DIY_EFI Digest Monday, 25 January 1999 Volume 04 : Number 060 In this issue: Re: Wireing advice Re: Chip pack Re: Crane Cams regular telephone number Re: DFI, Batch Fire, and other myths/ overnight cleaning Re: DFI, Batch Fire, and other myths Re: EFI questions Re: FW: Electronic timing advance Re: Non list-chasing ghosts. Re: Crane Cams regular telephone number Re: DIY_EFI Digest V4 #59 Re: DFI, Batch Fire, and other myths Re: DFI, Batch Fire, and other myths RE: FW: Electronic timing advance Re: SpeedBrain Re: PROMs and Copyrights... Re: Switch Pitch TH-400 (was something else) Re: Non list-chasing ghosts. RE: Switch Pitch TH-400 (was something else) Re: DFI, Batch Fire, and other myths L-Jetronic resistor values Re: Bosch ecu question Methanol compatible Injectors & LM1949 Re: DFI, Batch Fire, and other myths Re: DFI, Batch Fire, and other myths Re: Bosch ecu question, Porche 944T Re: DFI, Batch Fire, and other myths Re: TPI on a 406 Re: DFI, Batch Fire, and other myths lookup resolution LM9044 Re: DFI, Batch Fire, and other myths Re: PROMs and Copyrights... Re: PROMs and Copyrights... See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: steve ravet Date: Mon, 25 Jan 1999 12:19:27 -0600 Subject: Re: Wireing advice I don't know of anyone that would do that, but you can probably figure it out yourself. I've been through it and probably plenty of others have also. Post some schematics to the ftp site and ask away. - --steve ChvyRs92@xxx.com wrote: > > Quick question. Does anyone know if there are any companies out there that > would re-pin a bulkhead connector for one 92 chevy to another? I have the > schematics for both cars, but I have only been able to figure out about 2/3 of > it and I really can't say that I am absolutely certain that what I think I > have is right? > Thanks, > Jeff ------------------------------ From: "Bruce Plecan" Date: Mon, 25 Jan 1999 13:32:30 -0500 Subject: Re: Chip pack - -----Original Message----- From: Guenther,Max To: 'diy_efi@xxx.edu> Date: Monday, January 25, 1999 11:06 AM Subject: Chip pack Yep, if it's got some clear goo type stuff on it that's part of the Knock sensor filtering. If you do a search for syty at their home page flip to chip guide, and you can see what if looks like to make sure it's oem Bruce The two smaller chips (plastic) is a netres, and the ceramic one is more knock sensor stuff. The eprom is soldered in........ > >I just got my 90 vette ecm in the mail and pulled out the chip. Inside >the pack there is a home made looking monster on top of two smaller >chips(i dont know what the little chips are yet as I dont have the >courage to touch the monster) Anyway what is it for? Also does anyone >know the speed of the rom chip? I found a 27c256- 150 is this ok.(i'd >leave the original alone) >Thanks, >Max > ------------------------------ From: Shannen Durphey Date: Mon, 25 Jan 1999 13:28:30 -0500 Subject: Re: Crane Cams regular telephone number Here is the phone and fax #. (904) 258-6174, FAX: (904) 258-6167. Here is where I found them. http://www.cranecams.com/camshafts.htm Shannen HADJIASLANIS ARIS 1260 800 wrote: > > Could one PLEASE provide me with a NON 800 i.e. regular telephone number > of Crane Cams (not distributor) so I can call them from Europe. All I > have is a fax number and an 888 telephone number which I cannot use from > Europe. > > Thanks a lot in advance > > Aris ------------------------------ From: "Bruce Plecan" Date: Mon, 25 Jan 1999 13:39:33 -0500 Subject: Re: DFI, Batch Fire, and other myths/ overnight cleaning - -----Original Message----- From: Shannen Durphey To: diy_efi@xxx.edu> Subject: Re: DFI, Batch Fire, and other myths >Apparently, walnut shell blasting. GM claims that no chemical works, >but I would be interested in seeing the results from properly applied >Top Engine Cleaner. I used to use the stuff all the time with the overnight wait, worked great, for a while I used to wait two days and then change plugs. The newer additive pakages they use around here greatly reduced the need for this in the last 4-5 years. Bruce ------------------------------ From: Shannen Durphey Date: Mon, 25 Jan 1999 13:33:17 -0500 Subject: Re: DFI, Batch Fire, and other myths James Ballenger wrote: > > Shannen Durphey wrote: > > > I've got a 455 Buick in my 79 monte. When EFI conversion time comes, > > it includes an Edelbrock 4 bbl intake and 8 injectors. It's been a > > long time plan, and the car is now dissappearing in NE road salt. But > > when the time comes, that's what it gets. > > You mean the edelbrock efi system? Or a regular wet edelbrock with 8 injectors > retrofitted? So far I think they only make the efi setup for 350 chevys, manifold > wont fit. traditional carb'ed manifold, DIY converted. > > > Was just thinking yesterday that the switch pitch converter should be > > connected to tcc control , and detent solenoid should remain manual > > control. BTW, 350 Buick HEI works, but must use drive gear from 455 > > points dizzy. > > The previous owner put a switch pitch converter in my car, Firebird w/455 > Pontiac. Seems amazingly stupid to me, why the hell do I need to rev a Poncho > motor? > Everyone's an expert until proven wrong. If you decide to switch back to stock pump and converter, I'll swap ya. Shannen > James Ballenger ------------------------------ From: "Bruce Plecan" Date: Mon, 25 Jan 1999 13:42:49 -0500 Subject: Re: EFI questions - -----Original Message----- From: Shannen Durphey To: diy_efi@xxx.edu> Subject: Re: EFI questions > >GM stuff leans out during decel and high rpm/no load. It's not as >noticeable in the gas stuff, but the EFI diesels actually seem to shut >down during decel. It's one way to help fuel economy. Lots of Diacom+ recording show the injectors fully off during overrun. Some back on by MPH, some by RPM or so it seems Bruce >Shannen > ------------------------------ From: "Bruce Plecan" Date: Mon, 25 Jan 1999 13:47:08 -0500 Subject: Re: FW: Electronic timing advance - -----Original Message----- From: Don.F.Broadus@xxx.com> Subject: RE: FW: Electronic timing advance Now that is clever, if working with a sensor with a pipe thread a hardware store black iron coupling would be perfect so they are in the same plane. Bruce >I haven't tried this setup yet but see what you think of it. Since the KS is >a pizo device if a frequency is applied to it then vibrations >will be produced. If a plate was drilled and tapped for two KS and a signal >generator applied to one sensor and the ESC module connected to the other >one, I would guess you could very accurately map the range of a ESC. > >My .02$ Don > >> -----Original Message----- >> From: Bruce Plecan [SMTP:nacelp@xxx.net] >> Sent: Friday, January 22, 1999 7:32 PM >> To: diy_efi@xxx.edu >> Subject: Re: FW: Electronic timing advance >> >> >> -----Original Message----- >> From: Charles Brooks >> To: diy_efi@xxx.edu> >> Date: Friday, January 22, 1999 7:36 PM >> Subject: Re: FW: Electronic timing advance >> >> If your running a ESC Module, they have a diagram for a DIY one at the GN >> Ttype >> site, or just us a 339/any comparator to the input of the KS to the ecm, >> have >> it trigger a 555 as a monstable for a sec., and use it's output for a LED, >> relay >> etc.. Some of the GN Ttype vendors (ie ATR, I think) have an animal for >> sale. >> If your car doesn't have a ks then buy a matching ESC Module, and >> matching knock sensor (well for gm's anyway). and wire it up >> I think the bias voltage from the esc to the ecm is 7v. Set up the >> comparator for 6, and then just a "filtered""real" knock will trigger it. >> I have played mix, and match with them, and while there is some >> difference for those having trouble reading plugs, any thing is better >> than nothing. Like I'm currently using a v-8 ks with a 231 ESC Module >> and for my combination it's perfect. >> Bruce >> >> >> >Do you know of any ready made gizmo's to do that? What do they trigger >> off >> of, >> >the sensor or the ECU? If there isn't any such animal currently what >> would >> be >> >the recommended trigger for a homemade job, sensor or ECU? >> >Charles Brooks >> > ------------------------------ From: "Clarence L.Snyder" Date: Mon, 25 Jan 1999 13:53:29 -0500 Subject: Re: Non list-chasing ghosts. Shannen Durphey wrote: > > If there's anyone here who's run Racer Brown camshafts, esp. SB Chevy, > how did you like it/them? Also, if anyone has an old spec card around > from an RB cam, please email the specs to me. > Thanks, > Shannen On an old Valiant 273 4bbl it was a killer setup - fenderwell headers helped, but it gave 383 and 440 'runners a run for their money. ------------------------------ From: "David Sagers" Date: Mon, 25 Jan 1999 11:56:25 -0700 Subject: Re: Crane Cams regular telephone number CRANE CAMS INC.............................. (904) 252-1151 530 FENTRESS BLVD DAYTONA BEACH FL http://www.cranecams.com/CraneCams.htm You may want to book mark this address for the US West Dex Yellow pages directory http://uswestdex.com/ >>> HADJIASLANIS ARIS 1260 800 01/25 10:06 AM >>> Could one PLEASE provide me with a NON 800 i.e. regular telephone number of Crane Cams (not distributor) so I can call them from Europe. All I have is a fax number and an 888 telephone number which I cannot use from Europe. Thanks a lot in advance Aris ------------------------------ From: Joe Boucher Date: Mon, 25 Jan 1999 13:32:30 -0600 Subject: Re: DIY_EFI Digest V4 #59 > From: HADJIASLANIS ARIS 1260 800 > Date: Mon, 25 Jan 1999 19:06:00 +0200 > Subject: Crane Cams regular telephone number > > Could one PLEASE provide me with a NON 800 i.e. regular telephone number > of Crane Cams (not distributor) so