DIY_EFI Digest             Friday, 8 January 1999       Volume 04 : Number 018

In this issue:

	Re: What's this ECM?
	Re: aluminum block 215" V8 for sale!
	Re: What's this ECM?
	Re: FI system opinion?
	Re: What's this ECM?
	Re: Water Injection Thread [now U joints]
	Re: Water Injection Thread
	Re: Water Injection Thread [now U joints]
	Re: Turbo header design
	Re: Duty Cycle Monitor Group Buy
	Re: 180 degree headers WAS:Re: Turbo header design
	Re: Injector Duty Monitor
	RE: ECM and Chip help
	RE: Photo Radar
	RE: Water Injection Thread
	Re: aluminum block 215" V8 for sale!
	Re: Water Injection Thread [now U joints]
	Re: Turbo header design
	Re: FI system opinion?
	RE: aluminum block 215" V8 for sale!
	Re: Water Injection Thread
	Re: Turbo header design
	Re: Injector Duty Monitor
	Re: Water Injection Thread
	Re: Water Injection Thread
	Re: aluminum block 215" V8 for sale!

See the end of the digest for information on subscribing to the 
DIY_EFI or DIY_EFI-Digest mailing lists.

----------------------------------------------------------------------

From: "Bruce Plecan" <nacelp@xxx.net>
Date: Thu, 7 Jan 1999 23:25:31 -0500
Subject: Re: What's this ECM?

- -----Original Message-----
From: Andrew K. Mattei <amattei@xxx.com>
To: diy_efi@xxx.edu>
Date: Thursday, January 07, 1999 10:28 PM
Subject: What's this ECM?

While by no means absolute I can't find either number
A 85 v-8 F Body should have a 1226870 I think
Bruce


>I *think* this ECM came from a '85 TPI Camaro, but was unable to confirm
>that from either the archives or Ludis' info page.
>
>It has the outside sticker number 16052541, and a ROM ID of 16042431.
>
>If anyone can give me a "Yup, that's from a Camaro", it would help me
>out a lot!
>
>Thanks!
>
>-Andrew
>

------------------------------

From: "Bruce Plecan" <nacelp@xxx.net>
Date: Thu, 7 Jan 1999 23:30:14 -0500
Subject: Re: aluminum block 215" V8 for sale!

- -----Original Message-----
From: Shannen Durphey <shannen@xxx.com>
To: diy_efi@xxx.edu>
Date: Thursday, January 07, 1999 11:25 PM
Subject: Re: aluminum block 215" V8 for sale!

Ya take off for months atta time, and then try to sneak in HA, gotcha
Bruce


>diy_efi@xxx.edu wrote:
>> 
>> I have an aluminum 215 cubic inch (3525 cubic centimeters) V8
>> from an oldsmobile/buick/triumph/TRV/land rover/etc.
>> 
><snip>
>> Includes transmission!  This is a weird item: automatic trans
>> with SIX positions/notches on the shifter arm (PRND321 ??) plus
>> a kickdown lever. NO TORQUE CONVERTER OR CLUTCH; it just has a
>> disc that looks like a clutch disc, but has boltholes instead of
>> a friction material.  It bolts onto the flywheel (included with
>> the engine) and drives the transmission directly.  This is all
>> that i know about the transmission.
>> 
>
>This could be the hydramatic trans that first saw service in 55 Chevy
>pickup and Olds(called the Jetaway in Olds).  It's got a "taurus
>coupling" where the converter should be.  Is it aluminum or cast
>iron?  The ones I've seen are cast, and weigh as much as a smallblock
>Chebby.  Shift positions on the pickups were, in order, R N 1-4 1-3
>1-2.  Don't know the Olds, but can get copies of original service
>literature for both, if needed.
>
>> This motor would make a great small car swap, as the entire setup
>> will weigh less than an iron 4 cylinder by far and is much meaner.
>> This motor is smaller than a chevy V8 by far enough that
>> mounting it in a volvo or something would be a piece of cake.
>> 
>
>Is bellhousing pattern like triditional Buick/Olds/Pontiac?  What's
>the engine originally from?
>Shannen
>
>> My price is $500 for everything, not including shipping.
>> I'm in austin, texas..
>> 
>> -jake
>> chickens@xxx.edu
>

