DIY_EFI Digest Tuesday, 19 January 1999 Volume 04 : Number 045 In this issue: Re: HALP Quadrajet dribbling Re: 555 EFI Re: HALP Quadrajet dribbling Re: HALP Quadrajet dribbling Re: Bin to ECM ID Re: HALP Quadrajet dribbling RE: Astro ECM Re: Spark timing, '747 Re: HALP Quadrajet dribbling RE: HALP Quadrajet dribbling Re: 555 EFI RE: Mopar PCM help request Mitsubishi VR Problems Re: HALP Quadrajet dribbling RE: DFI info Re: Mopar PCM help request Re: 8051 Re: DFI info RE: Mopar PCM help request RE: DFI info Re: Astro ECM Re: HALP Quadrajet dribbling RE: HALP Quadrajet dribbling RE: Mopar PCM help request RE: 555 EFI RE: HALP dribbling Thanks everyone Re: DFI info OT: 5 spd wanted RE: HALP dribbling Thanks everyone RE: HALP Quadrajet dribbling Re: HALP Quadrajet dribbling RE: DFI info Re: Bosch ecu question RE: HALP Quadrajet dribbling RE: GM TPI in the 400 SBC See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: Kevin Crain Date: Tue, 19 Jan 1999 06:51:55 -0500 (EST) Subject: Re: HALP Quadrajet dribbling Have you checked your float height? Most dribbles I have seen were caused by excessive gas in the float chamber, either due to float set too high or leaking needle & seat. - -Kevin On Tue, 19 Jan 1999, Peter Fenske wrote: > > > Howday all > > Hope you don't mind a excursion into history > > Relative has a quadrajet equiped car which must pass smog > To get the cat to light CO must stay below 1% > We can get this adjustment but dribbling from the > primary venturi booster sets in.. randomly. > > One minute the CO is 0 % cat on and next > minute is 5% cat drowned not lit. > > Does anyone remember how to cure venturi dribbling > I managed to do this once by increasing the idle > feed restrictions but smog won't allow me to do > this.. > > Any ideas please > > TIA:peter > > > ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Tue, 19 Jan 1999 06:45:09 -0700 Subject: Re: 555 EFI >Chris Conlon wrote: >> >> This sounded like fun so I decided to play with it some, at least on >> paper. I have a question, though. What's the range of adjustment due >> to CTS, and what does that adjustment look like? I'm thinking that >> at "warm" temp or above, there is no adjustment, and below that temp, >> the pulse width gets multiplied by some value. The colder the temp, >> the larger the value. What would that max value be, though? 1.1? >> 1.5? 2.0? In other words, how much of a % difference does coolant >> temp make in the pulse width? I'm thinking it's 50-100%, which means >> I have to put it at a different place in my circuit. >> >> >Okay, who's gonna be the first one to say it would be easiear to skip all >> >the op-amps and use a PIC and some code? ;) >> >> Hah! You beat me to it. This is more fun though. ;) >> >> Also a nod to whoever pointed out that this is "just" D-Jetronic, I >> was thinking exactly that myself. ;) >> >> Anyway I'll try to get the circuit drawing into some format that >> other people might be able to look at. >> >> Chris C. >Stoich is 14.7:1? Cold enrichment can be as much as something like 8:1 >or 6:1 from what I have been able to find - which is not much. > >What pulse width difference are you looking at for MAP? >I figured about 50Ms for full power (1.5")at 4800 RPM, +/-and about .025 >for idle 15" vacuum- this for a 4 cyl with batch fired X2 setup. Cold >enrich at idle could be as high as .050. > >Interested in seeing your doodling. I would expect a LOT less cold enrichment with a dry runner manifold situation than with a wet one tho! Regards, Greg ------------------------------ From: Pat Ford Date: Tue, 19 Jan 1999 08:58:51 -0500 Subject: Re: HALP Quadrajet dribbling On Tue, 19 Jan 1999, Peter Fenske wrote: > Date: Tue, 19 Jan 1999 00:33:22 -0800 > From: Peter Fenske > To: diy_efi@xxx.edu > Subject: Re: HALP Quadrajet dribbling > > > > Howday all > > Hope you don't mind a excursion into history > > Relative has a quadrajet equiped car which must pass smog > To get the cat to light CO must stay below 1% > We can get this adjustment but dribbling from the > primary venturi booster sets in.. randomly. take the top off the carb and the idle mixture screws, jets and the emulsion tube and blow them out. generaly this happens if the float is to high ( make sure that it is not gas soaked) or there is a block in the idle circuit > > One minute the CO is 0 % cat on and next > minute is 5% cat drowned not lit. does it only happen around idle ( idle or pilot circuit ) it could also be crap in the power valve > > Does anyone remember how to cure venturi dribbling > I managed to do this once by increasing the idle > feed restrictions but smog won't allow me to do > this.. > > Any ideas please > > TIA:peter let me know how it turns out 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: bearbvd@xxx.net (Greg Hermann) Date: Tue, 19 Jan 1999 06:57:56 -0700 Subject: Re: HALP Quadrajet dribbling >Howday all > >Hope you don't mind a excursion into history > >Relative has a quadrajet equiped car which must pass smog >To get the cat to light CO must stay below 1% >We can get this adjustment but dribbling from the >primary venturi booster sets in.. randomly. > >One minute the CO is 0 % cat on and next >minute is 5% cat drowned not lit. > >Does anyone remember how to cure venturi dribbling >I managed to do this once by increasing the idle >feed restrictions but smog won't allow me to do >this.. > >Any ideas please > >TIA:peter Lower float level. Mebbe new needle valve. Mebbe clean float bowl vent. Greg ------------------------------ From: "Bruce Plecan" Date: Tue, 19 Jan 1999 09:31:34 -0500 Subject: Re: Bin to ECM ID - -----Original Message----- From: Shannen Durphey To: diy_efi@xxx.edu> Subject: Re: Bin to ECM ID Well ain't that interesting, thanks Bruce >Hmmm... Found BHDF/4632 for '94 7.4l VIN code N and 16196395. Fits >3/4 and 1 ton pickups and vans, with 4l80E trans, and heavy GVW >rating Note at the bottom says the '6395 PCM is replaced by the >16197427 PCM. >Shannen ------------------------------ From: "Bruce Plecan" Date: Tue, 19 Jan 1999 09:46:41 -0500 Subject: Re: HALP Quadrajet dribbling - -----Original Message----- From: Peter Fenske To: diy_efi@xxx.edu> Date: Tuesday, January 19, 1999 4:26 AM Subject: Re: HALP Quadrajet dribbling 3. Drop the float level 1a. Gas with a higher vapor pressure level 2. Tad richer/more timing to lessen throttle opening 4. Hidden tank with propane 1. Less timinng (to reduce vac at idle) Sometimes the winter blend fuel makes that really tough. Bruce > > >Howday all > >Hope you don't mind a excursion into history > >Relative has a quadrajet equiped car which must pass smog >To get the cat to light CO must stay below 1% >We can get this adjustment but dribbling from the >primary venturi booster sets in.. randomly. > >One minute the CO is 0 % cat on and next >minute is 5% cat drowned not lit. > >Does anyone remember how to cure venturi dribbling >I managed to do this once by increasing the idle >feed restrictions but smog won't allow me to do >this.. > >Any ideas please > >TIA:peter > > ------------------------------ From: rauscher@xxx.com Date: Tue, 19 Jan 99 09:42:59 -0500 Subject: RE: Astro ECM Ward wrote: >> >>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 BobR wrote: > >See this, new info. OK, how about these 'templates', have any >info on the calibration layouts? Anyplace I can go for info? Bruce wrote: >Programming 101 is just about the 747, and basic prom stuff. > >Bruce I've read/studied/analysed/read-again everything that I can. This includes the 101 stuff, the archives, other folks web sites... And now, Ward talks about certain templates types for the different ECMs that include the 747. His last line really is a kicker, "same hardware but different firmware and thus different calibration lay outs". Tantalizing information, go ahead, just tease us, we can take it . BobR. - -- ------------------------------ From: rauscher@xxx.com Date: Tue, 19 Jan 99 09:49:38 -0500 Subject: Re: Spark timing, '747 BobR wrote: >> >>Good answers seem to always bring more questions... >>For some reason, I'll bet there's a location/value that defines a cold >>engine >>vs. a warm engine?! >Lots of temps., like for learn, closed loop, egr enable, TCC enable, >kinda like warm enough for what. >Bruce > It was actually in reference to the spark bias crossover temp. Cold spark vs. warm spark bias. BobR. - -- ------------------------------ From: Jim Davies Date: Tue, 19 Jan 1999 06:55:25 -0800 (PST) Subject: Re: HALP Quadrajet dribbling On Tue, 19 Jan 1999, Kevin Crain wrote: > Have you checked your float height? Most dribbles I have seen were caused > by excessive gas in the float chamber, either due to float set too high or > leaking needle & seat. > If it has a foam type float rather than a brass type, replace it with a new part. They slowly absorb fuel and sink, making the actual fuel level different. ------------------------------ From: Jemison Richard Date: Tue, 19 Jan 1999 15:54:08 +0100 Subject: RE: HALP Quadrajet dribbling I'm gonna make a wild guess that the carb wasn't doing the dribbling before the CO adjust. What did you do to meet your CO level? rick > -----Original Message----- > From: bearbvd@xxx.net] > Sent: Tuesday, January 19, 1999 8:58 AM > To: diy_efi@xxx.edu > Subject: Re: HALP Quadrajet dribbling > > >Howday all > > > >Hope you don't mind a excursion into history > > > >Relative has a quadrajet equiped car which must pass smog > >To get the cat to light CO must stay below 1% > >We can get this adjustment but dribbling from the > >primary venturi booster sets