I can call them from Europe. All I > have is a fax number and an 888 telephone number which I cannot use from > Europe. > > Thanks a lot in advance > > Aris Try (904)252-1151 Joe Boucher '70 RS/SS Camaro '81 TBI Suburban ^ (Crane equiped) ^(Competition Cams equiped) ------------------------------ From: Clarence Wood Date: Mon, 25 Jan 1999 13:23:07 -0600 Subject: Re: DFI, Batch Fire, and other myths Thank you Shannon!! I have all the material to make the unit! One question: I assume that the timer was used on the pump, but, in any case, how long would you let the engine run for a 6 cylinder engine? I guess I have another question: is it O2 safe? And another question: how big is the tank? At 08:48 PM 1/24/99 -0500, you wrote: >Clarence L.Snyder wrote: >> >> Clarence Wood wrote: >> > >> > Please give more information on "motor-vac". How does it work? How much does it cost? Where do you get it? >> > >> > Thanks, >> > Clarence >> > >> > At 06:40 PM 1/21/99 -0500, you wrote: >> > (snip)>I don't know if it acts as a sponge or what, but the presence / absence >> > >of carbon on the intake valves makes a SIGNIFICANT difference in >> > >driveability. The 3.0 litre V6 in my aerostar had a BAD stumble off idle >> > >when partly warmed up - to the point that on a cold day if I fired it up >> > >and drove to the corner down the street it would invariably stall when >> > >pulling away unless I floored it. Tried everything. Finally used a >> > >"motor-vac" on it, which does an excellent job of decarbonizing - and >> > >it's been perfect since. >> > > >> > > >> It is a fuel system / engine cleaner unit that connects to the car and >> draws a calibrated amount of fuel into itself. You add a very >> concentrated cleaner to the gas, which is then tun through the system, >> from the filter forward under pressure. You run the engine through a >> cycle with this beasy connected and the intake valves, cyls, lines, and >> injectors are clean enough you couls eat off of them. I was a doubter >> myself 'till my brother called me and said they needed a guinea pig for >> the distributor to demonstrate the gizmo on - and knowing my AeroScare >> was misbehaving, and he could not fix it. >> Never know it was the same truck. >> The unit is expensive - several thousand if I remember correctly, and my >> brother has not bought one - yet. Apparently they are also "rotunda" >> branded and sold to Ford dealers - and sold under several other brand >> names. About the same size as an antifreeze recycler or bar fridge. > >Just to add a little to this, I used to do motor-vacs in the shop I >worked in. They worked great, but recommended price was about >$80.00. They are made by a co. owned by Snap-on. Anyone interested >can search on the web, there's a page for them somewhere. > >Now for the good stuff... The special cleaner was similar to GM Top >Engine Cleaner. So similar that we saved a bundle by switching to >it! Concetration that seemed to work best was 1/2 can to 5 gals gas. >Machine was simple 12V pump, tank, mechanically adjustable pressure >regulator, and timer. So the DIY'ers can easily make one! Hardest >part is making hoses to connect to FI system. If you play your cards >right, the whole thing could be done for very little $$. > >Shannen > > ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Mon, 25 Jan 1999 13:08:22 -0700 Subject: Re: DFI, Batch Fire, and other myths >Geoff Richards wrote: >> >> ---------- >> >> > According to a service bulletin, the 3.8l engine suffers from carbon >> > accumulation on the back of the intake valve which significantly >> > reduces performance. >> >> How to remove this carbon ? >> Possible with the myriad of 'carbon blast' type of miracle cures, >> you know the cans of cleaners etc,run 'em through the engine >> while running or pull the heads? >> Geoff >Apparently, walnut shell blasting. GM claims that no chemical works, >but I would be interested in seeing the results from properly applied >Top Engine Cleaner. A mechanic I worked with left some in a cylinder >on night while the head was out for reconditioning, and the piston >wiped clean like new in the morning. > >Shannen There's something that works, dunno what--years ago knew someone who had what he called a cold tank in his shop. The stuff in it did NOT attack aluminium, as the chemicals in a hot tank will, but it would (over a 24 to 48 hour soak) make an aluminium head look like new--chamber surfaces, exhaust ports, inside of water jackets, everywhere!! And this was is the days of leaded fuel, so the chamber surfaces and exhaust ports were pretty nasty looking sometimes. Wish I knew what the stuff in the tank was now!!! Regards, Greg ------------------------------ From: Don.F.Broadus@xxx.com Date: Mon, 25 Jan 1999 14:29:02 -0600 Subject: RE: FW: Electronic timing advance You are