DIY_EFI Digest            Sunday, 31 January 1999      Volume 04 : Number 076

In this issue:

	Re: More UEGO stuff
	Re: replace an EPROM with an EEPROM?
	Caddy Northstar PCM
	RE: fuel pumps
	Re: replace an EPROM with an EEPROM?
	Re: fuel pumps
	Re: KS update...
	Inquiry About Motorcycle EFI OEM Suppliers
	RE: fuel pumps
	Re: More UEGO stuff
	Need some C source to read a chip file..
	Re: fuel pumps
	Re: More UEGO stuff
	Lambda Valve
	Timing Map
	Re: More UEGO stuff
	Re: More UEGO stuff
	Astro/Safari fuel pump replacement
	Re: Is your car Y2K Ready?
	RE: Love This
	Re: Honda ident. request
	Re: <all> home dyno kit??

See the end of the digest for information on subscribing to the 
DIY_EFI or DIY_EFI-Digest mailing lists.

----------------------------------------------------------------------

From: CEIJR@xxx.com
Date: Sat, 30 Jan 1999 18:34:30 EST
Subject: Re: More UEGO stuff

Although not on this list any more, Gar is alive & well, as is EGOR. He
advised last month that EGOR is in the last stages of development for
commercial sale, using the NTK/Honda UEGO, with user choice of outputs. (See
EGOR archives)

														Charlie Iliff

------------------------------

From: "Ross Myers" <ponty@xxx.au>
Date: Sun, 31 Jan 1999 10:43:26 +1100
Subject: Re: replace an EPROM with an EEPROM?

>Pinouts are different... 27C256 is a 28 pin, 28256 is a 32 pin...


But electrically would it work?, an adaptor would be no prob really.
I assume the extra pins are for re-programming?.
I agree with Ted, this method would save so much time.

>At 05:06 PM 1/29/99 -0500, you wrote:
>>Has anyone tried to replace an Eprom with and EEprom?
>>Specifically, Replace the 27c256 in a Memcal with a 28256?
>>Does anyone know if it would work?  or is the pinout somehow different?
>>The reason I'm interested in doing this is because it would be more
economical
>>and efficient.
>>
>>Also, what do people do about removing and replacing their Eproms from the
>>Memcals when reprogramming them?  Do you solder in ZIF sockets?
>>
>>I want to start lookin at and modifying my Memcal, but have never done any
of
>>this stuff before.
>>
>>Thanks,
>>Ted
>
>===========================================================
>           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: "Ross Myers" <ponty@xxx.au>
Date: Sun, 31 Jan 1999 10:47:04 +1100
Subject: Caddy Northstar PCM

Having never seen a Northstar V8 up close (only in books), I have a few
questions on them.
Is the DFI on them the same as the Buick V-6 type but with an extra 2
coils?.
Are they Sequential Inj?.
Anybody seen the insides of one of the PCM's?.

Regards

Ross Myers

------------------------------

From: Marc Piccioni <mpiccioni@xxx.net>
Date: Sat, 30 Jan 1999 18:15:43 -0700
Subject: RE: fuel pumps

I will also be converting to EFI shortly and wonder if the following will 
work:

Use a low pressure electric pump mounted by the tank feeding forward to an 
insulated fuel resovoir ( say 1 liter in size) mounted in the engine 
compartment equipped with a float to keep the level constant. Then feed the 
high pressure pump locally from the bottom of the resovoir and route the 
regulator bypass outlet back to the top of the resovoir. The only problem 
that I can see is possibly vapour being trapped at the top of the tank.

- ----------
From: 	Fran and Bud[SMTP:quest100@xxx.net]
Sent: 	January 30, 1999 2:17 AM
To: 	diy_efi@xxx.edu
Subject: 	Re: fuel pumps

Best performance will be gained by mounting the pump low and as close to 
the
gas tank as possible, making the low pressure (inlet) flow circuit short.
Most pumps don't do well with suction, but are happy pushing all the gas
they can get.
- ----------
>From: "Mike Pilkenton" <mpilkent@xxx.com>
>To: "DIY-EFI" <DIY_EFI@xxx. Performance"
<DomesticPerformance@xxx.com>
>Subject: fuel pumps
>Date: Sat, Jan 30, 1999, 4:34 PM
>

