DIY_EFI Digest Thursday, 28 January 1999 Volume 04 : Number 068 In this issue: RE: home dyno kit?? BP constant formula? Re: Cubic Dollars Re: home dyno kit?? Re: 2:1 Internal & Spur Gear Re: 2:1 Internal & Spur Gear RE: DFI, Batch Fire, and other myths Re: Cubic Dollars Re: 2:1 Internal & Spur Gear wanted: CORVETTE 4+3 Transmisson Re: '165 donor vehicle needed Re: 2:1 Internal & Spur Gear Re: Cubic Dollars Re: 2:1 Internal & Spur Gear Re: Non list-chasing ghosts. Re: Bosch/Buick crossbreed Re: home dyno kit?? Last Holden Bin for a while?. Re: BLCC5074 error codes Re: Cubic Dollars Identify this chip Re: DFI, Batch Fire, and other myths Re: DFI, Batch Fire, and other myths More DFI q's... Re: Switch Pitch (Caddy 8-6-4) Looking for injectors Re: lookup resolution Re:Switch pitch, or cubic Buicks Cubic Buicks See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "Ward Spoonemore" Date: Wed, 27 Jan 1999 18:33:02 -0800 Subject: RE: home dyno kit?? This is because the 8192 sample time is maxed at about 8 frames/sec. This is an interrogate respond handshake system and it has real time interrupts to prevent the engine from dying from over eager scanning. Ward - -----Original Message----- From: owner-diy_efi@xxx.edu [mailto:owner-diy_efi@xxx.edu]On Behalf Of Roger Heflin Sent: Wednesday, January 27, 1999 5:35 PM To: 'diy_efi@xxx.edu' Subject: RE: home dyno kit?? On Wed, 27 Jan 1999, Mike Pitts wrote: > > Seems like if you had a fast (8192 baud) home brew scan tool, > you could measure RPM and MPH and make the same calculations, > probably a bit more precisely since you would have MPH as an > input rather than a calculation. > > Anyone know the math for this off-hand? Might as well add it > to my cutom scan software (for 16198625 PCM's only, sorry). > > Cool idea though. Very creative with the inductive coil into > the microphone jack. > I tried using the diacom data to get this sort of info. I have 7 samples per second 8192 baud. It does not work. The rpm and mph are too coarse. 1mph and 25 rpm don't give enough resolution to be able hp over a short range. To get reasonably smooth data I was having to average over 7-10 samples (almost a second, and a pretty wide rpm range). At 7 samples per second, the mph takes several samples to change, so you really cannot get accurate acceleration numbers, and this was the reason for having to average over a wide range. If you adjusted the computer and had some way to get more accurate mph numbers then it would probably be workable. But with 1 mph resolution it won't work very well. You might be able to setup an interpolation type equation for the mph and get alot better guess. I have a program (quick basic) to read a diacom dbf file and do this sort of processing. I will revisit doing this, since I already have some code that may work with interpolation. Roger ------------------------------ From: Jason Weir Date: Wed, 27 Jan 1999 21:48:49 -0500 Subject: BP constant formula? Does anyone know of a formula to figure out what the base pulse width constant should be given specific engine and injector sizing? And why would the BPW constant be higher in the lower map ranges than the higher map ranges?? Jason ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Wed, 27 Jan 1999 20:30:01 -0700 Subject: Re: Cubic Dollars >In answer to the request for a source and something to read for yourself, >concerning the meaning of the US Constitution. Find yourself a copy of >the Citizens' Handbook. > >It's a small (3.5" X 7") 45 page booklet that has the Declaration of >Independence, Bill of Rights, the Constitution and a couple of other >important documents. > >My copy was printed by Freedom Partner's in Washington DC, 202 833-2234. >Also, most conservative book & tape stores will carry these booklets, and >many organization give them away for the asking. Even if you have to pay >a couple of bucks, it's