DIY_EFI Digest Monday, 18 January 1999 Volume 04 : Number 042 In this issue: Totaly off Track from EFI RE: GM TPI tips for a newbie Re: DFI info Re: Ignition coil inductance? Is this DFI(Chyrsler injector head) RE: Haltech E6GM Re: DIS Integration Re: GM TPI tips for a newbie Re: DIS Integration Astro ECM Re: DFI info RE: Haltech E6GM Malfunction Flag Q DIS enhancement 555 EFI Re: DFI info Re: Astro ECM Re: Is this DFI(Chyrsler injector head) RE: Astro ECM Re: DIY_EFI FTP directory RE: GM TPI tips for a newbie Re: 96 ford powerstroke Re: GM TPI tips for a newbie Re: GM TPI tips for a newbie Re: GM TPI tips for a newbie Re: Photo Radar (non EFI) Re: Chyrsler injector head Bin to ECM ID Volvo FI help request Spark timing, '747 RE: Malfunction Flag Q DIS enhancement RE: 555 EFI Re: DIS Integration Re: Spark timing, '747 See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: Niki Albury Date: Mon, 18 Jan 1999 23:13:48 +1100 Subject: Totaly off Track from EFI hi guys Sorry about getting off track from EFI....but still using the same devices that some of you guys use.......PIC chips.... Now I know that they are very nice little chips but how do i make them do what i want them to do???? If any of you guys have played with UHF/VHF radio then you would prob know about repeater ID's. For those who dont ( and are intersted ) they simply give out an ID every 8 - 10 mins and after each transmission will give out a little BEEP to indicate the TX is over and the last little item is a TIME OUT Timmer, after 3 or so mins the radio will time out and reset the timmer ......simple eh!! so the info I need is: * which PIC chip would I need ? * how do I make it do the timming for the ID & time out * can i make the PIC put out an audio BEEP???? the ID out put is to be a single shot to control a Voice chip for the ID & if the PIC can not control the BEEP it also is to be a single shot. well if any one can help .........please do!! Justin again ........sorry about off topic!!! ------------------------------ From: "Guenther,Max" Date: Mon, 18 Jan 1999 07:50:48 -0500 Subject: RE: GM TPI tips for a newbie You mentioned a program to crack the GM prom for tpi for about $150. I'm interested, do you have any more info? Does it work on 90,91 MAP systems? >---------- >From: Bruce Plecan[SMTP:nacelp@xxx.net] >Reply To: diy_efi@xxx.edu >Sent: Wednesday, January 13, 1999 8:09 PM >To: diy_efi@xxx.edu >Subject: Re: GM TPI tips for a newbie > > >-----Original Message----- >From: Charles Brooks >To: DIY_EFI Fuel Injection List >Date: Wednesday, January 13, 1999 6:40 PM >Subject: GM TPI tips for a newbie > >Your options, are dictated only by what you want to spend or learn. >If you have money, and just want to get something running as mentioned >a laptop programable ecm is an option. If you have a laptop, and $695 to >$3,000. If you want to learn, and crack the ecm program $150. >You want to use the oem ecm but forgo all the "cracking" The Turbo Shop >has programs for "burning" chips. Mechanically there isn't much difference >from what you have to a 89, but ecm/MAF wise there is a difference. >You could go to the 90-92 ecm, and go MAP. Best thing is reading the >archives, and figure what works best for you. Might read some about >Programming 101, if your starting at ground zero and really want to learn >something. >Cheers+Welcome >Bruce > >>Hi all, I joined the list to gain more info on EFI operations >>and maybe a little knowledge, If I don't get lost too quickly! >> >>I have a 1987 Monte Carlo SS as a pet project. I recently >>installed a built 406 and I've been contemplating an EFI swap. >>Well, I stumbled onto a TPI setup from a 1985 5.0 Camaro and >>contemplation time seems to be over :) >> >>The 406 flows A WHOLE LOT MORE AIR than the 5.0 so I know I >>need to use larger injectors. My guess was 28-32 Lb units but >>I'm not sure. I've spoken with a few places about a custom >>chip for the ECM but everyone seems to carry "Off the Shelf" >>chips instead of doing any custom work. I'm unsure of my >>options at this point. >> >>Charles >> > > ------------------------------ From: "Randy" Date: Mon, 18 Jan 1999 08:13:29 -0400 Subject: Re: DFI info 1. replaces the stock ecm, not pin for pin, rewiring is needed. 2. does not use VATS 3. does not control EGR 4. knock retard is not progammable, timing is fully programmable. 5. does not use MAF, can be setup for speed density or alfa-n. 6. will not use Diacom, calmap is its own program, allows you to view or change anything. No real diagnostics, (codes). 