to my fathers house and make a close examination > M>of his helmet in the evening > M> > M> > M> > M>Roland Johansson > M>Scirocco 1,6l TIC -82 > M>> >I like your idea of an LCD screen similar to the expensive > M>welding hoods. The > M>> >opaquing action would not have to outrun the light, only go > M>dark before the > M>> >camera lens had collected sufficient light. Anybody know the > M>shutter speed > M>> >used? > M>> > M>> There are two sources of light used to expose the film. First > M>is the flash > M>> from the speed camera, the second is the ambient light hanging > M>around. The > M>> shutter speed is likely to be around 1/125 to 1/250 of a > M>second, certainly no > M>> faster than 1/500. Camera flahes have very short durations. I > M>don't know how > M>> quickly the light builds up from the flash, but any trigger > M>circuit would need > M>> to detect the flash building up and get the LCD opaque before > M>enough light had > M>> arived. > M>> > M>> The effect of the ambient light would be interesting, since > M>this light is > M>> always there, and the flash is triggered somewhere in the > M>middle of the > M>> exposure. The shutter opens fully, then the flash fires, and > M>the shutter > M>> closes. Depending on the power of the flash and the distance > M>from the camera > M>> to the car, ambient light would probably have no real effect > M>on the image. > M>> > M>> -- > M>> Tom Parker - tparker@xxx.nz > M>> - http://www.geocities.com/MotorCity/Track/8381/ > M> > > -- > +----------------------------------------------------+ > | Jealousy is a lifelong curse... | > | Reality is the only obstacle to happiness. | > | Taciturnity is aurous. | > +----------------------------------------------------+ > | Lukasz Szymanski, /\/\OSFET | > | 3rd Yr, BE(Comp)/MBiomedE |--+ > | The University of New South Wales __||<-+ > | Email: s2193387@xxx.au |--| > | Web: http://www.cse.unsw.edu.au/~s2193387/ | > +----------------------------------------------------+ ------------------------------ From: ECMnut@xxx.com Date: Mon, 4 Jan 1999 12:12:19 EST Subject: Was Water Injection , now header impact on turbos First, let me say that I'd like to hear D. Cooley or F.Breitwieser comment on this topic. There are often exceptions to rules and trends, but the following is mostly my opinion, formed while playing with turbos (as a hobby) for 20 years: Actually, with many *mild* turbo applications, there IS some performance to be gained by altering primary tube size/length, but I *think* it has more to do with volume of the tubes.. Turbo Buick owners who install the popular Hooker headers often report a loss of bottom end & midrange torque as well as slower spool-up, while sometimes adding to the high RPM power levels. The effect is similar to going to a larger AR turbine housing. For milder applications, there is a thoery, that keeping the primary tube as short (small volume) as possible tends to more directly expose the turbine to desirable low rpm exhaust pulses, which aid in spool-up or possibly allow you to use a slightly larger turbine housing. There are other factors, but the factory header/manifold is a good example of the small volume exhaust tract, when compared to the Hooker Headers. Just to counter the above argument, when you employ a REALLY high flowing manifold/cam/port arrangement, the advantages of going *BIG all around* outweigh the pulse benifits of the small volume headers. The size of the exhaust tract (tube ID & length) are a critical part of the total "package" that many Turbo racers stress, when discussing and planning modifications to their turbo cars & trucks. Comments? yes? no? maybe? Mike V. Thread bender for a day.. In a message dated 1/4/99 9:51:53 AM Eastern Standard Time, JemisonR@xxx.com writes: > The turbine determines how fast the compressor spins. > Bigger turbine housings will flow more exhaust gases but will take > longer to change the speed of the turbo (expecially at low > low rpms) > Smaller turbine housings will flow less exhaust gas but will spin up > much faster (no bottom end hole). > There is no advantage to be gained by trying to "tune" the exhaust > by either pipe length or pipe matching at collectors. > ------------------------------ From: "Robert W. Hughes" Date: Mon, 04 Jan 1999 11:27:36 -0600 Subject: SV: oops... (was Re: Nology) My welding helmet LCD filter is about 1 1/4 x 3 inches and cost $120. It is a purple tint(dark) when turned off and green when on and not triggered. It is much too dark at any time to put over a license plate and have the plate be readable. There may be an internal filter responsible for some of this opacity but I'm not going to tear it up to find out - this is probably the best welding accessory ever made. - -- Robert W. Hughes (Bob) BackYard Engineering Houston, Texas rwhughe@xxx.org ------------------------------ From: steve ravet Date: Mon, 04 Jan 1999 11:27:32 -0600 Subject: Re: Injector Duty Monitor Bruce Plecan wrote: > > Which reminds me when I try to look at anything, I get a drop down box, and > asked what viewer, what do I select?. The options are like excel, cs, > cdphoto, > etc.. > Thanks > Bruce Depends on the file type. For most of the files on the FTP site, you just select "save to disk" or something like that and tell it where to save it. Netscape asks you that when it sees a file type that it doesn't know how to display (like .zip, .exe, others). If you download and install winzip (like from www.shareware.com) it'll "register" the .zip extension, so the next time you click on a .zip file netscape will know to run winzip for it. Same with .pdf if you install acrobat reader, etc. As far as reading duty cycle, couldn't you make up a circuit with an opamp buffer, and a resistor/capacitor to filter the signal, then read the voltage with a digital voltmeter? 0v=0%, 12v=100%? Or, just go buy a cheap analog voltmeter with a needle. It's reading will vary from 0-12 depending on duty cycle. - --steve > > Hi > > I have some time ago posted a file to the ftp site in the incoming > directory.The name of the file is pwmeter.zip > > It measures the on time of the injector in milliseconds to 0.1 ms > resolution if I remember correctly.Resolution could be increased. > > If somebody is willing to give me some idea or specification or an > example of what needs to be measured, I could change the code to do > this. > Is this referenced to rpm or is it just the on versus off time > of the injector. > > Regards > Georg > Georg Lerm > Chief Technician > Clinical Engineering > Red Cross Hospital > Cape Town > South Africa > Tel. +27 21 658-5120 > Fax. +27 21 658-5120 ------------------------------ From: "Robert W. Hughes" Date: Mon, 04 Jan 1999 11:37:37 -0600 Subject: RE: corvairs????? > I would think a gm v-6 system would do the trick. something of the same or > slightly larger displacement. The system off of a 2.8L GMV6 should be just about perfect. The system off of a Fiero V6 would probably be best since this was a high performance unit with a MAP sensor. Even the PROM tables would probably be very close except for engine temp (my Corvair used to run 300-400deg head temp where my Fiero runs 195). The two engines are similar in bore and stroke and camshaft timing and the 2.8 distributor is the small type so its guts could probably be transplanted into the Corvair distributor, The biggest problem would be the intake. Ideally you would mill off the intake manifold and add 6 individual runners to a plenum mounted above the fan with the throttle body mounted on this. This would require a modified throttle linkage like the single four-barrel installation. There would be a lot of detail changes but it would be a really neat car when complete. - -- Robert W. Hughes (Bob) BackYard Engineering Houston, Texas rwhughe@xxx.org ------------------------------ End of DIY_EFI Digest V4 #7 *************************** 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".