right, that would be a better setup and easier to fab together. I will see if I can bench it next month Don > -----Original Message----- > From: Bruce Plecan [SMTP:nacelp@xxx.net] > Sent: Monday, January 25, 1999 12:47 PM > To: diy_efi@xxx.edu > Subject: Re: FW: Electronic timing advance > > > -----Original Message----- > From: Don.F.Broadus@xxx.com> > Subject: RE: FW: Electronic timing advance > > Now that is clever, if working with a sensor with a pipe thread a hardware > store > black iron coupling would be perfect so they are in the same plane. > Bruce > > > >I haven't tried this setup yet but see what you think of it. Since the KS > is > >a pizo device if a frequency is applied to it then vibrations > >will be produced. If a plate was drilled and tapped for two KS and a > signal > >generator applied to one sensor and the ESC module connected to the other > >one, I would guess you could very accurately map the range of a ESC. > > > >My .02$ Don > > > >> -----Original Message----- > >> From: Bruce Plecan [SMTP:nacelp@xxx.net] > >> Sent: Friday, January 22, 1999 7:32 PM > >> To: diy_efi@xxx.edu > >> Subject: Re: FW: Electronic timing advance > >> > >> > >> -----Original Message----- > >> From: Charles Brooks > >> To: diy_efi@xxx.edu > > >> Date: Friday, January 22, 1999 7:36 PM > >> Subject: Re: FW: Electronic timing advance > >> > >> If your running a ESC Module, they have a diagram for a DIY one at the > GN > >> Ttype > >> site, or just us a 339/any comparator to the input of the KS to the > ecm, > >> have > >> it trigger a 555 as a monstable for a sec., and use it's output for a > LED, > >> relay > >> etc.. Some of the GN Ttype vendors (ie ATR, I think) have an animal > for > >> sale. > >> If your car doesn't have a ks then buy a matching ESC Module, and > >> matching knock sensor (well for gm's anyway). and wire it up > >> I think the bias voltage from the esc to the ecm is 7v. Set up the > >> comparator for 6, and then just a "filtered""real" knock will trigger > it. > >> I have played mix, and match with them, and while there is some > >> difference for those having trouble reading plugs, any thing is better > >> than nothing. Like I'm currently using a v-8 ks with a 231 ESC Module > >> and for my combination it's perfect. > >> Bruce > >> > >> > >> >Do you know of any ready made gizmo's to do that? What do they trigger > >> off > >> of, > >> >the sensor or the ECU? If there isn't any such animal currently what > >> would > >> be > >> >the recommended trigger for a homemade job, sensor or ECU? > >> >Charles Brooks > >> > > ------------------------------ From: "ron.boley" Date: Mon, 25 Jan 1999 15:39:06 -0500 Subject: Re: SpeedBrain Matt: I looked at your site and read the contents on the SpeedBrain. I'd like to understand what the dynamic range of the SpeedBrain is versus the Ford EEC-IV. Is it a complete equivalent except for added programmability or is it designed to cure other hi performance ills. Is it more adaptable than EEC-IV? How would it handle a aftermarket cam with sufficent overlap to reduce vacuum at idle. Can you give me (us) some additional insight. Thanks Ron Auburn Performance Equipment wrote: > > From: Charles Brooks > Date: Sat, 23 Jan 1999 20:44:25 -0500 > Subject: Re: SpeedBrain > > I checked out the site, does the Speed Brain come with the sensors > and > wiring harness? > > No, none are needed since we plug into the stock harness, using > the ford conenctor adn use all the stock sensors already in place. > > > You state that it is an additional cost for a couple of > the other systems listed in the comparison. Also when will a similar > product be available for GM applications? > > We are planning them out now. > > Thanks, > > Matt > > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ > AUBURN PERFORMANCE EQUIPMENT > Home of the world's fastest 4.6 Cobra! > 1998 Winner 160mph class Big Bend Classic roadrace, Ft Stockton, TX > 1998 Winner 160mph class Gamblers Run roadrace, Elko, NV > 1998 Winner 165mph class Silverstate Classic roadrace, Ely, NV > > We just don't sell and install parts, we make them perform. > > ORDER LINE 1-508-752-7683 > 24 hr FAX LINE (508)752-5269 TECH LINE (508)797-9728 > WEBSITE & ON-LINE CATALOG: http://www.tiac.net/users/goape/index.htm > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Mon, 25 Jan 1999 13:33:00 -0700 Subject: Re: PROMs and Copyrights... >One of Garfield's last posts to the list was a summary of a conversation >he had with his attorney and a patent attorney about reverse >engineering. It's too long to reproduce here, but it's in the archives >right here: > >http://efi332.eng.ohio-state.edu/diy_efi/archive/archive_num_100;lines=5816 >6-58305 > >Bottom line is that the patent/copyright system is designed to protect >the inventions, while allowing others access to them, and