7.ECM alone is about $550 with wires and sensors kit is about $800 8. rev limit via fuel cutoff is programmable. 9. timing, fuel, idle speed, enrichment (TPS and MAP), cold enrich (aka choke), NOS control, fan on temp, these are all fully programmable. 10. NOS control can be used for TH400 kickdown, I did this on my '77 truck. set by RPM and TPS % 11. TCC is controled only by RPM and MAP has no speed input. If you need to pass some sort of emmission test on the EGR this system is not reccomended by me. Both of my systems are the older spark/fuel management ECM's, Accel does have a newer ECM that can do SFI. over a grand as I recall. Accel does make a piggyback system, I know nothing about that one. I hope this helps, any more questions? Later, > Can someone tell me about the DFI batchfire setup? I just saw one > advertised and I'd like to get a little more info. > > Thanks, > > Charles Brooks > Randy Braun '77 C-10 pick-up, DFI-Tuned Port, 350, for Sale '89 K2500 C6P stock '82 Firebird, DFI, ZZ3 '91 GTA, Stock ------------------------------ From: Wen Yen Chan Date: Mon, 18 Jan 1999 08:23:15 -0500 Subject: Re: Ignition coil inductance? Hello, Most Honda coils are a couple millihenrys on the primary side and a couple henries on the secondary. Wen On Fri, 15 Jan 1999, Don Holtz wrote: > Hello! > > I am working on a device for testing ECM functionality. When completed it > will be able to measure a variety of ECM parameters like injector duty, etc. > > Can anyone guess at what a good "typical" primary-side ignition coil > inductance value might be? A range of value would be good. > > I need to know this because my tester is essentialy simulating engine > function while taking measurements. So, I also need to simulate the > ignition circuitry too. > > I hope this makes some sense. > > Cheers, > Don > > > > > > ------------------------------ From: "Jason Rauch" Date: Mon, 18 Jan 1999 05:51:53 PST Subject: Is this DFI(Chyrsler injector head) Hello, This link describes what I belive to be direct fuel injection, anyone heard of this? It is just a injector spraying fuel right into the cylinder bore, but I thought it needed special components to work with a very high fuel pressure and wasn't oem bound for quite some time. www.media.chrysler.com/wwwprkt/25aa.htm ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ From: Mike Buckham Date: Mon, 18 Jan 1999 13:59:29 -0000 Subject: RE: Haltech E6GM >---------- >From: bearbvd@xxx.net] >Reply To: diy_efi@xxx.edu >Sent: 16 January 1999 01:13 >To: diy_efi@xxx.edu >Subject: Re: Haltech E6GM > >>I did a little reading through the archives and came across a post >>which mentioned that one drawback to the E6GM was that the RPM >>increments were 1000RPM as opposed to 500RPM in another system. >> >>Can someone explain the difference in operation and the effect on >>programming as well as driveablity? >> >>TIA, >> >>Charles Brooks > >Your fuel and timing maps are basically a matrix of (engine) load vs. >speed, with fuel/advance values at each point on the chart. Either MAF or >MAP is used as the load indicator, RPM as the speed indicator. Having >mapped points every 500 RPM (with respect to speed) results in twice as >many points on each chart as having them every 1000 RPM would. This leads >to more accurate tuning. On the best systems, RPM increments and load >increments are user selectable, and do not necessarily have to be evenly >spaced (for instance, you could choose to lay your RPM increments out so >that each higher one was an equal percentage greater than the one below!!) > >Take a look at the web sites for MoTeC and/or Autronics if you want to get >a good idea of what programming options are available on higher end units. http:\\www.motec.com http:\\www.autronics.com > >Also, there was a thread a few weeks ago talking about the effect of the >minimum increment in injector pulse width of which a given ecu is capable >of incrementing, and the effect of that factor on a tuner's ability to get >an engine to idle in a civilized manner--particularly if using a big cam >and/or injectors. IMHO, a unit with a minimum pw increment of more than 16 >us --preferably 8 or 10 us (us, not ms) is not worth a #$@% for a >STREETABLE hypo application. Check this out carefully before you buy!! > >Regards, Greg > > > ------------------------------ From: Pat Ford Date: Mon, 18 Jan 1999 08:59:42 -0500 Subject: Re: DIS Integration On Sat, 16 Jan 1999 Tedscj@xxx.com wrote: > Date: Sat, 16 Jan 1999 21:11:54 EST > From: Tedscj@xxx.com > To: diy_efi@xxx.edu > 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 > how are you handling advance? I'm trying to pin the cavaler (sp??) dis module on my Landrover ( getting rid of the @#$!