>Well I'm deep into my engine conversion project and need to install an
>electric fuel pump for the EFI engine (3.1L V6).  Question is do I have to
>put the fuel pump back in the tank or can I install the pump up by the
>engine.  I know I need the high pressure type made for FI engines and not
>the carb (low pressure).  Mounting anaftermarket in-line pump up by the
>engine sure would be more convenient.  Any advice would be appreciated.
>
>Mike Pilkenton
>



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------------------------------

From: "Andrew K. Mattei" <amattei@xxx.com>
Date: Sat, 30 Jan 1999 20:51:25 -0500
Subject: Re: replace an EPROM with an EEPROM?

Ross Myers wrote:
> 
> But electrically would it work?, an adaptor would be no prob really.
> I assume the extra pins are for re-programming?.
> I agree with Ted, this method would save so much time.

FWIW, check this out:

http://www.ldti.net/eep_prg.htm

(I'm considering one of these if my homebrew programmer doesn't pan out.
Still working on that, though :) ).

- -Andrew

------------------------------

From: "Bruce Plecan" <nacelp@xxx.net>
Date: Sat, 30 Jan 1999 21:06:16 -0500
Subject: Re: fuel pumps

- -----Original Message-----
From: Marc Piccioni <mpiccioni@xxx.net>
To: 'diy_efi@xxx.edu>
Date: Saturday, January 30, 1999 8:34 PM
Subject: RE: fuel pumps

I'm not being smart or a wise a--, but do you like fires?.
Have as absolutely few as possible connections, even, under the hood.
Use only AN Lines, and Fittings, and practice making a couple dozen lines
before you try it for the final fitting.
I've seen everything possible that could go wrong go wrong under the hood,
and way too many fires.
   Keeping the pump, filter, seperator, accumulator (mini storage tank) and
as much misc fuel stuff by the tank and away from any heat source.
Sorry to ramble I just hate engine fires
Bruce


>I will also be converting to EFI shortly and wonder if the following will
>work:
>
>Use a low pressure electric pump mounted by the tank feeding forward to an
>insulated fuel resovoir ( say 1 liter in size) mounted in the engine
>compartment equipped with a float to keep the level constant. Then feed the
>high pressure pump locally from the bottom of the resovoir and route the
>regulator bypass outlet back to the top of the resovoir. The only problem
>that I can see is possibly vapour being trapped at the top of the tank.
>
>----------
>From: Fran and Bud[SMTP:quest100@xxx.net]
>Sent: January 30, 1999 2:17 AM
>To: diy_efi@xxx.edu
>Subject: Re: fuel pumps
>
>Best performance will be gained by mounting the pump low and as close to
>the
>gas tank as possible, making the low pressure (inlet) flow circuit short.
>Most pumps don't do well with suction, but are happy pushing all the gas
>they can get.
>----------
>>From: "Mike Pilkenton" <mpilkent@xxx.com>
>>To: "DIY-EFI" <DIY_EFI@xxx. Performance"
><DomesticPerformance@xxx.com>
>>Subject: fuel pumps
>>Date: Sat, Jan 30, 1999, 4:34 PM
>>
>
>>Well I'm deep into my engine conversion project and need to install an
>>electric fuel pump for the EFI engine (3.1L V6).  Question is do I have to
>>put the fuel pump back in the tank or can I install the pump up by the
>>engine.  I know I need the high pressure type made for FI engines and not
>>the carb (low pressure).  Mounting anaftermarket in-line pump up by the
>>engine sure would be more convenient.  Any advice would be appreciated.
>>
>>Mike Pilkenton
>>
>
>
>
>

------------------------------

From: kv@xxx.com
Date: Sat, 30 Jan 1999 19:03:25 -0700
Subject: Re: KS update...

Haven't worked with Discrete IC's for awhile--- what is a 339?

Your welcome!

________________________________________________
  Kevin Vannorsdel     IBM Arm Electronics Development
   408-256-6492                Tie 276-6492     kv@xxx.com



Barry Tisdale <btisdale@xxx.com> on 01/29/99 06:39:08 PM

Please respond to diy_efi@xxx.edu

To:   diy_efi@xxx.edu
cc:    (bcc: Kevin Vannorsdel/San Jose/IBM)
Subject:  KS update...