allowing these >others to incrementally improve them. While having their improvements >also protected. > >--steve > >Mike wrote: >> >> I know this is a stupid question and it's not directly EFI-related, but can >> someone educate me on the legalities, specifically, copyrights and >> software/firmware, associated with reading OEM PROMs, "reverse engineering" >> them and even on "publishing" findings on, say, one's web page? Does reading >> the PROM not constitute making a copy of the firmware? Is this automatically >> "illegal"? But be aware that if you publish your work on your web page, that would constitute a public disclosure of it. And you have one year from the date of a public disclosure of an idea to file a patent application on anything in that disclosure which might be patentable, or it automatically goes into the public domain for all to use freely. Publishing an idea to this list , or one like it would probably also constitute a public disclosure for the purposes of starting the one year clock ticking. Not as familiar with copyright law, but I think that if you note each page (maybe just the title page) of something with the copyright symbol, you have reserved the right to file for a copyright on it for a fixed length of time after the date that you first distribute the material. (Forget whether the length of time to actually file for a copyright is one, two or three years.) These are not legal opinions--just recollections from having dealt with the issues involved on a personal and/or professional basis. Regards, Greg ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Mon, 25 Jan 1999 13:37:53 -0700 Subject: Re: Switch Pitch TH-400 (was something else) >Gwyn Reedy wrote: >> >> Coupla questions. >> >> Does any aftermarket vendor provide custom stall ratios on the variable >> pitch converters? >> >At one time Kenne Bell did. Looks like rebuilt/strengthened factory >converters, two styles. 1800/2600 rpm, and 1600/2400 rpm stall >speeds. >Kenne Bell, 10743 Bell Court, Rancho Cucamonga, California 91730; >(909) 941-6646. > >> What mechanism is used to control the pitch switch? Could that be adapted to >> allow control of the clutch in a locking converter? >> >Old stuff, used in 65-67 Buick and Olds. Mechanical switches close >circuit, switches to high stall at idle, and at 70%+ throttle >opening. Electrically, it's opposite the TCC. Original switches and >linkage are tough to locate, might as well use a manual switch. > >> Gwyn Reedy >> Brandon, Florida >> mailto:mgr@xxx.com What I am thinking here, at least for drag racing with a turbo motor, is to have it on high stall until boost reaches a pre-set level, then switch it to low stall once the turbo is well spooled up and the boost is high (for better efficiency). No lock up clutch to fry that way--- Regards, Greg >> >> > -----Original Message----- >> > From: owner-diy_efi@xxx.edu >> > [mailto:owner-diy_efi@xxx.edu]On Behalf Of Greg >> > Hermann >> > Sent: Sunday, January 24, 1999 10:50 PM >> > To: diy_efi@xxx.edu >> > Subject: Re: DFI, Batch Fire, and other myths >> > >> > >> > >> > > >> > >Was just thinking yesterday that the switch pitch converter should be >> > >connected to tcc control , and detent solenoid should remain manual >> > >control. BTW, 350 Buick HEI works, but must use drive gear from 455 >> > >points dizzy. >> > >> > Ahh--dangerous thoughts, and hardware that gets forgotten--Anybody know of >> > any experience racing with switch pitch TH-400's???? Or whether such an >> > idea ever got tried with turbo motors??? :-) (Like switching the pitch to >> > let it rev up into the boost QUICKLY???) >> > >> > Regards, Greg >> > > >> > >Shannen >> > >> > ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Mon, 25 Jan 1999 13:47:11 -0700 Subject: Re: Non list-chasing ghosts. >If there's anyone here who's run Racer Brown camshafts, esp. SB Chevy, >how did you like it/them? Also, if anyone has an old spec card around >from an RB cam, please email the specs to me. >Thanks, >Shannen Jim (@xxx. He used to grind the cams for Mark Donahue's Trans-Am AMC racer. He is the one who came up with the roller followers for that motor which acted like flat tappets for the usual tech inspection that was used by SCCA at that time for checking that aspect of the engine. (The Javelin in question was the same one that had a solid rear axle with about 1-1/2 degrees of negative camber on each rear wheel. This was done by means of (I think) a curved spline on the outer end of a full floating axle shaft. Pretty cute stuff. No wonder the class got sorta expensive to run!!!) :-) Regards, Greg ------------------------------ From: Jim Davies Date: Mon, 25 Jan 1999 16:38:23 -0800 (PST) Subject: RE: Switch Pitch TH-400 (was something else) On Mon, 25 Jan 1999, Guenther,Max wrote: > As for control I just used a