in.. randomly. > > > >One minute the CO is 0 % cat on and next > >minute is 5% cat drowned not lit. > > > >Does anyone remember how to cure venturi dribbling > >I managed to do this once by increasing the idle > >feed restrictions but smog won't allow me to do > >this.. > > > >Any ideas please > > > >TIA:peter > > Lower float level. Mebbe new needle valve. Mebbe clean float bowl vent. > > Greg > ------------------------------ From: rauscher@xxx.com Date: Tue, 19 Jan 99 10:04:40 -0500 Subject: Re: 555 EFI Chris wrote: >This sounded like fun so I decided to play with it some, at least on >paper. I have a question, though. What's the range of adjustment due >to CTS, and what does that adjustment look like? I'm thinking that >at "warm" temp or above, there is no adjustment, and below that temp, >the pulse width gets multiplied by some value. The colder the temp, >the larger the value. What would that max value be, though? 1.1? >1.5? 2.0? In other words, how much of a % difference does coolant >temp make in the pulse width? I'm thinking it's 50-100%, which means >I have to put it at a different place in my circuit. Cold start/running can be be twice as much fuel. Going from a 14.7 afr down to 6.0 afr for cold running. For starting, even more fuel. So i guess a multiplier from 1 warm (no additional fuel), to 2.5 cold range should be enough. BobR. - -- ------------------------------ From: Terry_Sare@xxx.com Date: Tue, 19 Jan 1999 09:09:16 -0600 Subject: RE: Mopar PCM help request Check and see if your book wiring diagram list a CCD bus. If so, then all the stuff in the instrument panel is driven by the engine computer through that bus. I have a 98 Quad Cab and found this out when looking for the tach signal. Anybody know anything about this bus -- it is 2 wire balanced pair, maybe CAN or SCI protocol? tks ts - -----Original Message----- From: Bob Tom [mailto:tigers@xxx.com] Sent: Monday, January 18, 1999 5:06 PM To: diy_efi@xxx.edu Subject: Mopar PCM help request Hi, everybody. I have a 1997 Dakota, 5.2L, auto. and, because Mopar Performance does not have a performance computer out for the 97+ Daks, I did as much research as I could and decided to gamble on the MP performance computer for the '96 Dak. Both are OBDII and, except for the major design and minor suspension changes, everything seemed the same. I received the computer last week and tested it today. The performance function seems to work fine but the gauges (water temp., oil pressure, tach., battery, etc.) do not work at all. My knowledge in this area is fairly elementary. I have the '97 service manual and am going over the wiring diagrams looking for possible fixes. Any ideas or resources that I can look at would be greatly welcomed and appreciated. Bob Burlington, Ont. ------------------------------ From: Dito Date: Tue, 19 Jan 1999 22:56:46 +0700 Subject: Mitsubishi VR Problems Hi I have 1997 Mitsubishi VR (4-cyl, 4G63 Injection Engine) that might have a problem. After a long time of driving(approx 3-4 Hours) there is some problem in the engine that the RPM is choppy (like run out of gas) when a normal driving and this is not always happen, just sometimes occur. I dont know what is happening at the engine. What is a general solution for this symptom? and which part should be inspection for checking. Thank you ------------------------------ From: "Gary Derian" Date: Tue, 19 Jan 1999 07:54:28 -0500 Subject: Re: HALP Quadrajet dribbling Carb dribbling is usually caused by a sunk float or a leaky inlet needle. Also, Q-jets are notorious for leaky plugs on the bottom of the float bowl. Kits are available to stop this. The plugs are visible on the bottom of the carb when the throttle base plate is removed. Gary Derian > >Howday all > >Hope you don't mind a excursion into history > >Relative has a quadrajet equiped car which must pass smog >To get the cat to light CO must stay below 1% >We can get this adjustment but dribbling from the >primary venturi booster sets in.. randomly. > >One minute the CO is 0 % cat on and next >minute is 5% cat drowned not lit. > >Does anyone remember how to cure venturi dribbling >I managed to do this once by increasing the idle >feed restrictions but smog won't allow me to do >this.. > >Any ideas please > >TIA:peter > ------------------------------ From: Mike Pitts Date: Tue, 19 Jan 1999 11:15:48 -0500 Subject: RE: DFI info The smoother idle of the SEFI system really comes into play when you have extremely large injectors, such as 83#er's. Generally these setups are found on race cars only. I think SEFI on the street is more for economy than anything else. - -Mike - -----Original Message----- From: owner-diy_efi@xxx.edu [mailto:owner-diy_efi@xxx. Webb Sent: Tuesday, January 19, 1999 10:50 AM To: diy_efi@xxx.edu Subject: Re: DFI