$# lucas stuff) and the engine is down abit in the advance with just the dis built in adv. 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: "Bruce Plecan" Date: Mon, 18 Jan 1999 09:38:39 -0500 Subject: Re: GM TPI tips for a newbie - -----Original Message----- From: Guenther,Max To: 'diy_efi@xxx.edu> Date: Monday, January 18, 1999 8:11 AM Subject: RE: GM TPI tips for a newbie You misreread what I said, If you want to learn, and crack the ecm program, about $150 which is different from a program to crack the ecm program for $150. First one, envolves learning..... Cheers Bruce snip >You mentioned a program to crack the GM prom for tpi for about $150. I'm >interested, do you have any more info? Does it work on 90,91 MAP >systems? If you want to learn, and crack the ecm program $150. >>You want to use the oem ecm but forgo all the "cracking" The Turbo Shop >>has programs for "burning" chips. Mechanically there isn't much difference >>from what you have to a 89, but ecm/MAF wise there is a difference. >>You could go to the 90-92 ecm, and go MAP. Best thing is reading the >>archives, and figure what works best for you. Might read some about >>Programming 101, if your starting at ground zero and really want to learn >>something. >>Cheers+Welcome >>Bruce snip> ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 10:06:43 -0500 Subject: Re: DIS Integration > >how are you handling advance? I'm trying to pin the cavaler (sp??) dis >module on my Landrover ( getting rid of the @#$!$# lucas stuff) and the >engine is down abit in the advance with just the dis built in adv. > >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: rauscher@xxx.com Date: Mon, 18 Jan 99 10:02:09 -0500 Subject: Astro ECM Was wondering if someone could help. I was at the 'U-pull-it' this weekend getting the final parts for my EFI system. Looking for a spare '747 ECM, I pulled from an Astro van an ECM that wasn't what I expected. I didn't get the year on the Astro van. I don't remember the number too well, but it was something like: 124x136 The 'x' being a number. It had the same form factor as a '747, so I pulled the PROM cover. It had a masked ROM in the holder, along with the resister pack, just like the '747. I put the cover back and left it there, as I found a true '747. Is this possibly an updated version of the '747? Should I have gotten it? What was it? BobR. - -- ------------------------------ From: Charles Brooks Date: Mon, 18 Jan 1999 10:08:04 -0500 Subject: Re: DFI info Yeah, that helps. Sounds like a decent system. I saw it advertised for 500 bucks and included the ECM and software. I want to use a sequential system when I do the TPI swap though. Thanks again, Charles Brooks Randy wrote: > > 1. replaces the stock ecm, not pin for pin, rewiring is needed. > 2. does not use VATS > 3. does not control EGR > 4. knock retard is not progammable, timing is fully programmable. > 5. does not use MAF, can be setup for speed density or alfa-n. > 6. will not use Diacom, calmap is its own program, allows you to > view or change anything. No real diagnostics, (codes). > 7.ECM alone is about $550 with wires and sensors kit is about > $800 > 8. rev limit via fuel cutoff is programmable. > 9. timing, fuel, idle speed, enrichment (TPS and MAP), cold > enrich (aka choke), NOS control, fan on temp, these are all fully > programmable. > 10. NOS control can be used for TH400 kickdown, I did > this on my '77 truck. set by RPM and TPS % > 11. TCC is controled only by RPM and MAP has no speed input. > > If you need to pass some sort of emmission test on the EGR this > system is not reccomended by me. > Both of my systems are the older spark/fuel management ECM's, > Accel does have a newer ECM that can do SFI. over a grand as I > recall. > Accel does make a piggyback system, I know nothing about that > one. > > I hope this helps, any more questions? > ------------------------------ From: Mike Buckham Date: Mon, 18 Jan 1999 15:09:52 -0000 Subject: RE: Haltech E6GM Oops - I meant to forward this to someone, not reply. Sorry all. >---------- >From: Mike Buckham >Reply To: diy_efi@xxx.edu >Sent: 18 January 1999 13:59 >To: 'diy_efi@xxx.edu' >Subject: RE: Haltech E6GM > > > >>---------- >>From: bearbvd@xxx.net] >>Reply To: diy_efi@xxx.edu >>Sent: 16 January 1999 01:13 >>To: diy_efi@xxx.edu >>Subject: Re: Haltech E6GM >> >>>I did a little reading through the archives and came across a post >>>which mentioned that one drawback to the E6GM was that the RPM >>>increments were 1000RPM as opposed to 500RPM in another system. >>> >>>Can someone explain the difference in operation and the effect on >>>programming as well as driveablity? >>> >>>TIA, >>> >>>Charles Brooks >> >>Your fuel and timing maps are basically a matrix of (engine) load vs. >>speed, with fuel/advance values at each point on the chart. Either MAF or >>MAP is used as the load indicator, RPM as the speed indicator. Having >>mapped points every 500 RPM (with respect to speed) results in twice as >>many points on each chart as having them every 1000 RPM would. This leads >>to more accurate tuning. On the best systems, RPM increments and load >>increments are user selectable, and do not necessarily have to be evenly >>spaced (for instance, you could choose to lay your RPM increments out so >>that each higher one was an equal percentage greater than the one below!!) >> >>Take a look at the web sites for MoTeC and/or Autronics if you want to get >>a good idea of what programming options are available on higher end units. > >http:\\www.motec.com >http:\\www.autronics.com >> >>Also, there was a thread a few weeks ago talking about the effect of the >>minimum increment in injector pulse width of which a given ecu is capable >>of incrementing, and the effect of that factor on a tuner's ability to get >>an engine to idle in a civilized manner--particularly if using a big cam >>and/or injectors. IMHO, a unit with a minimum pw increment of more than 16 >>us --preferably 8 or 10 us (us, not ms) is not worth a #$@% for a >>STREETABLE hypo application. Check this out carefully before you buy!! >> >>Regards, Greg >> >> >> > ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 10:15:47 -0500 Subject: Malfunction Flag Q DIS enhancement If someone wanted to use an ecm as a just a timing control for a DIS, would just wiring up the ignition module, and disabling all the malfunction flags allow the ecm to do that, with out it being in limp home mode?.. Of course the power, and grounds for the ecm would be hooked up. Would using resistors of fixed values be necessary for like TPS/MAP?.. or best to use them for CTS/IAT etc.?. Cheers Bruce ------------------------------ From: rauscher@xxx.com Date: Mon, 18 Jan 99 10:23:22 -0500 Subject: 555 EFI Ya know' thinking about this, it just may work. Trigger the 555 from the distributor, divided by whatever to fire the injectors the number of times per rev. Drive pin 5 (labeled 'control voltage' in the NS data book), from a summing junction that has as input: change in TPS (open more, short duration) RPM MAP CTS The only real downside, would be the VE. You would need to build a non-linear function into the RPM/MAP areas. If kept simple, just as a way of running a system, it might be worth it. Maybe as a trunk 'backup system' for when the real ECM dies too far from home? BobR. P.S. Bruce, for the TPS, no level shifting required. Just tie one end of the TPS to +5v, the other end to +3.33v, Wha-la... (get the 3.33v from a LM317 adj volt reg, or a resister divider). - -- ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 10:31:23 -0500 Subject: Re: DFI info - -----Original Message----- From: Charles Brooks To: diy_efi@xxx.edu> Date: Monday, January 18, 1999 10:23 AM Subject: Re: DFI info Why SEFI?. From what I've read other than a slight improvement in idle, light cruise emissions there doesn't seem to be any real gains with it. Bruce >Yeah, that helps. Sounds like a decent system. I saw it advertised >for 500 bucks and included the ECM and software. I want to use >a sequential system when I do the TPI swap though. > >Thanks again, > >Charles Brooks > >Randy wrote: >> >> 1. replaces the stock ecm, not pin for pin, rewiring is needed. >> 2. does not use VATS >> 3. does not control EGR >> 4. knock retard is not progammable, timing is fully programmable. >> 5. does not use MAF, can be setup for speed density or alfa-n. >> 6. will not use Diacom, calmap is its own program, allows you to >> view or change anything. No real diagnostics, (codes). >> 7.ECM alone is about $550 with wires and sensors kit is about >> $800 >> 8. rev limit via fuel cutoff is programmable. >> 9. timing, fuel, idle speed, enrichment (TPS and MAP), cold >> enrich (aka choke), NOS control, fan on temp, these are all fully >> programmable. >> 10. NOS control can be used for TH400 kickdown, I did >> this on my '77 truck. set