cheap micro switch. looked cheesy but > works great! Gee, thats what GM used for original equipment on the VP 400s ;-> BTW, the Super Turbine 2 speed used the same VP convertor in some years. The V6 versions had the highest stall speed. ------------------------------ From: Jim Davies Date: Mon, 25 Jan 1999 16:42:45 -0800 (PST) Subject: Re: DFI, Batch Fire, and other myths On Mon, 25 Jan 1999, Shannen Durphey wrote: > > The previous owner put a switch pitch converter in my car, Firebird w/455 > > Pontiac. Seems amazingly stupid to me, why the hell do I need to rev a Poncho > > motor? > > > Everyone's an expert until proven wrong. If you decide to switch back > to stock pump and converter, I'll swap ya. Me, too. I have a good non-VP 400 pump etc. just sitting here waiting... ------------------------------ From: lconley@xxx.com Date: Mon, 25 Jan 1999 19:53:57 -0500 Subject: L-Jetronic resistor values Blueprinting a BMW K-75S motorcycle. Anticipate HP peak will move forward due to retarding intake cam profile. I'm looking to move the timing retardation and fuel cutoff on the L-Jetronic about 500 RPM further out from the 8777 RPM and 8905 RPM points. Can someone steer me towards the appropriate resistors? Direction of resistance change? Amount of change? Any other related tidbits? Related reading? TIA, Lou "Louge" Conley ------------------------------ From: "WILMAN" Date: Tue, 26 Jan 1999 21:47:01 +0800 Subject: Re: Bosch ecu question - ---------- > From: John Andrianakis > To: DIY_EFI@xxx.edu > Subject: Re: Bosch ecu question > Date: Thursday, January 21, 1999 12:17 PM > > LS wrote: > > > > I have idenitcal question on the Motronic DME 0261 200 088 > > and KLR 0227 400 145 units from Porsche 951 (944T) > > > > MCU??? markings DME: > > iB 57312 8738 > > > > MCU??? markings KLR: > > iB 57391 8721 > > > > Anybody dissassembled Bosch ECU's? > > > > Fooled around with prom tables (fuel timing boost)? > > > > How about AFM to MAF replacement in software? > > > > Thanks Len. > I havent worked on that particular one but I found a prom file from the > fuel ecu and it looks simple. Cant realy tell without the emulator on a > working car.A friend is putting together a 944t and I will be checking > it out soon.I will post my findings asap. > I have worked on Bosch ecus from Fiat Punto GTs,Audi A4 turbo and some > late model BMW. > Most of the time I deal with Magneti Marelli ecus and some Weber. > John Andrianakis. > Could you give me some advise on locating particular maps on Marelli ECUs? I work on quite a few Peugeot Maserati and Fiat/Lancia. I do have difficulty in locating some maps. Wilman Lee ------------------------------ From: Hugo Villeneuve Date: Mon, 25 Jan 1999 20:06:32 -0500 Subject: Methanol compatible Injectors & LM1949 Hi all, 1. I'm searching methanol (M85) compatible injectors rated at 25 pounds/hour. If someone have a contact or a place where to find them, let me know. 2. I want to use the National Semiconductors LM1949 for injector drive. Since I have a four cylinder engine, is it possible to have only two LM1949 for driving the four injectors? Hugo Villeneuve. ------------------------------ From: Tom Sharpe Date: Mon, 25 Jan 1999 19:07:18 -0600 Subject: Re: DFI, Batch Fire, and other myths Greg Hermann wrote: > Ahh--dangerous thoughts, and hardware that gets forgotten--Anybody know of > any experience racing with switch pitch TH-400's???? Or whether such an > idea ever got tried with turbo motors??? :-) (Like switching the pitch to > let it rev up into the boost QUICKLY???) Switch pitches are good for heavy cars with long gears - help out of the hole and low rpm cruse. Adds about 1000 rpm - makes a 6 speed but most of the time it's not really effective with a wide torque curve. Use a 700R4 with the right converter, or for BIG motors, the T400 derivative, I forgot the number. Regarde Tom ------------------------------ From: Tom Sharpe Date: Mon, 25 Jan 1999 19:13:46 -0600 Subject: Re: DFI, Batch Fire, and other myths Greg Hermann wrote: > > > >One thing that might work would be to have a 2 or 4 injector TBI setup, > >with those injectors sized to get you up to maybe 25% of max power, > >and relatively huge TPI injectors in each port. This way you can have > >really big TPI injectors without worrying about idle quality. And, as > >an added bonus, you probably will get a higher % of the fuel from the > >TBI injectors to evaporate, which is probably a *good* thing for BSFC > >at cruise. (Actually I don't know how the pumping work vs. compression > >work numbers pan out... Greg?) I was thinking about the opposite, small sequential injectors squirting on the valve for economy and a couple of big TPIs for WOT with all that wet flow. Regards Tom ------------------------------ From: ECMnut@xxx.com Date: Mon, 25 Jan 1999 20:52:42 EST Subject: Re: Bosch