info My son just bought a '93 Grand Am with a 3.1l V6 and batch fire efi. I then got a 94 chev corsica with the same engine but sefi. HP claimed is the same, they both idle smooth, and he beats me in the "from here to the corner" 1/4 mile. Doesn't look to me like there is any gain to the extra complexity... ------------------------------ From: oleg@xxx.de Date: Tue, 19 Jan 1999 17:35:45 +0100 (CET) Subject: Re: Mopar PCM help request > > Check and see if your book wiring diagram list a CCD bus. [skip] > > Anybody know anything about this bus -- it is 2 wire balanced pair, maybe > CAN or SCI protocol? > It is similar to RS-485 and has 7812 baud rate. BTW, if some kind person can scan the wiring diagram and upload it to incoming dir, that would be nice. Oleg. ------------------------------ From: Al Lipper Date: Tue, 19 Jan 1999 08:59:53 -0800 Subject: Re: 8051 Wayne, It's good to hear that someone with your experience is interested in the project. The amound of assembly work is minimal - perhaps trivial for an experienced programmer (especially one who's worked with Intel and Phillips parts before). I would guess a few evenings would do it for the critical stuff. Essentially, we need interrupt service routines (ISR) and an initialization routine converted from the Intel 80C51GB to the Phillips 80C552. There are two main ISRs. The first measures the suration between ignition pulses (using a capture/compare) and save this as a 2-byte value, at the same time, it fires the injectors. The second reads a 2-byte value representing the injector on-time (pulse width) turns off the injectors after that time has elapsed. Otherwise, there are some odd routines like initializing ports and reading the A/D converter (to mirror it into bytes accessible by the main program). All the routines are in EFI02.ASM - maybe you can take a look at it and get an idea of what's involved. This is the really important stuff. In addition, we also need a flash-memory upload program (FLOAD.ASM) to be adapted to work with the new 5v Flash memory we'll be using, a routine is needed to detect rapid throttle movement (and return values indicating its position and rate of change) and finally, something to detect if ignition pulses have stopped (the engine isn't running). If you can help with any of it, that would be great. Thanks. Al Al Lipper efi@xxx.org http://members.aol.com/ALIPPER/ At 02:52 PM 1/19/99 +1000, you wrote: >Al > >I wrote 8051 assembler for phillips and intel variants 5 or 6 years ago. >I think you mentioned basic, C but would be nice. >Are you looking for some one with development tools. >What needs doing ? >I dunno how much time you need. > > > ><<<<<<<<<<<<<<<< bye >>>>>>>>>>>>>>>>> >wayne >[Brisbane Australia] ------------------------------ From: "Bruce Plecan" Date: Tue, 19 Jan 1999 13:42:54 -0500 Subject: Re: DFI info - -----Original Message----- From: Mike Pitts To: 'diy_efi@xxx.edu> Date: Tuesday, January 19, 1999 11:31 AM Subject: RE: DFI info Ahhh Soo, Grasshopper returns to seat in back of room now, and puts Cone Shaped Hat back on. Just wish my chair didn't face the corner. But, makes sense when ya run huge injectors Bruce > >The smoother idle of the SEFI system really comes into >play when you have extremely large injectors, such as >83#er's. Generally these setups are found on race cars >only. > >I think SEFI on the street is more for economy than >anything else. > >-Mike > >-----Original Message----- >From: owner-diy_efi@xxx.edu >[mailto:owner-diy_efi@xxx. >Webb >Sent: Tuesday, January 19, 1999 10:50 AM >To: diy_efi@xxx.edu >Subject: Re: DFI info > > >My son just bought a '93 Grand Am with a 3.1l V6 and batch fire efi. I then >got >a 94 chev corsica with the same engine but sefi. HP claimed is the same, >they >both idle smooth, and he beats me in the "from here to the corner" 1/4 mile. > >Doesn't look to me like there is any gain to the extra complexity... > ------------------------------ From: "Sare, Terry" Date: Tue, 19 Jan 1999 12:15:49 -0600 Subject: RE: Mopar PCM help request No scanner unfortunately. The wiring diagram covers about 20+ pages in the Factory manual for 98 RAM Pickup. What are you looking for? 7812 is weird baud rate. If I put a 485 transceiver on the bus will it correctly translate the signal to TTL? Do you have any good references to read for this bus? ts - -----Original Message----- From: oleg@xxx.de [mailto:oleg@xxx.de] Sent: Tuesday, January 19, 1999 10:36 AM To: diy_efi@xxx.edu Subject: Re: Mopar PCM help request > > Check and see if your book wiring diagram list a CCD bus. [skip] > > Anybody know anything about this bus -- it is 2 wire balanced pair, maybe > CAN or SCI protocol? > It is similar to RS-485 and has 7812 baud rate. BTW, if some kind person can scan the wiring diagram and