by RPM and TPS % >> 11. TCC is controled only by RPM and MAP has no speed input. >> >> If you need to pass some sort of emmission test on the EGR this >> system is not reccomended by me. >> Both of my systems are the older spark/fuel management ECM's, >> Accel does have a newer ECM that can do SFI. over a grand as I >> recall. >> Accel does make a piggyback system, I know nothing about that >> one. >> >> I hope this helps, any more questions? >> > ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 10:36:53 -0500 Subject: Re: Astro ECM - -----Original Message----- From: rauscher@xxx.com> To: DIY_EFI@xxx.edu> Date: Monday, January 18, 1999 10:22 AM Subject: Astro ECM Those numbers don't make sense 1224xxx is from like 80/81.. Bruce > > >Was wondering if someone could help. I was at the >'U-pull-it' this weekend getting the final parts >for my EFI system. > >Looking for a spare '747 ECM, I pulled from an >Astro van an ECM that wasn't what I expected. >I didn't get the year on the Astro van. > > >I don't remember the number too well, but it was >something like: > > 124x136 The 'x' being a number. > > >It had the same form factor as a '747, so I pulled >the PROM cover. It had a masked ROM in the holder, >along with the resister pack, just like the '747. >I put the cover back and left it there, as I found >a true '747. > > >Is this possibly an updated version of the '747? >Should I have gotten it? What was it? > > >BobR. > > >-- > > ------------------------------ From: "Gary Derian" Date: Mon, 18 Jan 1999 10:39:41 -0500 Subject: Re: Is this DFI(Chyrsler injector head) Cylinder head - yes, combustion chamber - no. An injector can be mounted in the head and squirt into the intake port. Gary Derian - -----Original Message----- From: Jason Rauch To: diy_efi@xxx.edu> Date: Monday, January 18, 1999 8:57 AM Subject: Is this DFI(Chyrsler injector head) >Hello, >This link describes what I belive to be direct fuel injection, anyone >heard of this? It is just a injector spraying fuel right into the >cylinder bore, but I thought it needed special components to work with a >very high fuel pressure and wasn't oem bound for quite some time. > >www.media.chrysler.com/wwwprkt/25aa.htm > >______________________________________________________ >Get Your Private, Free Email at http://www.hotmail.com ------------------------------ From: "Ward Spoonemore" Date: Mon, 18 Jan 1999 08:10:52 -0800 Subject: RE: Astro ECM There are only tow possible "122xxxx" ECM's in Astro's, the 1227747 and 1228062. 1227747 in Astro's 87 - 90 1228062 in Astro's 88 - 91 The 1227747 is more popular in standard duty (GVWW lt 8500 lbs) 5.0l & 5.7l equipped C/K trucks, 86 - 92. The 1227747 is calibration template type $42 the 1228062 is calibration template type $4E Both types have the same hardware but different firmware and thus different calibration lay outs. Ward > -----Original Message----- > From: owner-diy_efi@xxx.edu > [mailto:owner-diy_efi@xxx.edu]On Behalf Of > rauscher@xxx.com > Sent: Monday, January 18, 1999 7:02 AM > To: DIY_EFI@xxx.edu > Subject: Astro ECM > > > > > Was wondering if someone could help. I was at the > 'U-pull-it' this weekend getting the final parts > for my EFI system. > > Looking for a spare '747 ECM, I pulled from an > Astro van an ECM that wasn't what I expected. > I didn't get the year on the Astro van. > > > I don't remember the number too well, but it was > something like: > > 124x136 The 'x' being a number. > > > It had the same form factor as a '747, so I pulled > the PROM cover. It had a masked ROM in the holder, > along with the resister pack, just like the '747. > I put the cover back and left it there, as I found > a true '747. > > > Is this possibly an updated version of the '747? > Should I have gotten it? What was it? > > > BobR. > > > -- > > ------------------------------ From: steve ravet Date: Mon, 18 Jan 1999 10:15:23 -0600 Subject: Re: DIY_EFI FTP directory I've begun putting one together. There's a link on the main WWW page called "ftp site index" or something like that. People have been pretty good about notifying the list when they upload, so if you're curious about a particular file try searching the archives for the filename. - --steve Charles Brooks wrote: > > Does anyone have a description of the files in the FTP > directory? I don't really want to down load each file > just to see what it is :) > > Charles Brooks ------------------------------ From: "Guenther,Max" Date: Mon, 18 Jan 1999 11:14:14 -0500 Subject: RE: GM TPI tips for a newbie The