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Thu, 07 Jan 1999 23:28:40 -0500
Subject: Re: What's this ECM?

diy_efi@xxx.edu wrote:
> 
> I *think* this ECM came from a '85 TPI Camaro, but was unable to confirm
> that from either the archives or Ludis' info page.
> 
> It has the outside sticker number 16052541, and a ROM ID of 16042431.
> 
> If anyone can give me a "Yup, that's from a Camaro", it would help me
> out a lot!
> 
> Thanks!
> 
> -Andrew
Got four letters+numbers from prom?  Would help.
Shannen

------------------------------

From: "Clive Apps   Techno-Logicals   416 510 0020" <clive@xxx.com>
Date: Thu, 7 Jan 1999 23:41:25 -0500 (EST)
Subject: Re: FI system opinion?

> 
> What we are looking for is a solution to a 1.3/1.6ltr TBI injection system,
> and or 1.3 Twincam MPI injection system. Something that can be preprogrammed
> and setup as a kit. I have found this solution to the Twincam mpi and that
> seems to work. The deal is that WE HAVE to go distributorless because of the
> firewall (cam/disty run into the firewall and have to pound it out) This
> application is for Suzuki Samurais/Sidekicks.
> 
> Aaron


I think ig you look at the stock ECM from a Kick that it is a GM part
cehck out out before you do anything else
they have been pretty well dissected and the stock ECM works well
on the 1600

a DIS system from a Quad4 may work with an ECM change using stock wiring
if you luck out

Clive 

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Thu, 07 Jan 1999 23:37:20 -0500
Subject: Re: What's this ECM?

16042431 shows as a resistor network for the 85 tpi 5.0l, but only
part no I have for ecm is 1226870.  Not final by any means.  If all
else fails, call a GM dealer give him your # (should be preceeded by
the words "service number").  Ask him if it changes to the 6870. 
Should be a simple matter.

Shannen

Shannen

diy_efi@xxx.edu wrote:
> 
> I *think* this ECM came from a '85 TPI Camaro, but was unable to confirm
> that from either the archives or Ludis' info page.
> 
> It has the outside sticker number 16052541, and a ROM ID of 16042431.
> 
> If anyone can give me a "Yup, that's from a Camaro", it would help me
> out a lot!
> 
> Thanks!
> 
> -Andrew

------------------------------

From: bearbvd@xxx.net (Greg Hermann)
Date: Thu, 7 Jan 1999 21:45:03 -0700
Subject: Re: Water Injection Thread [now U joints]

>In a message dated 99-01-07 22:06:53 EST, twsharpe@xxx.com writes:
>
>>For the work-a-holics, just make a drive shaft using an old shaft, some 1/4
>>plate steel, a lathe, welder, and an axle from a FWD GM midsize.
>>
>>
>>
>
>Some Ford Bronco II's ( small size) use that style for both ends of the rear
>drive shaft.
>
>Harold

No, no , NO--

If I'm a gonna do THAT much work, use one of the BIG Porsche half shaft CV
Joints. Summers Brothers sells 'em.

Greg

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Thu, 07 Jan 1999 23:46:02 -0500
Subject: Re: Water Injection Thread

I apologise to the list and the writer for this, but I'm not recieving
any source info through my new isp, and without a siggy I can't tell
who  is sending what.  Hopefully the problem will be solved soon.

That said, I've heard stories about 350's swapped into Corvairs, and
rear mounted.  I thought the original powerplant was CCW rotation? 
Anyone?