upload it to incoming dir, that would be nice. Oleg. ------------------------------ From: Roger Heflin Date: Tue, 19 Jan 1999 12:49:51 -0600 (CST) Subject: RE: DFI info On Tue, 19 Jan 1999, Mike Pitts wrote: > > The smoother idle of the SEFI system really comes into > play when you have extremely large injectors, such as > 83#er's. Generally these setups are found on race cars > only. > > I think SEFI on the street is more for economy than > anything else. > > -Mike > I am not even sure how much help it gives you with economy. See the 4th gen camaros. The 93's where batch fire, and the 94+ are SEFI, the EPA rating is very similar (maybe +1mpg on the highway), the horsepower is identical in both. So I guess if you were constrained by the EPA and needed to improve mileage 1mpg then it is reasonable, but I would not thinkg that would really be enough to interest most of us. Roger ------------------------------ From: "Bruce Plecan" Date: Tue, 19 Jan 1999 14:00:06 -0500 Subject: Re: Astro ECM - -----Original Message----- From: rauscher@xxx.com> To: DIY_EFI@xxx.edu> Date: Tuesday, January 19, 1999 10:02 AM Subject: RE: Astro ECM You'll see that GM has lots of time and money just to make life difficult for others. Why when they use the same ecm, and same sensors, on different cars with the same tables why move the tables around?. I'll leave the corp politics out. Bruce >Ward wrote: >>>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 >BobR wrote: >>See this, new info. OK, how about these 'templates', have any >>info on the calibration layouts? Anyplace I can go for info? >Bruce wrote: >>Programming 101 is just about the 747, and basic prom stuff. >>Bruce >I've read/studied/analysed/read-again everything that I can. This includes >the 101 stuff, the archives, other folks web sites... And now, Ward talks >about certain templates types for the different ECMs that include the 747. >His last line really is a kicker, "same hardware but different firmware and thus >different calibration lay outs". >Tantalizing information, go ahead, just tease us, we can take it . >BobR. ------------------------------ From: "David A. Cooley" Date: Tue, 19 Jan 1999 14:04:35 -0500 Subject: Re: HALP Quadrajet dribbling Lower the float level At 12:33 AM 1/19/99 -0800, you wrote: > > >Howday all > >Hope you don't mind a excursion into history > >Relative has a quadrajet equiped car which must pass smog >To get the cat to light CO must stay below 1% >We can get this adjustment but dribbling from the >primary venturi booster sets in.. randomly. > >One minute the CO is 0 % cat on and next >minute is 5% cat drowned not lit. > >Does anyone remember how to cure venturi dribbling >I managed to do this once by increasing the idle >feed restrictions but smog won't allow me to do >this.. > >Any ideas please > >TIA:peter > > =========================================================== 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: Tue, 19 Jan 1999 14:20:20 -0500 Subject: RE: HALP Quadrajet dribbling At 03:54 PM 1/19/99 +0100, you wrote: >I'm gonna make a wild guess that the carb wasn't doing the dribbling before >the CO adjust. What did you do to meet your CO level? The other problem that makes them dribble is the plugs in the bottom of the bowl leak... they were a problem and the fix was a little JB Weld epoxy over them and let it sit overnight before reassembly. =========================================================== 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: Tue, 19 Jan 1999 14:23:36 -0500 Subject: RE: Mopar PCM help request At 09:09 AM 1/19/99 -0600, you wrote: >Check and see if your book wiring diagram list a CCD bus. If so, then all >the stuff in the instrument panel is driven by the engine computer through >that bus. I have a 98 Quad Cab and found this out when looking for the tach >signal. > >Anybody know anything about this bus -- it is 2 wire balanced pair, maybe >CAN or SCI protocol? If it's a 98, it's Most likely OBD_II. I think Chryslers variant is ISO-9141 =========================================================== 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: Don.F.Broadus@xxx.com Date: Tue, 19 Jan 1999 13:40:02 -0600 Subject: RE: 555 EFI I have the basic circuit ready to fax to you , I just need your fax number Thanks Don > -----Original Message----- > From: Clarence L.Snyder [SMTP:clare.snyder.on.ca@xxx.net] > Sent: Monday, January 18, 1999 7:57 PM > To: diy_efi@xxx.edu > Subject: Re: 555 EFI > > Don.F.Broadus@xxx.com wrote: > > > > When I was at a Research Lab we used a circuit to run the Dyno engines > so I > > know it works. I cant scan it but could fax it to > > someone who could. The circuit triggers from dist pulses from the HEI > module > > REF lead to a cd4013 Flip/Flop and cd4538 Dual monostable. The Q output > of > > the 4013 goes to pin 2 of a 2 input And gate cd 4081. The Not Q goes to > pin > > 5 of the 4081. Pins 1 and 6 of the 4081 are tied together and go to the > Q > > output of the 4538. The pulse width is controlled by a 100K pot and .1 > mfd > > cap on pin 2 of the 4538. Pins 4 and 3 of the 4081 go to power > transistors > > that fire the injectors. 