proms are programed in a large group of numbers and addresses in hex. I have no idea which values go with which function or how the maps are arranged. I have been looking for books on the subject but have not found any which go any further than "try buying a performance prom". Any guidence would be appreciated. especially for a 90-91 MAP TPI Thanks, Max >---------- >From: Bruce Plecan[SMTP:nacelp@xxx.net] >Reply To: diy_efi@xxx.edu >Sent: Monday, January 18, 1999 9:38 AM >To: diy_efi@xxx.edu >Subject: Re: GM TPI tips for a newbie > > >-----Original Message----- >From: Guenther,Max >To: 'diy_efi@xxx.edu> >Date: Monday, January 18, 1999 8:11 AM >Subject: RE: GM TPI tips for a newbie > >You misreread what I said, If you want to learn, and crack the ecm program, >about $150 which is different from a program to crack the ecm program >for $150. First one, envolves learning..... >Cheers >Bruce > >snip > >>You mentioned a program to crack the GM prom for tpi for about $150. I'm >>interested, do you have any more info? Does it work on 90,91 MAP >>systems? > If you want to learn, and crack the ecm program $150. >>>You want to use the oem ecm but forgo all the "cracking" The Turbo Shop >>>has programs for "burning" chips. Mechanically there isn't much >difference >>>from what you have to a 89, but ecm/MAF wise there is a difference. >>>You could go to the 90-92 ecm, and go MAP. Best thing is reading the >>>archives, and figure what works best for you. Might read some about >>>Programming 101, if your starting at ground zero and really want to learn >>>something. >>>Cheers+Welcome >>>Bruce >snip> > > ------------------------------ From: Marti Date: Mon, 18 Jan 1999 09:13:17 -0700 Subject: Re: 96 ford powerstroke jq wrote: > > anyone have a solution for a > problem with a rough idle? > Ford has no idea! > > also, has anyone found a good > performance chip? I had a similar problem, also loss of smoothness and power at hard throttle only when fully warm. I was about to try playing with modifying the oil temp signal to the ECU (the PS uses oil temp, not coolant to set parameters) but sold the truck before I got around to it. I have also heard that oil foaming (since engine oil at high pressure is what actuates the injectors) is the culprit. Don't have the URL any longer but search for 'Jason's Powerstroke Web Page'. This is a very well put together message board, and includes tech tips. Mike Jones ------------------------------ From: "Andrew K. Mattei" Date: Mon, 18 Jan 1999 11:29:25 -0500 Subject: Re: GM TPI tips for a newbie "Guenther,Max" wrote: > > The proms are programed in a large group of numbers and addresses in > hex. I have no idea which values go with which function or how the maps > are arranged. I have been looking for books on the subject but have not > found any which go any further than "try buying a performance prom". Well, allow me to jump in. I've been doing this for, oh, about week now (yup, I'm a newbie too). What I found helpful was to go all over the DIY-EFI web site - the archives, the Incoming FTP files, **Programming 101**, Tuning Tips, Ludis' info, downloaded 90% of the files in the ftp incoming section, playing with Promedit (with gnuplot), Promgrammer (from the syty.org site), GMER, many of the .bin files from the ftp, etc... Just getting my feet wet. No, I'm no expert, but everyone's gotta start somewhere, right? So far, I haven't found the "instant revelation" page, but I think the info's all there, just takes some time for assimilation... Dig, dig, dig... - -Andrew ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 11:38:07 -0500 Subject: Re: GM TPI tips for a newbie - -----Original Message----- From: Guenther,Max To: 'diy_efi@xxx.edu> Date: Monday, January 18, 1999 11:33 AM Subject: RE: GM TPI tips for a newbie >The proms are programed in a large group of numbers and addresses in >hex. I have no idea which values go with which function or how the maps >are arranged. I have been looking for books on the subject but have not >found any which go any further than "try buying a performance prom". >Any guidence would be appreciated. especially for a 90-91 MAP TPI >Thanks, >Max >>---------- >>From: Bruce Plecan[SMTP:nacelp@xxx.net] >>Reply To: diy_efi@xxx.edu >>Sent: Monday, January 18, 1999 9:38 AM >>To: diy_efi@xxx.edu >>Subject: Re: GM TPI tips for a newbie >> >> >>-----Original Message----- >>From: Guenther,Max >>To: 'diy_efi@xxx.edu' >>Date: Monday, January 18, 1999 8:11 AM >>Subject: RE: GM TPI tips for a newbie >> >>You misreread what I