Shannen


diy_efi@xxx.edu wrote:
> 
> Clive Apps Techno-Logicals 416 510 0020 wrote:
> >
> > >
> > > In a message dated 1/6/99 8:33:05 AM Eastern Standard Time,
> > > gderian@xxx.net writes:
> > >
> > > > Corvairs also had that setup, after all, they shared chassis with the 61-63
> > > >  Tempest.  There are lots more Corvair parts around since they were in
> > > >  production thru '69.
> >
> > Corvairs did not have this setup
> > they we rear engine mid tranmission/drive case like VW and Porsche
> >
> > Clive
> >
> > >
> > > Gary,
> > > what type of powertrain did the tempest use?
> > > I though the Tempests were front engine..
> > > Thanks,
> > > Mike V
> The corvair transaxle was VERY similar to the tempest unit, turned end
> for end and connected by a flexible shaft. I believe many parts were
> interchangeable.

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Fri, 08 Jan 1999 00:04:02 -0500
Subject: Re: Water Injection Thread [now U joints]

diy_efi@xxx.edu wrote:
> 
> Greg Hermann wrote:
> 
> > ... you could also dig up and use an old Mopar ball&trunnion
> > >joint, which will also handle more angularity than the saginaw or spicer,
> > >plus it is a plunge joint, so it handles the slipyoke problem, too.
> >
> > Is this the proper name for the things I have inside the (closed type)
> > steering knuckles of one of my Dana 70F steerable drive axles, which I have
> > always heard called (usually affectionately) "Chinese Puzzle Joints"??? Or
> > are they something else again??
> >
> > Regards, Greg
> 
> For the work-a-holics, just make a drive shaft using an old shaft, some 1/4
> plate steel, a lathe, welder, and an axle from a FWD GM midsize.
The real work-a-holics use a hacksaw.  And don't tell me I can't cut a
straight line with a hacksaw.
Shannen

------------------------------

From: bearbvd@xxx.net (Greg Hermann)
Date: Thu, 7 Jan 1999 22:12:26 -0700
Subject: Re: Turbo header design

>
>    Care to elaborate on this a little? Are we talking about crank vibration
>(hamonic balancer/flywheel) or something else over my head? Also, a Chevy
>V-8 fires every 90 degrees of crank rotation. How does a flat crank V-8
>fire? Every 180 degrees would make sense, but then it would take 4 turns of
>the crank to hit all 8?! I am so confused......

Secondary vibration, due to the fact that piston accelerations are
different at the top and bottom of the stroke due to con rod angularity. A
four cylinder has an up and down shafing force at twice crank speed (which
is sometimes countered fairly well with two "balance shafts" counter
rotating at twice crank speed.) A flat crank V-8 is like two fours.  Too
late at night to try to describe the shaking which results. A 90 degree
crank V-8 is not in perfect primary and secondary balance, as Gary claimed,
but it is close. An in line 6 has inherently PERFECT primary and secondary
balance. Only reason for crank sounterweights inna 6 is to reduce bending
stress in the crank and block.

Tertiary balance is another matter--it has to do with connecting rod mass
distribution, and is generally accepted as being not too significant.
Efforts to obtain/improve it explain the long tangs sometimes seen
projecting above the small end on a connecting rod, and also the rather
large pads often seen on the bottom of the big and cap of rods.

Why the Super speedway headers sound so neat (as also did Ford Mark IV's
and Ford's four -cam Indy V-8's) is cause the individual exhaust pulses
into each of their two collectors are EVENLY SPACED (180 crank degrees
apart) , from whence the name. You cannot get that on a V-8 with a 90
degree crank without crossing tubes from side to side (bank to bank) to the
collectors. You do get it with a four into one header on each bank (without
crossovers) on a V-8 with a flat crank.

Regards, Greg

------------------------------

From: "Georg Lerm" <georg@xxx.za>
Date: Fri, 8 Jan 1999 07:36:27 GMT-2
Subject: Re: Duty Cycle Monitor Group Buy

Just to set the record straight. There seems a bit of confusion 
about. If not , I apologize in advance.

The statement made by Steven Ciciora is not correct. The list seems 
to think that the design I have posted uses a PIC. This is not true.
The microcontroller device I have used is an Atmel AT89C2051 micro
It uses the 8051-Architecture, for those are familiar with it.
Take a look at http://www.atmel.com/atmel/acrobat/doc0368.pdf
This give you an idea what the chip is all about.