worth it. - ------------------------- IIRC, that also the one that quote the supreme court cases on jury nullification-- Greg ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Wed, 27 Jan 1999 20:31:54 -0700 Subject: Re: home dyno kit?? >Depends on what eh, means >Bruce Doc's thinking about going to law school....... Nahh--send Sleepy and Grumpy > > >>They claim the software doesn't estimate power, it measures it. But >>further down the page they tell you it's ok to estimate the variables >>used in the horsepower calculations. Ahh, well. Kinda like using a >>crush sleeve, eh? Geez, Shannen--you catch on quick!!! >>Shannen ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Wed, 27 Jan 1999 20:37:06 -0700 Subject: Re: 2:1 Internal & Spur Gear >On Wed, 27 Jan 1999, Dan Llewellyn2 wrote: > >> of internal and planetary gears won't work because the planets >> are too small. I was hoping internal and planets from different >> sets might work, but haven't found a match. I figured that >> buying some used automatic transmission gears would be >> the cheapest way to get some quality gears. >> >Cant think of any AT combinations that would do this. Try an industrial >supply house for something like this. Browning is a brand name that comes >to mind, but there are many others. Try an Allison rebuilder--I think there are some planetary set in some of them that might get close, plus a lot of their planetary sets are straight cut rather than helical. Greg ------------------------------ From: "Clarence L.Snyder" Date: Wed, 27 Jan 1999 22:49:29 -0500 Subject: Re: 2:1 Internal & Spur Gear Jim Davies wrote: > > On Wed, 27 Jan 1999, Dan Llewellyn2 wrote: > > > of internal and planetary gears won't work because the planets > > are too small. I was hoping internal and planets from different > > sets might work, but haven't found a match. I figured that > > buying some used automatic transmission gears would be > > the cheapest way to get some quality gears. > > > Cant think of any AT combinations that would do this. Try an industrial > supply house for something like this. Browning is a brand name that comes > to mind, but there are many others. Browning EPT does not have them either - been there, done that. Trust me, you will need a custom gear. If you manage to find one it will not be a ground and hardened gear. I'm thinking hay loader or dump rake - cast gears - that's the only sourse I have found, and anything over about 300 RPM is impossible with them. ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Wed, 27 Jan 1999 21:05:40 -0700 Subject: RE: DFI, Batch Fire, and other myths >Not quite right...... > >The crush sleeve is used to set the front and rear pinion bearing pre-load, >the front pinion bearing takes the thrust from the driveshaft. If the >pinion nut comes loose then the pinion will move rearward and instantly >chew the ring gear. > >/Marc The front bearing also takes the gear thrust when the gears are loaded on the coast side of their teeth. (like with regular cut gears, driving forward in the front end of a 4x4) One main point is, that with a crush sleeve, tightness of the nut is limited, so it is way more likely to come loose--- Greg >---------- >From: Gary Derian[SMTP:gderian@xxx.net] >Sent: January 27, 1999 1:31 PM >To: diy_efi@xxx.edu >Subject: Re: DFI, Batch Fire, and other myths > >The way I know, the crush sleeve is only used to hold the inner bearing >races against the pinion gear to keep the races from rotating relative to >the pinion. It doesn't take any gear loads. You could remove the crush >sleeve and loctite the inner races to the pinion. > >Gary Derian > >> >>Betcha it was a crush sleeve. The too long driveshaft pounded the >companion >>flange on the pinion into the sleeve hard enough to smush the sleeve >beyond >>where it was supposed to be, and the rest was history. No doubt the too >>long