Added a 339 to the 555 KS display circuit - can now use the small AC signal
directly from the KS w/o any problems - lots easier than probing around the
ECM for hours.

Thanks for all the help offered - Barry

------------------------------

From: Qiang Chen <q_chen@xxx.net>
Date: Sun, 31 Jan 1999 09:46:51 0800
Subject: Inquiry About Motorcycle EFI OEM Suppliers

Hello everybody,
Is there any body who can tell me some information on Motorcycle EFI
OEM suppliers, such as fuel pump, fuel pressure regulator, injector
and senors.
I would be very grateful if you can send your email to q_chen@xxx.net

Best regards,
Qiang Chen                         mailto:q_chen@xxx.net

------------------------------

From: bearbvd@xxx.net (Greg Hermann)
Date: Sat, 30 Jan 1999 19:55:46 -0700
Subject: RE: fuel pumps

>I will also be converting to EFI shortly and wonder if the following will
>work:
>
>Use a low pressure electric pump mounted by the tank feeding forward to an
>insulated fuel resovoir ( say 1 liter in size) mounted in the engine
>compartment equipped with a float to keep the level constant. Then feed the
>high pressure pump locally from the bottom of the resovoir and route the
>regulator bypass outlet back to the top of the resovoir. The only problem
>that I can see is possibly vapour being trapped at the top of the tank.

So put a small (like a holley #60 or so jet) for an orifice at the top of
the tank, and connect it to a return line back to the tank.

Greg
>
>----------
>From: 	Fran and Bud[SMTP:quest100@xxx.net]
>Sent: 	January 30, 1999 2:17 AM
>To: 	diy_efi@xxx.edu
>Subject: 	Re: fuel pumps
>
>Best performance will be gained by mounting the pump low and as close to
>the
>gas tank as possible, making the low pressure (inlet) flow circuit short.
>Most pumps don't do well with suction, but are happy pushing all the gas
>they can get.
>----------
>>From: "Mike Pilkenton" <mpilkent@xxx.com>
>>To: "DIY-EFI" <DIY_EFI@xxx. Performance"
><DomesticPerformance@xxx.com>
>>Subject: fuel pumps
>>Date: Sat, Jan 30, 1999, 4:34 PM
>>
>
>>Well I'm deep into my engine conversion project and need to install an
>>electric fuel pump for the EFI engine (3.1L V6).  Question is do I have to
>>put the fuel pump back in the tank or can I install the pump up by the
>>engine.  I know I need the high pressure type made for FI engines and not
>>the carb (low pressure).  Mounting anaftermarket in-line pump up by the
>>engine sure would be more convenient.  Any advice would be appreciated.
>>
>>Mike Pilkenton
>>
>
>
>
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>M@xxx.D2N0R8,@D8Q`Y$!(0)"
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>MP&@xxx.1 :04P=RXM03YOEE(R
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>M-RSCAZ$><+QK;B2Q'G"#%#'?=#= _Q] `, -L(73AG<$((+3-%#7;Y8AXC-0
>M<DA *"2JAY+W:+!@Q0!P80& !) `P",P^S?A"X M*O M$8U?CFEJ@?\E02%
>M*2 FL9%Q!; ?10,`DRW!AZ%!;B#A9'8ET/^963W1&9!G4"E"/Y9REW",[WYO
>M7 \+515B,A*P0R8*A048L0"C, `#`! 0``````,`$1 !````0 `',, XEW^)
>M3+X!0 `(,, XEW^)3+X!`@xxx.@$````0````0-74"CJXTA&^G$1%4U0``!X`
>4/0`!````!0```%)%.B `````YQT`
>`
>end

------------------------------

From: "paul" <gem@xxx.au>
Date: Sun, 31 Jan 1999 14:12:32 +1100
Subject: Re: More UEGO stuff

Hi all,
        Any idea how much the EGOR would cost?
        In another message someone mentioned building something for under
$200 .Would this be a wide range sensor and viewed on an LCD screen? Could
a PIC be used to read the info and send it to the screen?        
PAUL

- ----------
> From: CEIJR@xxx.com
> To: diy_efi@xxx.edu
> Subject: Re: More UEGO stuff
> Date: Sunday, January 31, 1999 10:34 AM
> 
> Although not on this list any more, Gar is alive & well, as is EGOR. He
> advised last month that EGOR is in the last stages of development for
> commercial sale, using the NTK/Honda UEGO, with user choice of outputs.
(See
> EGOR archives)
> 
> 														Charlie Iliff

------------------------------

From: ECMnut@xxx.com
Date: Sat, 30 Jan 1999 22:35:17 EST
Subject: Need some C source to read a chip file..