Later...
Georg



I've believed that there has been a need for a duty cycle monitor for
some time, and have been looking for some time to build one, but with no
luck.  It seems like one or two people out there have plans.  I would be
willing to volunteer to put together a kit (design PCB, order parts,
etc) for such a beast, if someone had some working source code.  I can
program PICs, too.  What _I_ would like to see on a display is on time
(in ms), off time, frequency (and/or RPM), and duty cycle (in %).  All
on an LCD Display.  

If anyone has some PIC source code, please let me know.

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Fri, 08 Jan 1999 00:37:35 -0500
Subject: Re: 180 degree headers WAS:Re: Turbo header design

diy_efi@xxx.edu wrote:
> 
> <snipperoo>
> 
> >Clarence,
> >  This is easily done with an inline four having a 1-3-4-2 firing order,
> >as you just pair cyl's 1-4 and 2-3 together.  Commonly done in NA
> >headers and OEM manifolds too.  However, true 180 degree headers on a V8
> >typically take up a lot of space.
> >   The only firing order i am familiar with is for a GM engine, which is
> >1-8-4-3-6-5-7-2.  Picture the cyliders as two rows (which they are):
> >
> >     1     2        you can see that #1's 180 degree partner is #6, #8's
> >     3     4        is #5, #4's is #7 and #3's is #2.
> >     5     6
> >     7     8
> 
> #1 and #6 are 180 degrees apart on the distributor, not the crank. #1 and #4
> are 180 degrees apart on the crank. Aren't they? What cylinders are grouped
> together with NASCAR 180 degree headers?
> 
> Jon
> 
> <snip>
Suppose it would make things easier to include "cam" or "crank". #6
is  180 cam degrees from #1.  Means that #8 reaches TDC at 630 crank
degrees.

Anyone willing to answer some "flat" crank questions off list?
Shannen

------------------------------

From: "Walter Sherwin" <wsherwin@xxx.com>
Date: Fri, 8 Jan 1999 00:42:28 -0800
Subject: Re: Injector Duty Monitor

>
>I disagree, Walt-- duty cycle is time on per event spacing, not time on per
>max time allowed by the program. It is only semantics, but time on per
>event spacing is what any normal meter will read, plus it is the definition
>of duty cycle which will relate directly to fuel used per unit time and
>thus directly to horsepower.
>
>Greg
>
>
I guess it all boils down to "For What Purpose" a person wants to know the
duty cycle of the injector.     If it is for the purpose of estimating fuel
per unit time, or horsepower, then a conventional duty meter will work fine.
If it is for the purpose of examining the remaining injector "headroom" of
your particular control system (ie: for injector sizing and tailbiting
issues), then you would need to look at things as previously outlined.
Yes/No?

Walt.

------------------------------

From: Marc Piccioni <mpiccioni@xxx.net>
Date: Thu, 7 Jan 1999 22:41:42 -0700
Subject: RE: ECM and Chip help

I know where their is a complete vehicle ( as of 4 months ago), I can pass along info if requested.

- ----------
From: 	David A. Cooley[SMTP:n5xmt@xxx.net]
Sent: 	January 7, 1999 6:17 PM
To: 	diy_efi@xxx.edu
Subject: 	ECM and Chip help

Hello all,
a friend is Looking to find a chip or ECM...
ECM part number is: 1226025
The chip broadcast code is APM or CDC.
These were used in the 1983 Carbureted Turbo V6 buick Regals.
Thanks,
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.
===========================================================


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------------------------------

From: Marc Piccioni <mpiccioni@xxx.net>
Date: Thu, 7 Jan 1999 22:43:53 -0700
Subject: RE: Photo Radar

Got a 3M P/N for the stuff?
/Marc

- ----------
From: 	Eric Schumacher[SMTP:e.schumacher@xxx.net]
Sent: 	January 6, 1999 11:08 PM
To: 	diy_efi@xxx.edu
Subject: 	Re: Photo Radar

3M makes some stuff they call Louver Film. It comes in a sheet (.062 or
,032 thick) and built like a venitian blind, so restricts the viewing
angle. Opaque off the design axis and clear on  axis.  We use it in the
dispay biz to control the viewing angle of flat panel displays. 
Lotsa Luck Eric
85 GTI with VR6 Power


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`
end

------------------------------

From: Marc Piccioni <mpiccioni@xxx.net>
Date: Thu, 7 Jan 1999 22:49:58 -0700
Subject: RE: Water Injection Thread

install a reverse rotation cam, distributor gears, starter, water pump and 
viola. reverse rotation engine are used frequently in dual engine marine 
applications.