shaft was what got the rear mount bolts too (before you fixed them! >> >>The crush sleeves are cheap for the mfgrs to use in a production >>situation--beyond that they are not worth a #@$% !!!! For any performance >>application, or even just for a quality rebuild, a conversion to positive >>pinion preload shims is HIGHLY recommended for ANY rear axle!!! >> >>Regards, Greg >> >> > > > > >begin 600 WINMAIL.DAT >M>)\^(BP"`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` >M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ >M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S >M,BYE;FM;VAI;RUS=&%T92YE9'4`````'@`", $````%````4TU44 `````>``,P`0`` >M`"(```!D:7E?969I0&5F:3,S,BYE;FM`0````,`_@\&````'@`!, $````D````)V1I>5]E9FE 969I,S,R+F5N9RYO >M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S >M,BY%3DM``0````````#GD@!"( '`!@```!)4$TN36ECM" $$@xxx.B!$1DDL($)A=&-H($9I71H >MM`!0`(P`#`#\!`0F `0`A````.4-#0S4X0C(Q.$(V1#(Q,4)%.4,T-#0U-3,U >M-# P,# ``0M`P`V``````! `#D`0#"9.V5*O@$>`' ``0```"4```!213H@1$9)+"!"871C >M:"!&:7)E+"!A;F0@;W1H97(@;7ET:',``````@%Q``$````6`````;Y*93N9 >MLEC,G;88$=*^G$1%4U0`````'@`># $````%````4TU44 `````>`!\,`0`` >M`!@xxx. ,`!Q R! `` >M'@`($ $```!E````3D]4455)5$5224=(5%1(14-255-(4TQ%159%25-54T5$ >M5$]315142$5&4D].5$%.1%)%05)024Y)3TY"14%224Y'4%)%+4Q/040L5$A% >M1E)/3E1024Y)3TY"14%224Y'5$%+10`````"`0D0`0```*D$``"E! ``;P@` >M`$Q:1G7E\GE%_P`*`0\"%0*H!>L"@P!0`O()`@!C: K M`\4"`'!R0G$1XG-T96T"@xxx.W`N0'$P*#-!+,%,5]"H"+",\)V3L7GS(U-0* >M!PJ!#;$+8&YG,3 S;Q10"PH440OR8P! ![!O405 <75I$] @xxx.&AT+AUS >M"H4*A51H`QT`!0!U!V'0`$`" ?$ F (/QT;Q] $< @,![!`U$" >M,%X@`' @(!>@"L%P"X!IV0(@(&(AH0N 9R'0%Z#B+1MD2"R(+ ?`05 `U(@HRYD!1 ?D!\@80& +B#,268@HR'E;G4%0 6@^P>"%S!O >M$; @xxx.@)YD#\-YL`R $8!^1(9)W"Q$A0\<+@!/ `'!T;'D>X![ =P?@(+(B >M@VM8/43T&,%0"TRQPJ',7L,,'4R1D8#83HSSC)&#((@-D<*P"PP1 9Q`'!;4V!- >M5% Z9P2!. % 1&-Y(E!R9V$3T"[Z;A' 73-O-'T&8 (P-:^5-KM*`'!U-Y(R >M-R-03#$Y/N ^P#HS'&!09DTY_S1]5&\\/S:[9,AI>5\-P&E 0]$:X(0R+@GP >M9RYO:"(0;BTKT3F!"8!U/Y\[#G6<8FHR@4&_-KM294@0Z$1&22-00CEP$7 U >M4'YI%Z C4"%2') >P 7 ;9IY(+!S+L\OTS,V,4M;WT*A7(`T >183E@*[(GBNM,B R)2!E<"R45",F$_\R43EP(I(7H M@5Z ?D2! GPJ%)Y@G0"=0!4!D;P>0 >M_&XG()$E$2%!+#!5HR,2VG-9L5D(8"AQ=5)A%Z#_*I-0-PJ%'U4A4AMXC]2F%04($%9&1W<-XD@/)LXGSFB/AW<9!8^0A' _Q%Q'[ %0"L@5%%0:R= >M'K+_($ @4!M'U41@2 @"?!W"& =0" S;1\2;&DB4'EU`B!D9)9W2Z$?H684<_QU<&CP( 4B >M4$LD+*,'D.]F%$30$\ %L'DG0!R 6@'_1[ @E&>Q9)9G\VB49C)O\/\Y<"T@ >M')%R! K!!&!I$ 5 [0;A=& 2(% H(E "$' AEV\P7! P<'AI1&TA9)[O'KY4 >M47 A+%%A5E!X(2"C_&UF"M%""A=?$@xxx.! >M5#!DEGOP"U!I8W\C[R-0!;$?@xxx.@:B73@E(\'0!S@+# 7H&(M*'%N'Y 1H"(2($%P\1S@_R;!9)8AY2+1(Q)U(0=P!""!'\%(24=(3%DA@<\H >M@xxx.6 +(/IS(U!'%Z!3EF4''=Q,KWLQ >M1Q5B,A*P,D8*A1;!``&3X ````,`$! ``````P`1$ (```! ``DO@% ``@PH$[VR61*O@$>`#T``0````4```!213H@`````+;F >` >end ------------------------------ From: Raymond C Drouillard Date: Wed, 27 Jan 1999 23:21:28 -0500 Subject: Re: Cubic Dollars Well... the engine isn't broken in yet. The rings aren't seated. Ray On Tue, 26 Jan 1999 16:13:03 -0800 espace writes: >Well I for one am really impressed that this group has so many that >know something of >nullification, and so many that are interested. Far from a normal >group of bozos here!:-) > > >As for efi content, anybody here got any evidence of what effect >washing down the cylinder >walls with fuel has on compression??? I've a rig of questionable >background(85300zx turbo) >that is varying from 30#-85# and there's 18 hours labor in r&r'ing the >heads. I'd really >hate to invest this much in the thing(gaskets are probably 300$) just >to find that fuel >or condensate had caused such. It has only 100k miles on it. > > ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] ------------------------------ From: JRECPA@xxx.com Date: Wed, 27 Jan 1999 23:36:34 EST Subject: Re: 2:1 Internal & Spur Gear In a message dated 1/27/99 11:12:01 AM US Mountain Standard Time, DanLlwln@xxx.com writes: << This