ecu question, Porche 944T I believe there are two (removable) 2732 eproms in that box... One socket labeled "KLR", the other "DME" If so, I may be able to assist you.. I believe the aftermarket chips supply more fuel & a little more timing down low, but leave it to the user, to bleed some of the wastegate boost signal in order to achieve increased manifold pressure.. Do you have a dump of the chips, and where are you located? Mike V. > > > > > > I have idenitcal question on the Motronic DME 0261 200 088 > > > and KLR 0227 400 145 units from Porsche 951 (944T) > > > > > > MCU??? markings DME: > > > iB 57312 8738 > > > ------------------------------ From: Shannen Durphey Date: Mon, 25 Jan 1999 21:19:18 -0500 Subject: Re: DFI, Batch Fire, and other myths Tom Sharpe wrote: > > Greg Hermann wrote: > > > Ahh--dangerous thoughts, and hardware that gets forgotten--Anybody know of > > any experience racing with switch pitch TH-400's???? Or whether such an > > idea ever got tried with turbo motors??? :-) (Like switching the pitch to > > let it rev up into the boost QUICKLY???) > > Switch pitches are good for heavy cars with long gears - help out of the hole > and low rpm cruse. Adds about 1000 rpm - makes a 6 speed but most of the time > it's not really effective with a wide torque curve. Use a 700R4 with the right > converter, or for BIG motors, the T400 derivative, I forgot the number. > Regarde Tom That be the 4l80e, very heavy, very hungry for horses, but very tough. Dual stator torque convertor + tcc, electronically controlled shifts, and did I mention it was heavy? Shannen ------------------------------ From: AJLegere@xxx.com Date: Mon, 25 Jan 1999 21:08:53 EST Subject: Re: TPI on a 406 Just a short comment on yr 'picked up'TPI. I've gor an '87 TPI setup for the exact same application. The donor car was an '87 Firebird 350 with a '165. AJL ------------------------------ From: Shannen Durphey Date: Mon, 25 Jan 1999 21:26:37 -0500 Subject: Re: DFI, Batch Fire, and other myths Clarence Wood wrote: > > Thank you Shannon!! > I have all the material to make the unit! One question: I assume that the timer was used on the pump, but, in any case, how long would you let the engine run for a 6 cylinder engine? > I guess I have another question: is it O2 safe? > And another question: how big is the tank? > > > > From memory, the tank is 5 gallons. Run time depends on condition of the engine, maximum timer setting was one hour. Minimum 1/2 hour with cleaner circulating through fuel rail, and engine off. Remember to connect pressure and return lines as close to the engine as possible. Routing is shown here: http://www.motorvac.com/Professional%20Section/engine%20connections%20gas.htm Yes, is sensor safe. Shannen ------------------------------ From: Matthew Harding Date: Tue, 26 Jan 1999 13:35:23 +1100 Subject: lookup resolution i am toyiong with the idea of using a STAMP BS2SX as the heart of a simple EFI system. For anyone who doesn't know the STAMP, go to... http://www.parallaxinc.com/ anyway, that doesn't really matter, my questions are regarding the resolution of the lookup table, it is being designed primarily for my own 1.6 Litre Isuzu turbo engine, running 15 PSI boost max... therefore it will be using a 2 bar MAP sensor, and will rev to around 8000 rpm I was planning on using 16 RPM points and 64 load points, this would given around 500 RPM and .5 PSI MAP resolution... my questions; is this resolution high enough for a street driven engine ? what sort of interpolation would i require, if any ? would the engine still remain drivable without any interpolation... simple chosing the next highest point in the lookup table ? and some others, if you've got time :) Is it ok to have the program say that whenever TPS = 0% simply go into "idle mode" supplying a predetermined injector pulse ? can anyone design a simple, adjustable curcuit for sensing when the "accelerator pump" enrichment should be added... just something that went HIGH when the TPS had been opened faster than a predetermine rate ? is it ok to just use 1 bit for temp... ie, when the engine is below normal operating temp add a set percentage to the injector pulse width, or does it have to vary as the temp rises ? I know, there is heaps of questions here, but any help would be greatly appreciated... thanks in advance Matt ------------------------------ From: Wayne Macdonald Date: Tue, 26 Jan 1999 14:44:17 +1100 Subject: LM9044 - ------ =_NextPart_000_01BE493A.8D3F0180 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Anyone know where I can get some of the LM9044 O2 amplifiers ?, Or an equivalent, Or a circuit diagram that will do the job. Thanks Wayne. - ------ =_NextPart_000_01BE493A.8D3F0180 Content-Type: application/ms-tnef Content-Transfer-Encoding: base64 