said, If you want to learn, and crack the ecm program, >>about $150 which is different from a program to crack the ecm program >>for $150. First one, envolves learning..... >>Cheers >>Bruce >> >>snip >> >>>You mentioned a program to crack the GM prom for tpi for about $150. I'm >>>interested, do you have any more info? Does it work on 90,91 MAP >>>systems? >> If you want to learn, and crack the ecm program $150. >>>>You want to use the oem ecm but forgo all the "cracking" The Turbo Shop >>>>has programs for "burning" chips. Mechanically there isn't much >>difference >>>>from what you have to a 89, but ecm/MAF wise there is a difference. >>>>You could go to the 90-92 ecm, and go MAP. Best thing is reading the >>>>archives, and figure what works best for you. Might read some about >>>>Programming 101, if your starting at ground zero and really want to learn >>>>something. >>>>Cheers+Welcome >>>>Bruce >>snip> >> >> > ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 11:44:59 -0500 Subject: Re: GM TPI tips for a newbie - -----Original Message----- From: Guenther,Max To: 'diy_efi@xxx.edu> Date: Monday, January 18, 1999 11:33 AM Subject: RE: GM TPI tips for a newbie Yes, they are. If you look in the archives, for programming 101+808, they show/explain the basics of trying to read a prom. Also, search Delcoedit. If you want to spend $15 at syty, there is Promgramming 98 which is a fully disassembled 128K prom. If you hunt in the archives, with in the last several weeks I posted how to run the syty program in a 730. That is a 2 bar MAP program, but will work in a distributor'd MAP gm application using a 1227730 ecm. Rather than just saying 90 MAP TPI, it would be alot more meaningful to say what ecm, at least to me. Bruce >The proms are programed in a large group of numbers and addresses in >hex. I have no idea which values go with which function or how the maps >are arranged. I have been looking for books on the subject but have not >found any which go any further than "try buying a performance prom". >Any guidence would be appreciated. especially for a 90-91 MAP TPI >Thanks, >Max ------------------------------ From: Erick Schumacher Date: Mon, 18 Jan 1999 09:55:03 -0800 Subject: Re: Photo Radar (non EFI) Hi MarcThe 3M louver film that might be suitable for obscuring your licence plate from side viewing is manufactured by 3M. Their Part Number is LCF-P ABR2-0-AG60 and sells for $54.37 for a 12x10 sheet. This particular partnumber is for a anti glare surface and a hard coating to make it more durable. Raw stuff is about 15 % cheaper. 3M customer Service 1800 328 7098 >Reply-To: diy_efi@xxx.edu > >Got a 3M P/N for the stuff? >/Marc > >- Marc Piccioni --------- >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 Lotsa Luck Eric 85 GTI with VR6 Power ------------------------------ From: A70Duster@xxx.com Date: Mon, 18 Jan 1999 13:01:18 EST Subject: Re: Chyrsler injector head Quote from the page.. "Coil-on plug ignition provides individual, high-energy secondary coils which are connected directly to each spark plug, providing more than a 28 percent power increase over the former direct ignition system (DIS). " Is that a 28% power increase of the engine or the ignition system. I place my bet on the ignition system. See ya, Mike ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 13:08:44 -0500 Subject: Bin to ECM ID A BHDF is used in a 95 "N" truck, anyone able to match this to the ecm?. ie 95 "N" truck used two ecms Bruce ------------------------------ From: "Ron Gregory" Date: Mon, 18 Jan 1999 12:05:11 -0600 Subject: Volvo FI help request I have a buddy with a FI Volvo (either '84 or '85), that is acting up. It will start fine, but about 30 seconds later, it will start to pump black smoke everywhere...big-time rich. He pulled plugs and they are wet and black... He's replaced about everything I can think of... air sensor, IAC(or whatever Volvo calls it), fp regulator, temp sensor, O2 sensor, etc. He wasn't too sure how to test any of those sensors, so he's just been using the "I'll swap it to see if it gets better" method of auto repair He hasn't touched the ECM, injectors, ignition module, or distributor. Is there any sort of data stream coming out of the ECM that we may be able to watch to get clues? Will that ECM blink codes (a la Delco ECMs)? Please respond directly. I'm a digest subscriber, and I'm sure most of the rest of the list couldn't care less... Thanks, ~ ~ ~ ~ ~ ~ ~ Ron Gregory rgregory@xxx.com ------------------------------ From: rauscher@xxx.com