is not exactly EFI related - but my local sources have been unable to help me. I am trying to build an experimental transmission. It uses an internal gear (teeth on the inside) and a spur gear (teeth on the outside) that rotates inside the first gear. My only requirement is that the internal gear needs to have exactly twice the teeth of the spur gear (and mesh, of course). I went some automatic transmission shops, but all the sets of internal and planetary gears won't work because the planets are too small. I was hoping internal and planets from different sets might work, but haven't found a match. I figured that buying some used automatic transmission gears would be the cheapest way to get some quality gears. Any ideas? TIA Dan L >> Are you trying to use the spur gear as a planetary set up or just a single gear to gear ratio? If you are trying for a planetary set up it won't work because there would be no room for a sun gear. That is why they use 2 planetary gear sets to get the ratios under 3 to 1. James ------------------------------ From: WATCHmeDRV@xxx.com Date: Wed, 27 Jan 1999 23:36:51 EST Subject: wanted: CORVETTE 4+3 Transmisson I need a 4+3 trans for a corvette the manual side is what I need not the overdrive side. Email me or call me at 706-547-0052 leave a number and message if no answer please. ------------------------------ From: Shannen Durphey Date: Thu, 28 Jan 1999 00:00:33 -0500 Subject: Re: '165 donor vehicle needed Those ECM's are used in s+t trucks and blazers, and astrovans. Hay, ask your yard if they have the Hollander interchange # for that. Stowe, Ted-SEA wrote: > > hi. > after some research I've figured out that I should play with a 1227165. the > ludis page gives me some ideas as to the type of gm vehicle that had a 4 cyl > tbi application. > > 1987 truck 2.5 L4 TBI "E" > 1988 truck 2.5 L4 TBI "E" > 1989 truck 2.5 L4 TBI "E" > 1990 truck 2.5 L4 TBI "E" > 1991 truck 2.5 L4 TBI "E" > 1991-93 truck 2.5 L4 TBI "A" > > my app is for a 2.0 liter engine, and I need to run a tbi system, however > the junkyards I've talked to on-line about buying the wiring harness, ECU, > sensors, etc tell me that they can't find a gm truck that has one, (they > can't dig up the truck model). was this for a S-10 ? I need to tell them the > precise info, model, year , engine they aren't generally too creative with > 'find me a '165' . > > can someone give me a model example ? this didn't use a crank sensor or > anything too fancy like that did it ? > > thanks, Ted. ------------------------------ From: "Walter Sherwin" Date: Thu, 28 Jan 1999 00:19:19 -0800 Subject: Re: 2:1 Internal & Spur Gear Why not sketch up exactly what you need, and pay a machine shop to manufacture and heat treat them from appropriate material? Any good shop should be able to, for some$$. Walt. - -----Original Message----- From: Clarence L.Snyder To: diy_efi@xxx.edu> Date: Wednesday, January 27, 1999 8:11 PM Subject: Re: 2:1 Internal & Spur Gear >Jim Davies wrote: >> >> On Wed, 27 Jan 1999, Dan Llewellyn2 wrote: >> >> > of internal and planetary gears won't work because the planets >> > are too small. I was hoping internal and planets from different >> > sets might work, but haven't found a match. I figured that >> > buying some used automatic transmission gears would be >> > the cheapest way to get some quality gears. >> > >> Cant think of any AT combinations that would do this. Try an industrial >> supply house for something like this. Browning is a brand name that comes >> to mind, but there are many others. >Browning EPT does not have them either - been there, done that. Trust >me, you will need a custom gear. If you manage to find one it will not >be a ground and hardened gear. I'm thinking hay loader or dump rake - >cast gears - that's the only sourse I have found, and anything over >about 300 RPM is impossible with