10K resistors are in series with the base of > the > > transistors. A Throttle position sensor can be used in place of the > 100K > > pot and will vary the pulse width from approx .5 to 10 Msec. If the TPS > is > > 10K add resistors on each end of the pot to get 100K total. Place a > switch > > on the Bypass line of the HEI, open to start, Ground to run. Now to the > > part I haven't tested yet. A FORD MAP sensor outpus a frequency in > relation > > to the Vac present. Connect the output of the FORD MAP to the HEI > module > > EST input. After the engine starts flip the switch to RUN and the FORD > MAP > > will output about 160 Hz to the HEI mod. This should advance the timing. > As > > you Rev the engine the Freq. will go down and retard the timing. If you > > want to add a coolant sensor and rather use a Voltage output MAP. Use a > > Summing amp config on the input of the monostable and a VCO to control > the > > timing. Just my .02$ for a circuit that will run a engine for testing at > a > > junk yard or on a stand. > > > > Don > > > > > -----Original Message----- > > > From: AL8001@xxx.com] > > > Sent: Friday, January 15, 1999 8:45 AM > > > To: diy_efi@xxx.edu > > > Subject: Re: 555 EFI > > > > > > In a message dated 99-01-15 09:33:21 EST, nacelp@xxx.net writes: > > > > > > > I'm looking to keep this as much as an entry level thing, meaning > > > >nothing but 555s, op-amps, and a final drive. > > > > > > Something like this would be great for testing junk yard engines or > > > moveing a > > > car that's a "work in progress" when the ECM and related parts are > gone. > > > > > > Harold > I'm intersted, and I have a scanner if you want to fax it to me drop me > a line off list and I'll give you my fax line #. ------------------------------ From: "Peter Fenske" Date: Tue, 19 Jan 1999 11:36:37 -0800 Subject: RE: HALP dribbling Thanks everyone Hi Rick, Bruce and all the other helpful people The carb is fine, brass floats, expoxied plugs, level 11/32 and tried a fact rblt one just to check. When adjusted both carbs do this. Ported spark and 0 degrees inital. Yep Rick you are right. I have to get the CO to less than 1.5% to meet standard. If I leave it at 3% runs like a champ no dribbling but is illegial To get the cat to light you have to have less than 1% You guys did get me thinking. In order to idle properly with the lean mixture required a much higher airflow is required. this tends to activate the main booster, hence the dribbling. Also the low vapor pressure used here in winter is a contributation. What we are gonna try and the CO meter likes it is creating a massive air leak. HC goes up but should be tolerable. Just hope the smog guys don't see it Thanks all:peter And no this is not how the car will be driven later ------------------------------ From: Shannen Durphey Date: Tue, 19 Jan 1999 14:56:13 -0500 Subject: Re: DFI info Remember to consider emissions requirements when guessing as to OEM decision making. Emissions and liability... Shannen Mike wrote: > > The smoother idle of the SEFI system really comes into > play when you have extremely large injectors, such as > 83#er's. Generally these setups are found on race cars > only. > > I think SEFI on the street is more for economy than > anything else. > > -Mike > > -----Original Message----- > From: owner-diy_efi@xxx.edu > [mailto:owner-diy_efi@xxx. > Webb > Sent: Tuesday, January 19, 1999 10:50 AM > To: diy_efi@xxx.edu > Subject: Re: DFI info > > My son just bought a '93 Grand Am with a 3.1l V6 and batch fire efi. I then > got > a 94 chev corsica with the same engine but sefi. HP claimed is the same, > they > both idle smooth, and he beats me in the "from here to the corner" 1/4 mile. > > Doesn't look to me like there is any gain to the extra complexity... ------------------------------ From: rauscher@xxx.com Date: Tue, 19 Jan 99 15:36:00 -0500 Subject: OT: 5 spd wanted By brother is looking for a 5-spd for his '68 Camaro. Anyone that has a T5 from a 3rd gen Camaro/Firebird that they wish to sell, please contact me off list. It needs to be in decent condition, this is for a street car. BobR. rauscher@xxx.com P.S. I'm in the southeast corner of PA. - -- ------------------------------ From: Ross Corrigan Date: Tue, 19 Jan 1999 12:57:53 -0800 Subject: RE: HALP dribbling Thanks everyone >What we are gonna try and the CO meter likes it >is creating a massive air leak. HC goes up >but