- ----------
From: 	Shannen Durphey[SMTP:shannen@xxx.com]
Sent: 	January 7, 1999 9:46 PM
To: 	diy_efi@xxx.edu
Subject: 	Re: Water Injection Thread

I apologise to the list and the writer for this, but I'm not recieving
any source info through my new isp, and without a siggy I can't tell
who  is sending what.  Hopefully the problem will be solved soon.

That said, I've heard stories about 350's swapped into Corvairs, and
rear mounted.  I thought the original powerplant was CCW rotation?
Anyone?

Shannen


diy_efi@xxx.edu wrote:
>
> Clive Apps Techno-Logicals 416 510 0020 wrote:
> >
> > >
> > > In a message dated 1/6/99 8:33:05 AM Eastern Standard Time,
> > > gderian@xxx.net writes:
> > >
> > > > Corvairs also had that setup, after all, they shared chassis with 
the 61-63
> > > >  Tempest.  There are lots more Corvair parts around since they were 
in
> > > >  production thru '69.
> >
> > Corvairs did not have this setup
> > they we rear engine mid tranmission/drive case like VW and Porsche
> >
> > Clive
> >
> > >
> > > Gary,
> > > what type of powertrain did the tempest use?
> > > I though the Tempests were front engine..
> > > Thanks,
> > > Mike V
> The corvair transaxle was VERY similar to the tempest unit, turned end
> for end and connected by a flexible shaft. I believe many parts were
> interchangeable.




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end

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Fri, 08 Jan 1999 01:00:08 -0500
Subject: Re: aluminum block 215" V8 for sale!

diy_efi@xxx.edu wrote:
> 
> -----Original Message-----
> From: Shannen Durphey <shannen@xxx.com>
> To: diy_efi@xxx.edu>
> Date: Thursday, January 07, 1999 11:25 PM
> Subject: Re: aluminum block 215" V8 for sale!
> 
Oh, man.  Shoulda been wearin' a mask when I wrote.
Shannen
> Ya take off for months atta time, and then try to sneak in HA, gotcha
> Bruce
> 
> >diy_efi@xxx.edu wrote:
> >>
> >> I have an aluminum 215 cubic inch (3525 cubic centimeters) V8
> >> from an oldsmobile/buick/triumph/TRV/land rover/etc.
> >>
> ><snip>
> >> Includes transmission!  This is a weird item: automatic trans
> >> with SIX positions/notches on the shifter arm (PRND321 ??) plus
> >> a kickdown lever. NO TORQUE CONVERTER OR CLUTCH; it just has a
> >> disc that looks like a clutch disc, but has boltholes instead of
> >> a friction material.  It bolts onto the flywheel (included with
> >> the engine) and drives the transmission directly.  This is all
> >> that i know about the transmission.
> >>
> >
> >This could be the hydramatic trans that first saw service in 55 Chevy
> >pickup and Olds(called the Jetaway in Olds).  It's got a "taurus
> >coupling" where the converter should be.  Is it aluminum or cast
> >iron?  The ones I've seen are cast, and weigh as much as a smallblock
> >Chebby.  Shift positions on the pickups were, in order, R N 1-4 1-3
> >1-2.  Don't know the Olds, but can get copies of original service
> >literature for both, if needed.
> >
> >> This motor would make a great small car swap, as the entire setup
> >> will weigh less than an iron 4 cylinder by far and is much meaner.
> >> This motor is smaller than a chevy V8 by far enough that
> >> mounting it in a volvo or something would be a piece of cake.
> >>
> >
> >Is bellhousing pattern like triditional Buick/Olds/Pontiac?  What's
> >the engine originally from?
> >Shannen
> >
> >> My price is $500 for everything, not including shipping.
> >> I'm in austin, texas..
> >>
> >> -jake
> >> chickens@xxx.edu
> >

