DIY_EFI Digest Sunday, 17 January 1999 Volume 04 : Number 039 In this issue: engine tranny mating Re: 555 EFI Re: 96 ford powerstroke Re: 555 EFI DIS Integration Re: DIS Integration Re: 555 EFI Re: 555 EFI Re: DIS Integration 24000 ppm VSS? Schematic symbol for zero crossing detector Re: TCC switch & questions..... Re: DIS Integration Fw: Haltech E6GM Fw: bin See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "Mike Pilkenton" Date: Sat, 16 Jan 1999 16:26:08 -0800 Subject: engine tranny mating Well I've included three list of experts so I hope someone can help me out. I have a 3.1L GM V6 from a 92 Camaro (basically the 3rd generation 2.8L motor) and a Borg Warner T5 tranny from a 87 S10 Pickup that I need to mate together for my Kit car project. You may ask why not the T5 that came with the Camaro? Well the T5 is basically the same throughout the years but the S-10 version has the shifter 7 inches closer to the engine than the Camaro version that is all the way in back. Problem is the clutch assembly doesn't line up with the spline location on the tranny input shaft. The splines are the same, just too far forward. My guess is the Camaro flywheel is about 1/2 inch thicker than the 2.8 version putting the clutch and pressure plate closer to the tranny. Anybody have any knowledge of these parts? Any Fiero folks doing the 3.1L conversion trick know if the flywheels and clutch parts from the Camaro are different? Will the 2.8 flywheels bolt to the 3.1 crank? Thanks for any advice, Mike ------------------------------ From: "David A. Cooley" Date: Sat, 16 Jan 1999 19:39:51 -0500 Subject: Re: 555 EFI At 12:34 PM 1/16/99 -0500, you wrote: >At 10:12 99-01-16 -0500, you wrote: >>Hmm, would someone who has some EE under their belt e-mail >>me or respond to: >> >>How would someone convert a 0-5v signal to a 3.333-5v signal >>using a 324?. Or is this the "killer". >>Cheers >>Bruce >> > >First: Pass your 0-5V signal through a summing amplifier (one input is >3.333V and the other your signal). The resulting signal should be >3.333-8.333V. > >Second: Pass your 3.333-8.333V signal through am amplifier with a gain of >0.333, or 1/3. Your signal should be 3.333-5V. Nope... Pass it thru a 1/3 gain amp and the level will be from 1.111 to 2.777V =========================================================== 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: "David A. Cooley" Date: Sat, 16 Jan 1999 19:50:22 -0500 Subject: Re: 96 ford powerstroke That's a diesel, Right? Rough idle can be lean injectors, air in the fuel lines, poor compression on one cyl... Then there is the definintion of what constitutes a rough idle... are you just feeling it more? if so, the motor and trans mounts could be suspect. At 01:41 PM 1/16/99 -0800, you wrote: >anyone have a solution for a >problem with a rough idle? >Ford has no idea! > >also, has anyone found a good >performance chip? =========================================================== 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: cosmic.ray@xxx.com (Raymond C Drouillard) Date: Sat, 16 Jan 1999 20:11:07 -0500 Subject: Re: 555 EFI Use a pair of resisters as a voltage devider to reduce it to a 0-1.667 volt signal, then use an op-amp adder to add it to a steady 3.333 V level. You can find the diagram for a voltage adder (summing amplifier) in any book on op-amps. Ray Drouillard On Sat, 16 Jan 1999 10:12:26 -0500 "Bruce Plecan" writes: >Hmm, would someone who has some EE under their belt e-mail >me or respond to: > >How would someone convert a 0-5v signal to a 3.333-5v signal >using a 324?. Or is this the "killer". >Cheers >Bruce > > ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] ------------------------------ From: "Bruce Plecan" Date: Sat, 16 Jan 1999 20:53:24 -0500 Subject: DIS Integration Is the following correct?. There are three Buick v-6 DIS setups 1. 