Hoday,
I'm learning C  *VERY* slowly.
Does anyone have a sample of a program or subroutine that
reads a an ERPOM image file into an array or (?).....
Thanks for any guidance..
Mike V
Microsoft C ++ 6.0 newbie

------------------------------

From: "Fran and Bud" <quest100@xxx.net>
Date: Sat, 30 Jan 1999 19:56:11 +0000
Subject: Re: fuel pumps

Marc,
Using a low pressure electric pump to fill a reservoir that then supplies a
high pressure pump that feeds the fuel rails is often used when converting
an old mechanical FI to EFI.  The pressure regulator or pressure relief
valve routes the return fuel from the rails back to the reservoir.
(Pretty much as you outlined) This combination can be made to work very
well. 
   
In such systems the reservoir is configured to act as a liquid-vapor
separator with the vapor coming off the top and being returned to the gas
tank through a low pressure check valve or back pressure regulator.  In a
configuration like this, the electric pump is mounted below and close to the
reservoir which it thinks is the fuel tank, so that it always has a good
head pressure at the pump inlet. The pressure on the top of the reservoir
(back pressure from the check valve) also assists in assuring a good supply
to the pump, and at the same time the vapor returns to the rear fuel tank
which is still vented. One advantage of this approach is that even if the
fuel tank level gets so low that the low pressure pump picks up air, the air
only gets as far as the reservoir where it returns off the top and  back to
the tank - and the high pressure pump never sees air until you are bone dry.

If the reservoir is fabricated with a flat side, a regular Holley float bowl
can be fitted to provide the needle valve and float mechanisms so that you
don't have to make everything.

The conversions of mechanical FI sometimes use a mechanical FI fuel pump as
the high pressure pump to feed the rails. Starting and tuning become quite
complex since mechanical pumps are generally positive displacement and the
faster they are turned the more fuel they deliver and the higher the
pressure until the regulator or relief valve opens. Sometimes a second low
pressure pump is required to provide pressure for starting until the
mechanical pump takes over.

The only down side to all of this is that it is much more complex and costly
to do right.  Spring rates in check valves, regulators, back pressure
regulators, and relief valves have to be played with depending on what
components are used, lots of tinkering time, development, etc.   

But if you use a normal EFI approach, and address only the fuel delivery
system (as you outlined) you should have no more problems than any EFI and
will avoid the problems of vapor, low fuel tank levels, and air pickup
during cornering/slosh. The reservoir design should have 1) a low or bottom
outlet for the high pressure pump feed, 2) baffled areas for the low
pressure supply and the rail return to enter near the bottom but not where
they could interfere with the feed to the high pressure pump 3) a top outlet
for the vapor return to the tank and 4)possibly another top outlet for a
pressure gage.

DONT FORGET to assure that the reservoir supply and the return from the
rails enter the reservoir into/under liquid and not into the air space above
the liquid.  Same would go for a fuel return line that was routed back into
the tank (if there was no reservoir).  OK for the vapor return line to enter
high but the returning gasoline should always return to near the bottom. 
Static electricity/spark reasons)

Most of this stuff is is "old time racer" lore learned the hard way on
mechanical FI systems, not on EFI, but the gasoline doesn't know the
difference - except that it is being delivered more accurately with EFI.
Bud
- ----------
>From: Marc Piccioni <mpiccioni@xxx.net>
>To: "'diy_efi@xxx.edu>
>Subject: RE: fuel pumps
>Date: Sun, Jan 31, 1999, 1:15 AM
>