------------------------------

From: Frederic Breitwieser <frederic.breitwieser@xxx.com>
Date: Fri, 08 Jan 1999 05:12:51 +0000
Subject: Re: Water Injection Thread [now U joints]

> > For the work-a-holics, just make a drive shaft using an old shaft, some 1/4
> > plate steel, a lathe, welder, and an axle from a FWD GM midsize.
> The real work-a-holics use a hacksaw.  And don't tell me I can't cut a
> straight line with a hacksaw.
> Shannen

Okay, you can't cut a straight line with a hacksaw.  I tried
this for my mid-engined car - needed a CV on each end,
mating 87 corvette IRS hubs to an Audi FWD transmission,
slopped in the back of the vehicle.  The first attempt was
what you suggested - cutting both the GM and the Audi axles,
inserting a 1/4" circular plate, and welding.  After two
attempts, I realized I couldn't weld them perfectly straight
using the wooden jig I made, so I asked a friend to
fabricate them from scratch.  Less balancing issues, one
piece, no worries about welds giving out (I don't weld as
good as most), etc.

A competent machine shop can spline both sides.


- -- 

Frederic Breitwieser
Bridgeport, CT 06606

http://www.xephic.dynip.com
1993 Supercharged Lincoln Continental
1989 500cid Turbocharged HWMMV
1975 Dodge D200 Club Cab
2000 Buick GTP (V6 twin turbo)

------------------------------

From: Shannen Durphey <shannen@xxx.com>
Date: Fri, 08 Jan 1999 01:21:53 -0500
Subject: Re: Turbo header design

diy_efi@xxx.edu wrote:
> 
>   The tri-Y approach sounds more like the article that I read.  In the article, there were collectors for each bank.  Damn!  I can't find the article!  It is here, under a pile of other treasures, somewhere.  Anyway, they talked about matching the cylinders on each bank to scavenge, put in short baffles that led into a cone shaped collector that narrowed into the exhaust pipe.
>   Now, I hate to share my ignorance with you all, but I have ran into a problem understanding what is probably the most basic operation of a V8 engine.  Here is what I did to determine what cylinders should be matched:
> 
>                 Firing order
>           1  8  4  3  6  5  7  2
> Stroke
>   1.      P  C  I  E  P  C  I  E       (P=power,C=comp,I=intake,E=exht)
>   2.      E  P  C  I  E  P  C  I
>   3.      I  E  P  C  I  E  P  C
>   4.      C  I  E  P  C  I  E  P
> 
>   Why is cylinder #6 at a power stroke while cylinder #1 is also at a power stroke?  I am trying to find out where each of the cylinders are, in their four stroke cycle, when cylinder #1 is at its Power stroke.  What am I doing wrong??  Where is cylinder #6, in its stroke cycle, when cylinder #1 is on the power stroke?
> 
Here.  There's been a couple of answers, this one looks easier to me.
; )

                  Firing order 
                1  8  4  3  6  5  7  2
Cam degrees  
   0/360        C     I     E     P
                   C     I     E     P
      90        P     C     I     E
                   P     C     I     I
     180        E     P     C     I
                   E     P     C     C
     270        I     E     P     C
                   I     E     P      E

Remember, for every 45 degrees of Cam revolution, there is a power
stroke.
Shannen

------------------------------

From: Robert <robert_sgi@xxx.com>
Date: Thu, 7 Jan 1999 22:41:05 -0800 (PST)
Subject: Re: FI system opinion?

Hi, 

This issue of TBI or MPI injection and digital ignition for a 1.3 ltr
engine (but an old version of Renault's 1397 ccm) is keeping me busy
for a while.

I was digging and found out that the products of a company called
"Electromotive Inc." looks like the proper solution.

Here's the Web site:
http://www.electromotive-inc.com/home.htm

And look for TEC-2 (combined FI and distributorless digital ignition)
or HPV-3B (only the ignition, FI feature disabled).
Quite well documented. In order to easily search the site, go to "Site
Map".