85-87 RWD that uses a crank sensor, and a cam posistion sensor that would go where the distributor would normally. 2. FWD using a crank sensor, and then the cam sensor is in the timing chain cover (meaning there are two seperate sensors). 3. FWD where both the crank, and synch sensors are located on the crankshaft pulley. Thanks Bruce ------------------------------ From: Tedscj@xxx.com Date: Sat, 16 Jan 1999 21:11:54 EST Subject: Re: DIS Integration In a message dated 1/16/99 8:56:46 PM Eastern Standard Time, nacelp@xxx.net writes: << s the following correct?. There are three Buick v-6 DIS setups 1. 85-87 RWD that uses a crank sensor, and a cam posistion sensor that would go where the distributor would normally. 2. FWD using a crank sensor, and then the cam sensor is in the timing chain cover (meaning there are two separate sensors). 3. FWD where both the crank, and synch sensors are located on the crankshaft pulley. Thanks Bruce >> Well, I converted my car to DIS. My DIS came from the FWD 2.8 and 3.1 V6's from about '87 to '91 (maybe later) J-bodies. But I don't think it was used on any Buicks. It utilizes ONE sensor reading off the crankshaft from about it's center (the sensor goes in to the center of the block). There are 7 pulses. 1 every 60 degrees (TDC, TDC+ 60, TDC+120, etc.) plus 1 additional at 10 degrees after TDC for the sync. I just welded some bolt heads on to the edge of one of my pulleys in the appropriate places and then created a bracket for the sensor and it worked. Again, there is only ONE sensor that transmits ALL pulses PLUS the sync pulse. HTH Ted ------------------------------ From: "Bruce Plecan" Date: Sat, 16 Jan 1999 21:23:55 -0500 Subject: Re: 555 EFI - -----Original Message----- From: Raymond C Drouillard To: diy_efi@xxx.edu> Date: Saturday, January 16, 1999 8:44 PM Subject: Re: 555 EFI OK, I found a diagram for a summing amp, but is uses a dual polarity power source, anyone got a clue for how to do a summing amp with just +5v power supply?. Or can it be done with a single?. Bruce >Use a pair of resisters as a voltage devider to reduce it to a 0-1.667 >volt signal, then use an op-amp adder to add it to a steady 3.333 V >level. You can find the diagram for a voltage adder (summing amplifier) >in any book on op-amps. > >Ray Drouillard > > >On Sat, 16 Jan 1999 10:12:26 -0500 "Bruce Plecan" >writes: >>Hmm, would someone who has some EE under their belt e-mail >>me or respond to: >> >>How would someone convert a 0-5v signal to a 3.333-5v signal >>using a 324?. Or is this the "killer". >>Cheers >>Bruce >> >> > >___________________________________________________________________ >You don't need to buy Internet access to use free Internet e-mail. >Get completely free e-mail from Juno at http://www.juno.com/getjuno.html >or call Juno at (800) 654-JUNO [654-5866] > ------------------------------ From: Frederic Breitwieser Date: Sun, 17 Jan 1999 03:19:03 +0000 Subject: Re: 555 EFI > OK, I found a diagram for a summing amp, but is uses a dual polarity > power source, anyone got a clue for how to do a summing amp with > just +5v power supply?. Or can it be done with a single?. Easy... I've done this before... however certain op-amps, with JFET inputs tend to lose some consistancy in their amplifications or inverting... the LM324 and the 741 and 741C do just fine. Put a 1k resistor between +V and the "virtual ground" and a 1k resistor between -V (real ground) and the "virtual ground". Then, you have a split power supply for Op-Amps. This works very well, and I've done this many, many times for little amplifier projects where the pre-amp stage needed to have a split powersupply, and I didn't want to run two 9V batteries, just one. Can you picture it, or should I do a quickie GIF tomorrow? - -- Frederic Breitwieser Bridgeport, CT 06606 http://www.xephic.dynip.com 1993 Superchaged Lincoln Continental 1989 500cid Turbocharged HWMMV 1975 Dodge D200 Club Cab 2000 Buick GTP (twin turbo V6) ------------------------------ From: Frederic Breitwieser Date: Sun, 17 Jan 1999 03:20:12 +0000 Subject: Re: DIS Integration > 1. 