>I will also be converting to EFI shortly and wonder if the following will 
>work:
>
>Use a low pressure electric pump mounted by the tank feeding forward to an 
>insulated fuel resovoir ( say 1 liter in size) mounted in the engine 
>compartment equipped with a float to keep the level constant. Then feed the 
>high pressure pump locally from the bottom of the resovoir and route the 
>regulator bypass outlet back to the top of the resovoir. The only problem 
>that I can see is possibly vapour being trapped at the top of the tank.
>
>----------
>From:  Fran and Bud[SMTP:quest100@xxx.net]
>Sent:  January 30, 1999 2:17 AM
>To:  diy_efi@xxx.edu
>Subject:  Re: fuel pumps
>
>Best performance will be gained by mounting the pump low and as close to 
>the
>gas tank as possible, making the low pressure (inlet) flow circuit short.
>Most pumps don't do well with suction, but are happy pushing all the gas
>they can get.
>----------
>>From: "Mike Pilkenton" <mpilkent@xxx.com>
>>To: "DIY-EFI" <DIY_EFI@xxx. Performance"
><DomesticPerformance@xxx.com>
>>Subject: fuel pumps
>>Date: Sat, Jan 30, 1999, 4:34 PM
>>
>
>>Well I'm deep into my engine conversion project and need to install an
>>electric fuel pump for the EFI engine (3.1L V6).  Question is do I have to
>>put the fuel pump back in the tank or can I install the pump up by the
>>engine.  I know I need the high pressure type made for FI engines and not
>>the carb (low pressure).  Mounting anaftermarket in-line pump up by the
>>engine sure would be more convenient.  Any advice would be appreciated.
>>
>>Mike Pilkenton
>>
>
>

------------------------------

From: Raymond C Drouillard <cosmic.ray@xxx.com>
Date: Sat, 30 Jan 1999 23:34:30 -0500
Subject: Re: More UEGO stuff

I would buy one.  Of course, if I happen to "stumble" across a design
before the kit is available, I would simply build it myself.  The
circuitry on a UEGO isn't all that complicated.  In its most basic form,
it is a single op-amp and a few discretes.  Add a few more components for
a double-ended power supply, something to shut off the ion pump when it's
not warm, something to regulate the heater, and you have it.

Ray Drouillard


On Sat, 30 Jan 1999 14:25:13 -0600 Steve Gorkowski <kb4mxo@xxx.net>
writes:
>If one would come as a kit for under $200.00 with sensor. How many 
>would
>buy the kit ? No sense to design if one if no one was interested in a
>wide O2 meter.
>
>Steve
>
>Mike Pitts wrote:
>
>> Any interest?  Is this a waste of bandwidth?
>>
>> "This invention provides an self-calibrating buffer amplifier
>> for a Universal Exhaust Gas Oxygen sensor interface circuit
>> which couples and processes a voltage signal proportional
>> to pumping cell current to a level and reference voltage suitable
>> for input to an A-to-D convertor. The goal of this invention is to
>> increase the accuracy of air-to-fuel ratio control by continually
>> correcting for the effects of offset quantities in the amplifier
>> stage necessary to the interface circuitry. This goal is 
>accomplished
>> by an approach which effectively generates and subtracts these
>> offset quantities from the processed signal. "
>>
>> http://patent.womplex.ibm.com/details?pn=US05211154__
>>
>> -Mike
>
>
>
>

___________________________________________________________________
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: bob@xxx.com (Robert Harris)
Date: Sun, 31 Jan 1999 04:43:52 GMT
Subject: Lambda Valve

Before anyone else runs off into fantasy land, it might help to know what a
"Lambda Valve" is.   What it most definitely is not is a Fuel Pressure
Regulator in any classical sense.

Control fuel comes from the pump thrum the control pressure regulator - which
varies CONTROL fuel pressure with coolant temperature and sometimes manifold
pressure.   Also known as warm up regulator.  In parallel with the lower
control chambers in the fuel distributer is the Lambda Valve.  It looks
similar to a Fuel Injector but its not.  It opens and closes in a similar
manner, but its opening and closing do not meter fuel.  Rather the amount of
time the valve remains open - bleeding control fuel back to the tank -
controls the pressure in the lower chambers of the differential pressure
valves.  This in turn, changes upper chamber pressure to change the pressure
drop and change enrichment.

Simple terms - its a solenoid valve - pure plain and simple.  Its on time is
determined by the pulse width.  Open Closed.   That's it that's all there is.