them. ------------------------------ From: "Bruce Plecan" Date: Thu, 28 Jan 1999 00:24:01 -0500 Subject: Re: Cubic Dollars Well I just went all over a PCB, and find no C with circle anywhere used a 3-4x lens, and don't see it. Bruce >3. I have never looked--does GM (for instance) put the c in a circle symbol >on their ecu PCB's??? (BRUCE???) >(Together with the other required info.) I have seen this stuff on plenty >of PCB's, but dunno as to ecu's. IF THE COPYRIGHT SYMBOL AND OTHER REQUIRED >INFO IS NOT ON THE PCB, THE BOARD DESIGN IS PUBLIC DOMAIN. PERIOD!!! YOU >WOULD BE FREE TO COPY IT AT WILL!!!! >Regards, Greg ------------------------------ From: Shannen Durphey Date: Thu, 28 Jan 1999 00:16:46 -0500 Subject: Re: 2:1 Internal & Spur Gear Clarence L.Snyder wrote: > > Jim Davies wrote: > > > > On Wed, 27 Jan 1999, Dan Llewellyn2 wrote: > > > > > of internal and planetary gears won't work because the planets > > > are too small. I was hoping internal and planets from different > > > sets might work, but haven't found a match. I figured that > > > buying some used automatic transmission gears would be > > > the cheapest way to get some quality gears. > > > > > Cant think of any AT combinations that would do this. Try an industrial > > supply house for something like this. Browning is a brand name that comes > > to mind, but there are many others. > Browning EPT does not have them either - been there, done that. Trust > me, you will need a custom gear. If you manage to find one it will not > be a ground and hardened gear. I'm thinking hay loader or dump rake - > cast gears - that's the only sourse I have found, and anything over > about 300 RPM is impossible with them. Did you check into any of the custom planetary sets made for aftermarket trans companies like A1? Shannen ------------------------------ From: FHPREMACH@xxx.com Date: Thu, 28 Jan 1999 01:11:24 EST Subject: Re: Non list-chasing ghosts. In a message dated 1/27/99 11:41:17 AM Pacific Standard Time, bearbvd@xxx.net writes: << >(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 >> There was an article a few years ago about using a set of splines cut on a curve and mated to a floating hub set at an angle. Could allow for both toe and camber adjustments. It was in one of the circle track magazines. Sounded like it could have possibilities with a Mumford link for roll control. Fred ------------------------------ From: "Mike Pitts" Date: Thu, 28 Jan 1999 01:15:15 -0500 Subject: Re: Bosch/Buick crossbreed That sounds like a cool project. But why not just use the EFI system off a FWD SFI Buick? They are plentiful and cheap in the boneyards. Let us know when you fire it up! - -Mike - -----Original Message----- From: Dave Williams Subject: Bosch/Buick crossbreed I've made some progress on my EFI transplant. I have a '79 Buick 3.8 V6 going into my '84 Mazda pickup. The engine was, of course, carbureted in its original form. I acquired an '82 Toyota Celica Supra EFI setup for free...snip ------------------------------ From: "Mike Pitts" Date: Thu, 28 Jan 1999 01:22:10 -0500 Subject: Re: home dyno kit?? >>This is because the 8192 sample time is maxed at about 8 frames/sec. Not if you know how to send the command to directly read ram locations a single byte at a time, rather than asking for the entire diagnostic stream. 