85-87 RWD that uses a crank sensor, and a cam posistion > sensor that would go where the distributor would normally. > > 2. FWD using a crank sensor, and then the cam sensor is in the > timing chain cover (meaning there are two seperate sensors). > > 3. FWD where both the crank, and synch sensors are located > on the crankshaft pulley. The bottom two are absolutely correct, however I have personally never seen the first, even though I'm sure it exists. ------------------------------ From: Ludis Langens Date: Sat, 16 Jan 1999 20:40:43 -0800 Subject: 24000 ppm VSS? I've come across a PROM which appears to expect a 24000 pulse-per-mile VSS. Its the ANAM1667 used in the 1227748 ECM. This PROM configures a VSS interface chip to perform an extra "divide-by-6". Other PROMs for this ECM set it to "divide-by-1" mode. The ANAM PROM also has an extra factor of six in the VSS to vehicle speed calculation code (which gets the VSS signal before the hardware divide). Could this PROM be for a reluctor type VSS? I should have kept track of what type of car it came out of. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ From: Ludis Langens Date: Sat, 16 Jan 1999 20:59:44 -0800 Subject: Schematic symbol for zero crossing detector I wish to create a schematic symbol for a chip which contains a zero crossing detector. Instead of just a black box, I'd like to make the functionality obvious with a mini-schematic of a zero crossing detector. The detector functions as follows: If the input voltage is much below zero, or much above zero, the digital output is "low". If the input voltage is close to zero, the output is "high". This is different than a simple comparator checking against zero volts. Is there a standard symbol for this? It could be drawn/built with two comparators but the input would need lots of resistor biasing because there is no negative power supply. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ From: Barry Tisdale Date: Sun, 17 Jan 1999 00:05:29 -0500 Subject: Re: TCC switch & questions..... Please explain - Barry At 05:01 PM 1/16/99 -0500, you wrote: > >-----Original Message----- >From: Barry Tisdale >To: diy_efi@xxx.edu> >Date: Saturday, January 16, 1999 4:44 PM >Subject: Re: TCC switch & questions..... > >I see all the difference in the world, maybe a letter to B Hartman would >be in order >Bruce ------------------------------ From: "Mike Pitts" Date: Sun, 17 Jan 1999 02:10:51 -0500 Subject: Re: DIS Integration >> 1. 85-87 RWD that uses a crank sensor, and a cam posistion >> sensor that would go where the distributor would normally. This correctly describes the system used on Buick Turbo engines of the 84-87 model years. (And '89 TTA) The crank hub has three interrupters equally spaced at 120 deg. The cam position sensor has one window. All the cam position sensor is used for, as far as timing is concerned, is telling the module which crank interrupter is #1. Fuel wise, it is used for the timing of the sequential fueling system, since it would be impossible to determine the proper sequential fuel timing from the crank (720 degrees per 6 injector rotation). I am interested in adding DIS to my 4.3L Chevy V6. Adding a method of determining the #1 cyl. is probably all that would be needed since the six point "star" inside the distributor could suffice as a crank sensor replacement as it provides 3 pulses for every 360 deg. of the crank. - -Mike ------------------------------ From: "paul" Date: Sun, 17 Jan 1999 20:36:16 +1100 Subject: Fw: Haltech E6GM - ---------- > From: paul > To: diy_efi@xxx.edu > Subject: Re: Haltech E6GM > Date: Saturday, January 16, 1999 10:05 PM > > Hi All, > The reason I am selling the haltech e6gm is that I bought another > race car ,from a guy called Doug robson