But - it can be used for anything you want.  A Frequency/Pulse width modulated
valve that can handle up to about 100 PSI.   Think about it - you might come
up with a dark side idea.


1963 Ford C-600 Prison Bus Conversion "Home"
1971 Lincoln Continental 460 "Christine"
1972 "Whale" Mustang awaiting transplant
1978 Dodge Long Bed Peeek Up "Bundymobile"

Habaneros - not just for breakfast anymore

------------------------------

From: "Bruce Plecan" <nacelp@xxx.net>
Date: Sat, 30 Jan 1999 23:49:31 -0500
Subject: Timing Map

If someone was looking at a say 1989 350 CID stock Firebird
auto trans, ie 1227165 ecm, MAF the timing table might look
something like this.  Again, for educational purposes for understanding
engine management.

RPM    32   48   64   80   96   112  128   144   160   176   192   208
 400     18   18   18   18   18   19     20    22      21     20     20
20
 600     16   16   16   16   17   18     20    21      21     20     20
20
 800     15   15   15   15   15   18     20    21      22     21     21
21
1000    18   21   25   25   26   26     23   23       23     19     19
19
1200    19   24   28   28   27   22    19    18       18     16     16
16
1400    20   26   31   31   31   28    24    22       22     19     19
19
1600    21   36   36   34   34   33    30    26       23     22     22
22
1800    23   33   36   36   35   34    33    26       23     22     22
22
2000    23   33   36   36   36   35    33    30       26     24     22
22
2200    23   33   36   36   36   36    34    33       29     24     22
22
2400    23   33   36   36   36   36    35    29       26     24     22
22
2800    23   33   36   36   36   36    35    28       24     20     20
20
3200    23   33   36   36   36   36    33    28       23     21     20
20
3600    25   34   38   38   38   36    32    27       24     22     20
20
4000    25   27   30   34   34   36    33    28       25     22     20
20
4400    25   34   38   38   38   36    32    28       24     24     23
23
4800    34   40   40   40   40   38    35    32       29     25     23
23

Spark Adders

400     2
1200   4
2000   5
3200   6
4800   8

If you don't understand all of what your looking at please refer to
programming 101.
  Being maf, the fuel stuff is rather meaningless to stare at,
I got some other chev stuff, that will probably be fortcoming, but
I'd really hope some DFIer, FP SEFI, HALTECHer would post some
of their maps..
Cheers
Bruce

------------------------------

From: "Bruce Plecan" <nacelp@xxx.net>
Date: Sun, 31 Jan 1999 00:07:07 -0500
Subject: Re: More UEGO stuff

- -----Original Message-----
From: Raymond C Drouillard <cosmic.ray@xxx.com>
To: diy_efi@xxx.edu>
Date: Saturday, January 30, 1999 11:39 PM
Subject: Re: More UEGO stuff

Gee, sounds so easy.  Hmm, care to whip up a ION?.
I certainly hope you weren't making light of Steve's work.
Bruce


>I would buy one.  Of course, if I happen to "stumble" across a design
>before the kit is available, I would simply build it myself.  The
>circuitry on a UEGO isn't all that complicated.  In its most basic form,
>it is a single op-amp and a few discretes.  Add a few more components for
>a double-ended power supply, something to shut off the ion pump when it's
>not warm, something to regulate the heater, and you have it.
>
>Ray Drouillard
>
>
>On Sat, 30 Jan 1999 14:25:13 -0600 Steve Gorkowski <kb4mxo@xxx.net>
>writes:
>>If one would come as a kit for under $200.00 with sensor. How many 
>>would
>>buy the kit ? No sense to design if one if no one was interested in a
>>wide O2 meter.
>>
>>Steve
>>
>>Mike Pitts wrote:
>>
>>> Any interest?  Is this a waste of bandwidth?
>>>
>>> "This invention provides an self-calibrating buffer amplifier
>>> for a Universal Exhaust Gas Oxygen sensor interface circuit
>>> which couples and processes a voltage signal proportional
>>> to pumping cell current to a level and reference voltage suitable
>>> for input to an A-to-D convertor. The goal of this invention is to
>>> increase the accuracy of air-to-fuel ratio control by continually
>>> correcting for the effects of offset quantities in the amplifier
>>> stage necessary to the interface circuitry. This goal is 
>>accomplished
>>> by an approach which effectively generates and subtracts these
>>> offset quantities from the processed signal. "
>>>
>>> http://patent.womplex.ibm.com/details?pn=US05211154__
>>>
>>> -Mike
>>
>>
>>
>>
>
>___________________________________________________________________
>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: Chris Conlon <synchris@xxx.net>
Date: Sun, 31 Jan 1999 01:57:03 -0500
Subject: Re: More UEGO stuff