eJ8+IisDAQaQCAAEAAAAAAABAAEAAQeQBgAIAAAA5AQAAAAAAADoAAEIgAcAGAAAAElQTS5NaWNy b3NvZnQgTWFpbC5Ob3RlADEIAQ2ABAACAAAAAgACAAEEkAYAYAEAAAEAAAAMAAAAAwAAMAIAAAAL AA8OAAAAAAIB/w8BAAAAYQAAAAAAAACBKx+kvqMQGZ1uAN0BD1QCAAAAAGRpeV9lZmlAZWZpMzMy LmVuZy5vaGlvLXN0YXRlLmVkdQBTTVRQAGRpeV9lZmlAZWZpMzMyLmVuZy5vaGlvLXN0YXRlLmVk dQAAAAAeAAIwAQAAAAUAAABTTVRQAAAAAB4AAzABAAAAIgAAAGRpeV9lZmlAZWZpMzMyLmVuZy5v aGlvLXN0YXRlLmVkdQAAAAMAFQwBAAAAAwD+DwYAAAAeAAEwAQAAACQAAAAnZGl5X2VmaUBlZmkz MzIuZW5nLm9oaW8tc3RhdGUuZWR1JwACAQswAQAAACcAAABTTVRQOkRJWV9FRklARUZJMzMyLkVO Ry5PSElPLVNUQVRFLkVEVQAAAwAAOQAAAAALAEA6AQAAAAIB9g8BAAAABAAAAAAAAAKcSAEEgAEA BwAAAExNOTA0NABqAQEFgAMADgAAAM8HAQAaAA4ALAARAAIAPgEBIIADAA4AAADPBwEAGgAOACoA BwACADIBAQmAAQAhAAAAOEY1OEJCQ0EyOEE5RDIxMTgwQTIwMDEwNEI2NEQ1ODUAEQcBA5AGAJgC AAAUAAAACwAjAAAAAAADACYAAAAAAAsAKQAAAAAAAwAuAAAAAAADADYAAAAAAEAAOQCw/okm3ki+ AR4AcAABAAAABwAAAExNOTA0NAAAAgFxAAEAAAAWAAAAAb5I3iaIyrtYkKkoEdKAogAQS2TVhQAA HgAeDAEAAAAFAAAAU01UUAAAAAAeAB8MAQAAABYAAAB3bWNkb25hbEBodXRjaC5jb20uYXUAAAAD AAYQ7mbTkgMABxBuAAAAHgAIEAEAAABlAAAAQU5ZT05FS05PV1dIRVJFSUNBTkdFVFNPTUVPRlRI RUxNOTA0NE8yQU1QTElGSUVSUz8sT1JBTkVRVUlWQUxFTlQsT1JBQ0lSQ1VJVERJQUdSQU1USEFU V0lMTERPVEhFSk9CVAAAAAACAQkQAQAAACABAAAcAQAAsAEAAExaRnX2wsaM/wAKAQ8CFQKkA+QF 6wKDAFATA1QCAGNoCsBzZXTuMgYABsMCgzIDxgcTAoMiMw96aGVsAyBEbLpnAoB9CoAIzwnZOxZv eDI1NQKACoENsQtgbjBnMTAzFCALA2xpvDM2DfALVRLyDAFjAEAJE3BueQIgZSBrbhpvB+B3FPAW cCBJIMpjA5FnEgAgcwNwHAAQb2YgdBTwIExNQDkwNDQgTxIgYZ5tC1AGkAiRBCA/LB6QgwXAA5Fl cXVpdgdAjQnwdB+UHOBpcmMgML0FQGQHMAnAHtAd4WEFQBMD8BURZG8d42pvYhYuCoUKhVQRwG5r c0MKhgGRIFdheRvwLvUajXADYHQFkAVACoUVkQIAJ/ADABAQAAAAAAMAERABAAAAQAAHMBAQo9jd SL4BQAAIMBAQo9jdSL4BHgA9AAEAAAABAAAAAAAAAAMADTT9NwAAhZ4= - ------ =_NextPart_000_01BE493A.8D3F0180-- ------------------------------ From: "David Cooley" Date: Mon, 25 Jan 1999 21:54:26 -0500 Subject: Re: DFI, Batch Fire, and other myths That's called a high stall convertor with lockup. - -----Original Message----- From: Greg Hermann To: diy_efi@xxx.edu> Date: Sunday, January 24, 1999 11:00 PM Subject: Re: DFI, Batch Fire, and other myths > >> >>Was just thinking yesterday that the switch pitch converter should be >>connected to tcc control , and detent solenoid should remain manual >>control. BTW, 350 Buick HEI works, but must use drive gear from 455 >>points dizzy. > >Ahh--dangerous thoughts, and hardware that gets forgotten--Anybody know of >any experience racing with switch pitch TH-400's???? Or whether such an >idea ever got tried with turbo motors??? :-) (Like switching the pitch to >let it rev up into the boost QUICKLY???) > >Regards, Greg >> >>Shannen > > > ------------------------------ From: "David Cooley" Date: Mon, 25 Jan 1999 21:54:29 -0500 Subject: Re: PROMs and Copyrights... - -----Original Message----- From: Dave Williams To: diy_efi@xxx.edu> Date: Sunday, January 24, 1999 7:47 PM Subject: PROMs and Copyrights... - -> I can tell you (as a past Hypertech employee) that copying the stock - -> binary, making changes, and then selling it as your own work is NOT - -> illegal. This has been a legal issue of long debate. Once the - -> binary is modified, it is no longer copyrighted material. Re-selling - -> of non-modified binaries IS illegal, however. By US law copying, modifying, and reselling code is a Federal crime. Several states also have anti-hacking and anti-piracy laws that cover this. Actually, they are not modifying code... They are modifying look-up tables. There is no copyright or patent that covers timing curves, fuel curves etc... if there was, changing the advance weights in your old distributor ignition car would have been illegal. ------------------------------ From: "David Cooley" Date: Mon, 25 Jan 1999 21:54:35 -0500 Subject: Re: PROMs and Copyrights... CARB never gives approval... They issue Exemption Orders that state that the product in question does not create emissions that exceed the particular model years limits. CARB has gone after and sued several companies that claimed CARB issued Approval or certification that a particular product performed as advertised (in regards to HP & Torque...). - -----Original Message----- From: Orin Eman To: diy_efi@xxx.edu> Date: Sunday, January 24, 1999 11:05 PM Subject: Re: PROMs and Copyrights... > >> Mike wrote: >> The bigger question on copying and modifying the OEM code is who out >> here does emissions testing on the final results? The OEM's spend huge >> $$$ on testing and I suspect are on the hook for any changes that effect >> emissions. Do any aftermarket tuners who make PROM changes recertify >> the cars or even test for emissions? > >Well, Intended Acceleration has CARB approval for some of their >'modifications'. What this actually involves is a different matter... > >Orin. > ------------------------------ End of DIY_EFI Digest V4 #60 **************************** 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".