whos name appears in the archive > files. > Doug if you read this contact me....... > My wife won't let me keep two race cars so I am selling bits and pieces and > or the whole car. the E6gm price is about AUS$1000 .A loom and sensors > could be supplied at a price.p.s only used on Sundays. > PAUL > > ---------- > > From: Robert E. Yorke > > To: diy_efi@xxx.edu > > Subject: Re: Haltech E6GM > > Date: Saturday, January 16, 1999 5:31 PM > > > > Paul: > > > > If you found it to be so user friendly, why do you want to sell it? At > any > > rate, what is your asking price? > > > > > > At 03:10 PM 1/16/1999 +1100, you wrote: > > >Hi There, > > > Maybe I can Help.I own a Haltech E6GM and an Autronic SMC > > >unit. > > >The E6GM has 22 fuel ranges every 500rpm up to 10500rpm or 17 fuel > ranges > > >every 1000rpm up to 16000rpm and 32 load points per range. > > > These are the same for spark and fuel which gives a very precise > > >adjustment. > > >this is also interpolated to work out smaller increments. > > >This system is definately much more user friendly than the Autronic > system. > > >Another great feature is the data logging but the laptop must be plugged > in > > >for recording the info.I hope this info has been useful. > > >P.S my E6GM ecm is for sale but I live in Australia so someone else > out > > >there may be interested. > > >PAUL. > > >---------- > > >> From: Charles Brooks > > >> To: diy_efi@xxx.edu > > >> Subject: Re: Haltech E6GM > > >> Date: Saturday, January 16, 1999 12:22 PM > > >> > > >> Is the E6GM capable of 500 RPM resolution? It's hard to tell > > >> from the Haltech page, and the post in the archives didn't > > >> elaborate. If so then I don't see any problem for my > > >> application. Hhmm, seems like I'm trying to talk myself into > > >> the Haltech unit, A 500 dollar difference is a persuasive > > >> argument :) > > >> > > >> Charles Brooks > > >> > > >> > > >> > > >> Bruce Plecan wrote: > > >> > > > >> > 1,000 rpm for a 12,000 rpm capacity calibration, 500 rpm resolution > for > > >a > > >> > 6,000 rpm calibation. Meaning no correction over 6,000 rpm not > > >> > that the ecm wouldn't work at higher speeds. > > >> > Bruce > > ------------------------------ From: "paul" Date: Sun, 17 Jan 1999 20:45:57 +1100 Subject: Fw: bin This is a multi-part message in MIME format. - ------=_NextPart_000_01BE425A.625CEEA0 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit - ---------- > From: paul > To: Bruce Plecan > Subject: Re: bin > Date: Sunday, January 17, 1999 8:43 PM > > Hi ALL, > Here are two Haltech programs for anyone to view .The first is > the VNV6 program, this came with my unit when I purchased it it is for a > Holden commodore (AUST.) The second program is from my Gemini race car > (isuzu I-mark in the U.S).It is for a 4 cylinder norm.asprirated Isuzu twin > cam .The engine made 120hp at the wheels. > > ---------- > > From: Bruce Plecan > > To: paul > > Subject: Re: bin > > Date: Sunday, January 17, 1999 1:10 AM > > > > Don't bother doing anything to them, just use the file extension > > .6am, and send them as attachments to this same address. > > The E6GM is a new animal for me, and I'm just trying to get a > > bunch of files, so I can get a feel for what kind of car likes what. > > THANKS > > Bruce > > > > > > >If you are asking me (PAUL) I have one or two that I could send as long > as > > >you tell me how to send these files and where to. > > >PAUL. > > > > > >---------- > > >> From: Bruce Plecan > > >> To: gem@xxx.au > > >> Subject: bin > > >> Date: Saturday, January 16, 1999 3:49 PM > > >> > > >> >From incoming, > > >> ya got any haltech calibrations that you wouldn't mind sharing?. > > >> With just a word about what it's for?. > > >> Cheers > > >> Bruce > > >> > > > - ------=_NextPart_000_01BE425A.625CEEA0 Content-Type: application/octet-stream; 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