At 02:25 PM 1/30/99 -0600, you wrote:

>If one would come as a kit for under $200.00 with sensor. How many would
>buy the kit ? No sense to design if one if no one was interested in a
>wide O2 meter.

If you wanted, I'd be willing to help with the circuit design. It
may be more complicated than people have made it sound, but from the
info posted lately it sounds very doable and kinda fun even. :)
From the sound of it I doubt you need help, but if you did want any
for some reason, feel free to drop me a line.

And what the other guy said about not being able to build them
fast enough (at $200) is entirely true.

   Chris Conlon

------------------------------

From: "Clive Apps   Techno-Logicals   416 510 0020" <clive@xxx.com>
Date: Sun, 31 Jan 1999 02:31:40 -0500 (EST)
Subject: Astro/Safari fuel pump replacement

anyone know what otehr GM pumps fit a 86 with TBI
can I drop an entire SS454 or Z28 setup in?

Clive 

------------------------------

From: xxalexx@xxx.com
Date: Sun, 31 Jan 1999 04:41:01 +0000
Subject: Re: Is your car Y2K Ready?

> I called these guys outta curiousity... he was pretty decent with me.  Said
> that 98% of the cars are OK but some luxury cars (GM)  (like Caddy)  report
> the date to test equipment during diagnostics...   apparently this is kept
> in the "Body Control Module"-  and will need some sort of upgrade when Y2K
> rolls around...
> 
> I told him I couldn't even keep the clock right on my radio---  he
> chuckled!
> 
The SAE code is 8 bit BCD 0-99 also a elasped year of 0-255
which listed under driver information, status = $F9 reset= $F8
for a J1850 OBD bus. There could be manufacture defined formats
or internal timers not on bus.
alex
alex 

------------------------------

From: xxalexx@xxx.com
Date: Sun, 31 Jan 1999 04:41:01 +0000
Subject: RE: Love This

> >I know Toyota uses the system in the 1ZZ-FE and claims lower evap
> >emissions as the reason, FWIW. Less vapor lock?
> 
> DO NOT let mfgr BS about less evap emissions get confused with getting the
> vapor bubbles out of the fuel rails!!!
> 
The evap. test has been increased from 1 hr to 3 days so is more 
difficult to past.  Does any one know where i can get a low 
permeation fuel neck hose?
alex

------------------------------

From: xxalexx@xxx.com
Date: Sun, 31 Jan 1999 04:41:00 +0000
Subject: Re: Honda ident. request

> >The Honda Part Number 36531-P07-003 used in the 92-95 VTEC
> >Civics are 5 wire.  There are seven pins in the connector, 2 being
> >for a "calibration" resistor.
> >  Where is the error here?.
> >Bruce
> 
> Do not believe there is one, Bruce.
> 
> Regards, Greg
> >
> >The LAF Sensor currently is used only on the lean burn Civic which
> >were:
> >92-95 VX
> >96-98 HX
> >All LAF sensors are 7 wire.
> 
The sensor could be designed for lean operation only, wide range
sensors were developed from the lean burn sensor at least from
a SAE paper i read on toyota development.
alex

------------------------------

From: xxalexx@xxx.com
Date: Sun, 31 Jan 1999 04:41:01 +0000
Subject: Re: <all> home dyno kit??

> About 6 - 8 years ago (?) in Road & Track there was a Tech Tidbit
> (or some such) article about accelerometers / stopwatch / coastdown
> to determine rolling and wind resistance and horsepower. Does
> anybody have the reference?
> 
> TIA,
> Jay
> 
Power  is change in kinetic energy over a time 
1/2*m*(v^2f-vi^2) /t   where vf is final velocity 
vi=initial velocity  m = mass of car and  t=time
potential energy= 0 
alex
alex 
 

------------------------------

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