should be tolerable. That could be a common fix of drilling 2 small holes in your primary throttle plate as described by Roe etc for Qjet's having a hard time staying in the idle circuit. I can look up the specifics at home if you're interested, just jumped in on this from work and only have this email so maybe this was already mentioned.. good luck, I have to have mine aircared w/in 3 wks as well. >Just hope the smog guys don't see it Thankfully my pass/fail is only based on the sniffer and visuals only serve as recc'd'n's to fix if it does fail the sniffer. Not one smog item (cannister/cat/pump nada) on my 327 280ZX and a little fiddling gets it through our sniffer's. Limits aren't very picky till later 80's etc in our area. Ross Corrigan mailto:zxv@xxx.ca ------------------------------ From: "Peter Fenske" Date: Tue, 19 Jan 1999 12:48:41 -0800 Subject: RE: HALP Quadrajet dribbling Hi David How goes all the interesting things you are always up too? Know about the plugs. Usually JB em.. Or you can buy the fancy plugs.. Here the fuel actually comes outa the top of the boosters..And as Bruce suggested is prob due to excessive airflow required for a lean mix. tnx:peter ------------------------------ From: Sandy Date: Tue, 19 Jan 1999 13:41:37 -0800 Subject: Re: HALP Quadrajet dribbling The beloved QJet, my favorite carb!, A couple of things can cause the dribble. Some QJets have bad seals under the wells for the pri jets, Check under the main bowl for fuel leaks. Most QJet books show some repair for this, the second thing is to check the accelerator pump as it may be missing the ball bearing that stops fuel from getting sucked into the engine (I think this is true, been a long time), Check for vacuum leaks and general top gasket leaks, and use a vacuum gauge to see if it is steady, if not, your enrichment circuits (the piston with the needles attached) will pop up and will cause fuel to pour in. If this is the case you will need to bump the idle a bit or find the leak, maybe bad pvc or hose. Also sometimes you can cheat by bumping the timming to get some more rpm at idle. Sandy At 12:33 AM 1/19/99 -0800, you wrote: > > >Howday all > >Hope you don't mind a excursion into history > >Relative has a quadrajet equiped car which must pass smog >To get the cat to light CO must stay below 1% >We can get this adjustment but dribbling from the >primary venturi booster sets in.. randomly. > >One minute the CO is 0 % cat on and next >minute is 5% cat drowned not lit. > >Does anyone remember how to cure venturi dribbling >I managed to do this once by increasing the idle >feed restrictions but smog won't allow me to do >this.. > >Any ideas please > >TIA:peter > ------------------------------ From: Mike Pitts Date: Tue, 19 Jan 1999 16:51:30 -0500 Subject: RE: DFI info You are right. When I wrote economy, I was actually thinking emissions. Two 'E' words, brain overload! 8-) usually they go together, but not always I presume. - -Mike - -----Original Message----- From: owner-diy_efi@xxx.edu [mailto:owner-diy_efi@xxx.edu]On Behalf Of Shannen Durphey Sent: Tuesday, January 19, 1999 4:01 PM To: diy_efi@xxx.edu Subject: Re: DFI info Remember to consider emissions requirements when guessing as to OEM decision making. Emissions and liability... Shannen Mike wrote: > > The smoother idle of the SEFI system really comes into > play when you have extremely large injectors, such as > 83#er's. Generally these setups are found on race cars > only. > > I think SEFI on the street is more for economy than > anything else. > > -Mike ------------------------------ From: John Andrianakis Date: Tue, 19 Jan 1999 14:55:16 +0200 Subject: Re: Bosch ecu question Orin Eman wrote: > > > Has anyone prom tuned the following bosch ecu: 0261 203 340/341? > > I am having trouble locating the bytes that control the rev limiter. > > What's it for? > > Orin. Its found on 1.4 SPI Seat Ibizas. I have turbocharged one but I cant find the rev limiter. Spent considerable time with the eprom emulator on the car but no luck. By the way I just found out that they ecu comes in another variation Bosch:0261 203 360/361. It works with the same bin file. Any help would be greatly appreciated. Thank you. John Anrianakis. ------------------------------ From: Don.F.Broadus@xxx.com Date: Tue, 19 Jan 1999 16:50:18 -0600 Subject: RE: HALP Quadrajet dribbling If it hasn't been brought up already, I would check the idle air bleed passages by running a fine wire through them to clean them out. It is just a thought. > -----Original Message----- > From: Sandy [SMTP:sganz@xxx.net] > Sent: Tuesday, January 19, 1999 3:42 PM > To: diy_efi@xxx.edu > Subject: Re: HALP Quadrajet dribbling > > The beloved QJet, my favorite carb!, A couple of things can cause the > dribble. Some QJets have bad