8-) If I can get 64 bytes out 8 times per second, I should be able to get between 128 and 256 samples per second interrogating just two bytes (RPM and MPH). So sample rate is not a problem. The earlier post about poor resolution made a good point (25 RPM and 1.0 MPH), you can however query the raw time between cam sensor pulses and the raw VSS count and do your own math to get as precise as you wish. Or, at least I can do it with my PCM. - -Mike ------------------------------ From: "Ross Myers" Date: Thu, 28 Jan 1999 17:45:09 +1100 Subject: Last Holden Bin for a while?. Ok, This one is from a 94/95 V8 Manual, but the Engine is the upgraded HSV 185Kw. Also this ECM is an 082. Find it on the FTP site-. BMZL1790.BIN Bye Ross ------------------------------ From: "Ross Myers" Date: Wed, 27 Jan 1999 17:59:15 +1100 Subject: Re: BLCC5074 error codes >Was poking around in the BLCC5074 code recently uploaded (sorry...forgot the >poster's name) and came across some malfunction codes I'm not familiar with. >Does the poster (or anyone familiar with this Holden 5L V8 (non-Chevy) BLCC >combination) know the related systems for the following codes: > >17 >19 >26 (QDM fault maybe?) >27 >36 (vacuum leak maybe?) >46 (VATS fail?) >56 >57 >66 >72 > >There are a bunch of other codes in the PROM but they're not enabled in the >masks. The ones above are enabled but I'm not positive what they do. Well seeing as though I uploaded them I should try to help you out ;-) I have a GM book for one of these cars around, I'll go hunting and see what I can find. BTW - Where were the Malf codes located?. Regards Ross Myers ------------------------------ From: Clarence Wood Date: Thu, 28 Jan 1999 00:52:36 -0600 Subject: Re: Cubic Dollars (snip) >Do any of the software oriented folks out there know what material you have >to submit to complete a copyright on software???? Or does anybody even >bother cuz of the development cycle being so short???? > When writing windows programs, in the 'Help' menu box, the copyright and 'c' in a circle is present with date and author. I have not really dug into this in depth but I believe that this procedure protects the software. Hackers can remove this information and I have read of several software programmers who, to protect their work, have imbedded certain keystrokes, in the program, that when entered while the program was running, would display information about the copyright and author. This technique won one independent programmer a bundle in court when he proved that he wrote the program, stolen and marketed by another company, by typing keystrokes which initiated a screen display showing his copyright information. Clarence ------------------------------ From: Ludis Langens Date: Wed, 27 Jan 1999 23:34:49 -0800 Subject: Identify this chip I'm trying to identify a little jelly bean chip in an ECM. The pin connections don't match anything in any data book I have. I think it is some sort of one-shot timer. It is in a tiny 14 pin surface mount package. The GM part number is 48504 (or probably 16048504). Here are the pin connections: 14 Power (VCC) 7 Ground (GND) 1 No connect - must be NC or an output 11 No connect - must be NC or an output 8 & 9 Connected together, these are driven by an active high global enable, thus they must be enable/set/reset inputs 12 & 13 Connected together, these are probably driven by the time processor chip, they are probably timer trigger inputs 3 Output which controls a quad driver stage which controls a fan relay, this is probably a "Q" output 2 & 4 Connected together and enabling a second quad driver channel, one is probably a "~Q" output, the other may be a retrigger input 5 & 6 Connected together, a 3.3 uF capacitor connects between these pins and ground 10 Connected to 5 & 6 via a 301K 1% resistor It would seem like this is a 74121 or similar, but the pinout is wrong. Perhaps this is one of the chips whose pinout changed when it went to a surface mount package. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ From: James Ballenger Date: Thu, 28 Jan 1999 03:06:17 -0500 Subject: Re: DFI, Batch Fire, and other myths Greg Hermann wrote: > >Not quite right...... > > > >The crush sleeve is used to set the front and rear pinion bearing pre-load, > >the front pinion bearing takes the thrust from the driveshaft. If the > >pinion nut comes loose then the pinion will move rearward and instantly > >chew the ring gear. In less than 500 miles, I can verify. Damnit. > The front bearing also takes the gear thrust when the gears are loaded on > the coast side of their teeth. (like with regular cut gears, driving > forward in the front end of a 4x4) > > One main point is, that with a crush sleeve, tightness of the nut is > limited, so it is way more likely to come loose--- I didn't mention it before, but you could actually hear the pinion eating the carrier away. It would only happen at 25+ when coasting. I came up with some interesting driving styles to minimize the grinding :-| James Ballenger ------------------------------ From: James Ballenger Date: Thu, 28 Jan 1999 03:10:20 -0500 Subject: Re: DFI, Batch Fire, and other myths Greg Hermann wrote: > Betcha it was a crush sleeve. The too long driveshaft pounded the companion > flange on the pinion into the sleeve hard enough to smush the sleeve beyond > where it was supposed to be, and the rest was history. No doubt the too > long shaft was what got the rear mount bolts too (before you fixed them! It would make a noise on the 1-2 shift, so I saw the bolts missing and thought the driveshaft was jacknifing. It still made the noise afterwards, in retrospect that was probably the rearend massive death cry. Damn. > The crush sleeves are cheap for the mfgrs to use in a production > situation--beyond that they are not worth a #@$% !!!! For any performance > application, or even just for a quality rebuild, a conversion to positive > pinion preload shims is HIGHLY recommended for ANY rear axle!!! Now I want to rebuild the sucker. I will probably ask about this again when I actually take the thing completely apart and can get and idea as to what some of the doo-hickeys in there are. James Ballenger ------------------------------ From: Matt Beaubien Date: Thu, 28 Jan 1999 01:10:51 -0700 (MST) Subject: More DFI q's... Hi all, Just got back from some more dyno testing of the R-trim 302 Ford I'm helping with. It's a good thing I'm helping out, as who knows what the guys at the shop would end up with. I stepped out for a while and they were trying to take timing out of it by adjusting the NO2 retard. The engine isn't running NO2 and the DFI isn't setup to do so... Anyway, I've decided that I like the Felpro software _much_ better than Calmap. I seriously think that you could get away with not dynoing the engine with the FP system, and probably end up with better maps (assuming the FP has the UEGO.) I haven't actually run an engine on the FP unit but I can see how the s/w is much superior. Accel has a lot of work to do one Calmap to bring it even close to FP. Anyway, we haven't done any heavy testing but managed to get 600 HP at 6000 RPM with ~21 psi boost. This is with no water running through the intercooler (Vortec pump died) and very minimal tuning. The owner was expecting ~18 psi max so I don't know how much we'll see at 7000 RPM. Water in the intercooler will bring the boost down but probably not a whole lot. I personally wouldn't be pushin the engine so hard without proper intercooling, but hey, it's not my motor ;-). One minor problem we're having right now is when the throttle is opened and the load is applied, the revs climb, the motor hiccups, recovers, and then climbs again. It happens long enough after the throttle is open that I don't think it's a TPS enrichment problem. Just thinking about it now, I think it might be the delta MAP enrichment as it could be triggered with the rapidly rising boost. The dyno operator has tuned a similar engine (don't know if I want to see his maps...) and said that it hiccuped at what seemed to be the transition to positive MAP and could not be tuned out. I doubt that statement and will do what I can to prove him wrong ;-). I think if we can start a section on the homepage with maps (fuel and timing) from various engines, factory tuned or not, it would be of great help to those