Good luck.
Robert


- ---Clive Apps   Techno-Logicals   416 510 0020
<clive@xxx.com> wrote:
>
> > 
> > What we are looking for is a solution to a 1.3/1.6ltr TBI
injection system,
> > and or 1.3 Twincam MPI injection system. Something that can be
preprogrammed
> > and setup as a kit. I have found this solution to the Twincam mpi
and that
> > seems to work. The deal is that WE HAVE to go distributorless
because of the
> > firewall (cam/disty run into the firewall and have to pound it
out) This
> > application is for Suzuki Samurais/Sidekicks.
> > 
> > Aaron
> 
> 
> I think ig you look at the stock ECM from a Kick that it is a GM part
> cehck out out before you do anything else
> they have been pretty well dissected and the stock ECM works well
> on the 1600
> 
> a DIS system from a Quad4 may work with an ECM change using stock
wiring
> if you luck out
> 
> Clive 
> 
> 

_________________________________________________________
DO YOU YAHOO!?
Get your free @xxx.com

------------------------------

From: "Stowe, Ted-SEA" <StowT@xxx.com>
Date: Thu, 7 Jan 1999 22:46:21 -0800 
Subject: RE: aluminum block 215" V8 for sale!

what is it from ? I am very interested. I live up in seattle and this would
make a nice change for my 77 mgb


> -----Original Message-----
> From:	Jake Sternberg [SMTP:chickens@xxx.edu]
> Sent:	Thursday, January 07, 1999 6:08 PM
> To:	diy_efi@xxx.edu
> Subject:	aluminum block 215" V8 for sale!
> 
> 
> I have an aluminum 215 cubic inch (3525 cubic centimeters) V8
> from an oldsmobile/buick/triumph/TRV/land rover/etc.
> 
> This is the aluminum V8 everyone has been talking about. It's
> so light you can pick up the block with one hand, and both
> heads with the other.  The intake manifold is a one-finger
> item.
> 
> Comes disassembled with pistons, rods, nuts, bolts, oil pump,
> pickup screen, oil pan, heads, valve covers, valves, nuts,
> bolts, front cover, rear cover, crank, camshaft, etc..
> exhaust manifolds, intake manifold, flywheel, generator,
> EVERYTHING. (no starter but i think a plain buick V6 will fit)
> 
> Includes transmission!  This is a weird item: automatic trans
> with SIX positions/notches on the shifter arm (PRND321 ??) plus
> a kickdown lever. NO TORQUE CONVERTER OR CLUTCH; it just has a
> disc that looks like a clutch disc, but has boltholes instead of
> a friction material.  It bolts onto the flywheel (included with
> the engine) and drives the transmission directly.  This is all
> that i know about the transmission.
> 
> This motor would make a great small car swap, as the entire setup
> will weigh less than an iron 4 cylinder by far and is much meaner.
> This motor is smaller than a chevy V8 by far enough that
> mounting it in a volvo or something would be a piece of cake.
> 
> My price is $500 for everything, not including shipping.
> I'm in austin, texas..
> 
> -jake
> chickens@xxx.edu
> 

------------------------------

From: "Clarence L.Snyder" <clare.snyder.on.ca@xxx.net>
Date: Fri, 08 Jan 1999 01:50:47 -0500
Subject: Re: Water Injection Thread

Shannen Durphey wrote:
> 
> I apologise to the list and the writer for this, but I'm not recieving
> any source info through my new isp, and without a siggy I can't tell
> who  is sending what.  Hopefully the problem will be solved soon.
> 
> That said, I've heard stories about 350's swapped into Corvairs, and
> rear mounted.  I thought the original powerplant was CCW rotation?
> Anyone?
> 
> Shannen

The infamous "Corveight" = used the Corvette 327, from what I remember.
Saw one at one of the Ontario shows this summer - think it was Waterdown
- - possibly Barrie. About the only 'vair that could beat Don Yenko's 240
stinger.