seals under the wells for the pri jets, Check > under the main bowl for fuel leaks. Most QJet books show some repair for > this, the second thing is to check the accelerator pump as it may be > missing the ball bearing that stops fuel from getting sucked into the > engine (I think this is true, been a long time), Check for vacuum leaks > and general top gasket leaks, and use a vacuum gauge to see if it is > steady, if not, your enrichment circuits (the piston with the needles > attached) will pop up and will cause fuel to pour in. If this is the case > you will need to bump the idle a bit or find the leak, maybe bad pvc or > hose. Also sometimes you can cheat by bumping the timming to get some more > rpm at idle. > > Sandy > > At 12:33 AM 1/19/99 -0800, you wrote: > > > > > >Howday all > > > >Hope you don't mind a excursion into history > > > >Relative has a quadrajet equiped car which must pass smog > >To get the cat to light CO must stay below 1% > >We can get this adjustment but dribbling from the > >primary venturi booster sets in.. randomly. > > > >One minute the CO is 0 % cat on and next > >minute is 5% cat drowned not lit. > > > >Does anyone remember how to cure venturi dribbling > >I managed to do this once by increasing the idle > >feed restrictions but smog won't allow me to do > >this.. > > > >Any ideas please > > > >TIA:peter > > ------------------------------ From: "Pete Datcuk" Date: Tue, 19 Jan 1999 18:11:45 -0500 Subject: RE: GM TPI in the 400 SBC This is a multi-part message in MIME format. - ------=_NextPart_000_0004_01BE43D7.2CC6AC80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Amazon.com has it. Pete > -----Original Message----- > From: owner-diy_efi@xxx.edu > [mailto:mpiccioni@xxx.net] On Behalf Of Marc Piccioni > Sent: Sunday, January 17, 1999 1:07 PM > To: 'diy_efi@xxx.edu' > Subject: RE: GM TPI in the 400 SBC > > Any idea's where to get this book? > > - ------=_NextPart_000_0004_01BE43D7.2CC6AC80 Content-Type: application/ms-tnef; name="winmail.dat" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="winmail.dat" eJ8+Ii0XAQaQCAAEAAAAAAABAAEAAQeQBgAIAAAA5AQAAAAAAADoAAEIgAcAGAAAAElQTS5NaWNy b3NvZnQgTWFpbC5Ob3RlADEIAQ2ABAACAAAAAgACAAEGgAMADgAAAM8HAQASABQAKgAAAAEAKAEB A5AGALAGAAAqAAAACwACAAEAAAALACMAAAAAAAMAJgAAAAAACwApAAAAAAALACsAAAAAAAMALgAA AAAAAwA2AAAAAAAeAHAAAQAAABoAAABSRTogR00gVFBJIGluIHRoZSA0MDAgU0JDAAAAAgFxAAEA AAAbAAAAAb5CRDjJCxtJ6q37EdK+nERFU1QAAABCIYcgAAIBHQwBAAAAFgAAAFNNVFA6UERBVENV S0BTTklQLk5FVAAAAAsAAQ4AAAAAQAAGDgDk4+dMQ74BAgEKDgEAAAAYAAAAAAAAAKsBXdmwmdER ptRERVNUAADCgAAACwAfDgEAAAADAAYQzLN3tQMABxD8AAAAHgAIEAEAAABlAAAAQU1BWk9OQ09N SEFTSVRQRVRFLS0tLS1PUklHSU5BTE1FU1NBR0UtLS0tLUZST006T1dORVItRElZRUZJQEVGSTMz MkVOR09ISU8tU1RBVEVFRFVNQUlMVE86TVBJQ0NJT05JQAAAAAACAQkQAQAAAPYBAADyAQAA8AIA AExaRnVt99lFBwAKAQcLYG5nMTAzOjMB9yACpAPjAgBjaMEKwHNldDAgBxMCg0MAUA+2cHJxMhC5 MrsC5BDIMwLkBesCgH0KgIkIyCA7CW8yNTUCgFkKgXVjAFALA2MAQXV0bG4CIGULphCwAMB6ZQIg LgWgbSAQQAQgadx0LgqiCoQKgFAQgBkADxrZGGEC0RFiMTYgPtQgLR1yTwUQZwuAB0DDBdAHkHNh Z2UdcxrIgQswZmktMTQ0AUBcbGkgAwzQIANiHUFGlQNhOgyDYhCgb3cY8EByLWRpeV8BEGkmQCLh DqAyLgnwZy7Ab2hpby1zAZAboLkjgGR1CuMKgB1QWxhlBiAAwAMQdG86bXBYaWNjI/ADAEAkQHRC YwBwYWRhLhjwdLMcgxi0IF0DMCEwTwOgpEJlEEBsZiiwZiIC4wXQCsBjIFAmZRrFITJHBmACMCG3 U3VuJ1B5KCwgSgBwdQrAeSBkMTcsgDE5LXAtEDrUMDcqEE0qqVQmICHGFiciryO+JyqqdWJqAwWQ K4hSRTogR02ZLsBQSRqAA6B0aChQ8yAgLAFCQx8aGHIS4hliUx1QJMZBbi0AaQEAYTonBCB3NFAJ cDQwbyAvHqAFQDRABAAgBuBva/4/JMY5PByEFAEdERrEFWECADvwAAADABAQAAAAAAMAERACAAAA HgBCEAEAAAA3AAAAPDAxQkU0MjBCLjc0OEIxQ0UwQGQ0NC1jZzEwMWgxLWNsZ3ItcGRpLmF0dGNh bmFkYS5uZXQ+AAALAACACCAGAAAAAADAAAAAAAAARgAAAAADhQAAAAAAAAMAAoAIIAYAAAAAAMAA AAAAAABGAAAAABCFAAAAAAAAAwAFgAggBgAAAAAAwAAAAAAAAEYAAAAAUoUAAPATAAAeACWACCAG AAAAAADAAAAAAAAARgAAAABUhQAAAQAAAAQAAAA4LjUAAwAmgAggBgAAAAAAwAAAAAAAAEYAAAAA AYUAAAAAAAALAC+ACCAGAAAAAADAAAAAAAAARgAAAAAOhQAAAAAAAAMAMIAIIAYAAAAAAMAAAAAA AABGAAAAABGFAAAAAAAAAwAygAggBgAAAAAAwAAAAAAAAEYAAAAAGIUAAAAAAAAeAEGACCAGAAAA AADAAAAAAAAARgAAAAA2hQAAAQAAAAEAAAAAAAAAHgBCgAggBgAAAAAAwAAAAAAAAEYAAAAAN4UA AAEAAAABAAAAAAAAAB4AQ4AIIAYAAAAAAMAAAAAAAABGAAAAADiFAAABAAAAAQAAAAAAAAALAMaA CyAGAAAAAADAAAAAAAAARgAAAAAAiAAAAAAAAAsAyIALIAYAAAAAAMAAAAAAAABGAAAAAAWIAAAA AAAACwDcgAggBgAAAAAAwAAAAAAAAEYAAAAAgoUAAAEAAAALAN2ACCAGAAAAAADAAAAAAAAARgAA AAAGhQAAAAAAAAIB+A8BAAAAEAAAAKsBXdmwmdERptRERVNUAAACAfoPAQAAABAAAACrAV3ZsJnR EabUREVTVAAAAgH7DwEAAABQAAAAAAAAADihuxAF5RAaobsIACsqVsIAAFBTVFBSWC5ETEwAAAAA AAAAAE5JVEH5v7gBAKoAN9luAAAAQzpcV0lORE9XU1xvdXRsb29rLnBzdAADAP4PBQAAAAMADTT9 NwAAAgF/AAEAAAAxAAAAMDAwMDAwMDBBQjAxNUREOUIwOTlEMTExQTZENDQ0NDU1MzU0MDAwMDY0 NjcyRDAwAAAAAJ5O - ------=_NextPart_000_0004_01BE43D7.2CC6AC80-- ------------------------------ End of DIY_EFI Digest V4 #45 **************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. 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