building/programming their own systems. Any comments or suggestions? Thanks in advance. Matt Beaubien mbeaubie@xxx.ca 3 x 510 1 x 300ZXT ------------------------------ From: James Ballenger Date: Thu, 28 Jan 1999 03:21:17 -0500 Subject: Re: Switch Pitch (Caddy 8-6-4) Shannen Durphey wrote: > There was probably more charity in the accepting than the giving! > Maybe they just didn't know what they were getting. Towards the end of it's life, some guy drove by and say the thing. He stopped and offered my mom $800 on the spot! I remember now, we gave it to a tow truck driver who brought in a parts car '79 bird for me. He wanted to fix the thing up. he he, good luck to him. James Ballenger ------------------------------ From: Fisystems@xxx.com Date: Thu, 28 Jan 1999 03:23:14 EST Subject: Looking for injectors Any Idea on good sources for injectors? Thanxs Maybe the injector guru...Any have his number? ------------------------------ From: Matthew Harding Date: Thu, 28 Jan 1999 19:47:20 +1100 Subject: Re: lookup resolution Firstly thanks for your input... one more quicky... >If you can, I would say go to twice as many rpm points (32) and use a >logarithmic scale to lay them out (equal percentage increase from each rpm >level to the next) for best streetability. so, are we talking closer together at low or high rpm ? ie steps such as (very exagerated) 0, 500, 1000, 2000, 4000, 8000 rpm or 0, 500, 1000, 2000, 3000, 3500, 4000, 4250, 4500, 4750, 5000, 5125, 5250 there's nothin logarithmic about that one, but i guess you get the idea ? ------------------------------ From: espace Date: Wed, 27 Jan 1999 04:06:08 -0800 Subject: Re:Switch pitch, or cubic Buicks > > From: bearbvd@xxx.net (Greg Hermann) > Date: Wed, 27 Jan 1999 11:23:43 -0700 > Subject: RE: Switch Pitch > > >On Tue, 26 Jan 1999, Gwyn Reedy wrote: > > > >> By the way, toward the end of the DynaFlow era, how many vane positions > >> could the converter be set to? Three at least. Or was it some kind of > >> infinitely variable position? > They were infinitely variable, I know, I took one apart(READ UNBOLTED IT) and I think the stator is still in the basement. For the guys with wives nagging about all the auto parts you're hoarding, I took that apart in 1967, and there's pieces still in the basement. So you can probably say you're better than some.:-) > > From: Shannen Durphey > Date: Wed, 27 Jan 1999 14:25:57 -0500 > Subject: Re: Switch Pitch > > I heard once that the dynaflow lacked torque multiplication, and was > very high revving and noisy. Well I think they have torque multiplication, and they don't make near as much noise as a bunch of Fords and Chevys with severe axle hop pounding their slicks up and down and throwing ring gear pieces for blocks. It doesn't really matter much though, not a one of them ever caught up with me to compare sound. Fas as the "high reving" goes, hehehe, let's just say that a LOT of people have learned the hard way that 3500rpm stall speed on a stock 59 LeSabre is tough to beat. In fact, I used to have my engine OFF when everybody else was staging at the light, I cam out of the parking spot so hard that I had to get a length on them in less than 50' and get their lane or wreck, well it never failed. Burned up 7 trannies, but NEVER got beat off the line. Anyhow, like I say, I think there's some torque multiplication there. Bye the way, Corky Bell's dad won a whole display case full of trophies with a similar setup. He sells switch pitch kits to this day far as I know.(I built one 15 years ago.) ------------------------------ From: espace Date: Wed, 27 Jan 1999 04:35:10 -0800 Subject: Cubic Buicks Fully Informed Jury Association homepage - http://nowscape.com/fija/fija_us.htm Phone# 1-800-TEL-JURY ------------------------------ End of DIY_EFI Digest V4 #68 **************************** 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".