------------------------------

From: "Clarence L.Snyder" <clare.snyder.on.ca@xxx.net>
Date: Fri, 08 Jan 1999 01:56:06 -0500
Subject: Re: Turbo header design

Greg Hermann wrote:
> 
> >
> >    Care to elaborate on this a little? Are we talking about crank vibration
> >(hamonic balancer/flywheel) or something else over my head? Also, a Chevy
> >V-8 fires every 90 degrees of crank rotation. How does a flat crank V-8
> >fire? Every 180 degrees would make sense, but then it would take 4 turns of
> >the crank to hit all 8?! I am so confused......
> 
> Secondary vibration, due to the fact that piston accelerations are
> different at the top and bottom of the stroke due to con rod angularity. A
> four cylinder has an up and down shafing force at twice crank speed (which
> is sometimes countered fairly well with two "balance shafts" counter
> rotating at twice crank speed.) A flat crank V-8 is like two fours.  Too
> late at night to try to describe the shaking which results. 

The well known "big four buzz" common to modified Ford "B"s, Vauxhaul
2300s, and ford 2300s, as well as the Vegas (ouch!!) My '28 Chevy
National and Vauxhaul HC 2300 twin-carb both buzzed pretty good. Hard to
immagine two of them out of phase!!

------------------------------

From: "Walter Sherwin" <wsherwin@xxx.com>
Date: Fri, 8 Jan 1999 01:57:34 -0800
Subject: Re: Injector Duty Monitor

>From Waterloo Ontario - yes it would read as you state - but no problem.
>What we are trying to do is make sure the injector is not "locked on" or
>run in fire-hose mode. The "experts" say 80% is maximum, and in the
>scenario you propose, anything approaching 80% would be impossible.




Sounds to me like your reason for wanting to monitor "Duty Cycle" is to
primarily assess the remaining control headroom of your system and its
injectors?

It is true that you should size your injectors so as to obtain an 80%
maximum control duty cycle (you can run over 80%, but you have to know your
specific electromechanical dynamic injector constraints).

But, what do you want 80% of?..................In the earlier example, you
would want 80% of the time available for actual injection, or 80% of the
"Ultimate" time.

Once you use up 100% of the ultimate time, you will be out of control and
out of additional injection time,  even though your dash mounted duty
"meter"  would have you believe that you are at a super conservative 33%
duty cycle!

"Duty Meters" are great for certain tasks, I just think that they cannot be
universally applied to all injection control systems without an
understanding of what is to be measured and what is actually being measured.



Walt.

------------------------------

From: "Peter Fenske" <pfenske@xxx.ca>
Date: Thu, 7 Jan 1999 22:55:04 -0800
Subject: Re: Water Injection Thread

Hi Shannen and all

What happened with the 350 swap into the corvair as well as
the "kelmark" is they turned the transaxle upside down backwards
and the engine kept you company in the back seat
Not like the Porche V8 swaps UGG

:peter

------------------------------

From: "Clarence L.Snyder" <clare.snyder.on.ca@xxx.net>
Date: Fri, 08 Jan 1999 02:01:32 -0500
Subject: Re: Water Injection Thread

Marc Piccioni wrote:
> 
> install a reverse rotation cam, distributor gears, starter, water pump and
> viola. reverse rotation engine are used frequently in dual engine marine
> applications.
> 
Not as common as they used to be - many are now geared for reverse
rotation. I believe the same trick was used on the corveight - flip the
ring and pinion in the transaxle to reverse the rotation - like on a
VW/porche

------------------------------

From: "Clarence L.Snyder" <clare.snyder.on.ca@xxx.net>
Date: Fri, 08 Jan 1999 02:07:12 -0500
Subject: Re: aluminum block 215" V8 for sale!

Stowe, Ted-SEA wrote:
> 
> what is it from ? I am very interested. I live up in seattle and this would
> make a nice change for my 77 mgb

Was actually available from the factory with that engine - the MGBV8 and
MGBGTV8. A MUCH better combination than the horrendous MGC with the
Austin Princess / Austin Lorry engine (BIG six)
> >

------------------------------

End of DIY_EFI Digest V4 #18
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