Date: Mon, 18 Jan 99 13:17:56 -0500 Subject: Spark timing, '747 In a previous post, Bruce mentioned: >There is a spark adder, called main spark bias, which moves the >entire table up or down in value. So lets say your at 0 degrees >advance with a spark bias of 10 degrees. If you drop the spark >bias to 0 then your initial timing of 0 becomes -10. There are >some engines that are fussy about the initial timing, and spark >bias. >Generally I find alot of engines like 6d initial, a spark bias of 6. >Now just to really foul things up/and/or confuse them there is a >cold spark bias. Normally I have a fair amount there (15ish). >Then with the above 16-20d BTDC idle timing. >From what I know, for timing: Initial advance. This is the physical position of the distributor. Set this with timing light with bypass disconnected. Spark Adder (main spark bias). A location in the ECM mapping? Anyone know where this is? Cold spark bias. Again, mapping in the ECM? This all pertains to the '747 ECM. BobR. - -- ------------------------------ From: rauscher@xxx.com Date: Mon, 18 Jan 99 13:33:17 -0500 Subject: RE: Malfunction Flag Q DIS enhancement I've been wondering the same thing. I was going to try it in the near future, but with a TBI/distrib system, not a DIS. ('747 ECM). I'll just put everything in but the throttle body, then see if I can drive it. I don't really see why it shouldn't work... BobR. >If someone wanted to use an ecm as a just a timing control >for a DIS, would just wiring up the ignition module, and >disabling all the malfunction flags allow the ecm to do that, >with out it being in limp home mode?.. > Of course the power, and grounds for the ecm would be >hooked up. > Would using resistors of fixed values be necessary for >like TPS/MAP?.. or best to use them for CTS/IAT etc.?. > Cheers >Bruce > - -- ------------------------------ From: "James Montebello" Date: Mon, 18 Jan 1999 10:46:10 -0800 Subject: RE: 555 EFI > Ya know' thinking about this, it just may work. Trigger the > 555 from the distributor, divided by whatever to fire the > injectors the number of times per rev. Congratulations. You've just re-invented Bosch D-Jetronic. :-) ------------------------------ From: Tedscj@xxx.com Date: Mon, 18 Jan 1999 13:49:45 EST Subject: Re: DIS Integration In a message dated 1/18/99 9:15:17 AM Eastern Standard Time, pford@xxx.com writes: << how are you handling advance? I'm trying to pin the cavaler (sp??) dis module on my Landrover ( getting rid of the @#$!$# lucas stuff) and the engine is down abit in the advance with just the dis built in adv. >> I have installed the entire system on my car including computer ('7730), all sensors, etc. The computer is also controlling the fuel injection. My original system was a bosch L-Jet. The whole thing works pretty well, but I need to make some slight changes to the fuel map. However, I haven't bought a prom-burner-reader yet. As long as it stays in closed loop, every thing is fine. When It goes into open loop, it goes pretty rich (better than lean!) The BLM system only has 2 cells. Idle and Go! This doesn't help the computer adjust to my fuel curve very well. Ted ------------------------------ From: "Bruce Plecan" Date: Mon, 18 Jan 1999 13:59:59 -0500 Subject: Re: Spark timing, '747 - -----Original Message----- From: rauscher@xxx.com> Subject: Spark timing, '747 >In a previous post, Bruce mentioned: >>There is a spark adder, called main spark bias, which moves the >>entire table up or down in value. So lets say your at 0 degrees >>advance with a spark bias of 10 degrees. If you drop the spark >>bias to 0 then your initial timing of 0 becomes -10. There are >some engines >that are fussy about the initial timing, and spark >>bias. >>Generally I find alot of engines like 6d initial, a spark bias of 6. >>Now just to really foul things up/and/or confuse them there is a >cold spark >bias. Normally I have a fair amount there (15ish). >>Then with the above 16-20d BTDC idle timing. >>From what I know, for timing: > Initial advance. This is the physical position of the > distributor. Set this with timing light with bypass > disconnected. > > Spark Adder (main spark bias). A location in the ECM mapping? Yes > Anyone know where this is? yes, 0014, (warm engine) > > Cold spark bias. Again, mapping in the ECM? yes, 0015 > >This all pertains to the '747 ECM. So do my answers Bruce >BobR. ------------------------------ End of DIY_EFI Digest V4 #42 **************************** 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".