DIY_EFI Digest Thursday, 4 February 1999 Volume 04 : Number 088 In this issue: Re: TC's and manual trans (was: Re: Smooth strategy) Re: TC's and manual trans (was: Re: Smooth strategy) RE: Tim Drury article Re: fusible link questions Re: OBD II LT1 Engine Swap Gotchas??? Re: TC's and manual trans (was: Re: Smooth strategy) Re: fusible link questions Re: More UEGO stuff Re: fusible link questions any one played with MR2 superchargers? Re: More UEGO stuff Re: Groan... Not another VIRUS alert.... Fuel injection cleaning tools 808 Request Re: 808 Request Re: any one played with MR2 superchargers? Re: fusible link questions Re: fusible link questions Injector Pulse Withs Re: Tim Drury article Re: Smooth strategy) Re: More UEGO stuff Re: TC's and manual trans (was: Re: Smooth strategy) Re: fusible link questions Re: Injector Pulse Withs Re: fusible link questions Re: Injector Pulse Withs Re: any one played with MR2 superchargers? Re: any one played with MR2 superchargers? PulseWidthModulation comments Re: UEGO IDEA Re: Tim Drury article More UEGO stuff See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 17:24:02 -0500 Subject: Re: TC's and manual trans (was: Re: Smooth strategy) Greg Hermann wrote: > > No way--a two element torque converter is a violation of Newton's laws!! > > Regards, Greg Then what do you call a 3 element fluid coupling? The torque multiplier in the early hydramatic did not make it a torque converter - it was still a fluid coupling because it had tangential vanes. This was used on some Pontiac Hydros. The curved vanes of the torque converter reroute the oil to the backside of the pump instead of the front side - thereby increasing torque. The addition of the stator in a torque converter is much more effective than a multiplier in a fluid coupling for this reason. Don't believe me - go get a good automotive mechanics text book - preferably from the era when fluid couplings were not ancient history and check it out. An old fossil who's actually seen, driven, and worked on them. ------------------------------ From: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 17:48:32 -0500 Subject: Re: TC's and manual trans (was: Re: Smooth strategy) By the way, the fluid coupling was first used by Chrysler on the 1939 Custom Imperial 8. The unit was sealed with no external cooling. The Olds Hydramatic of 1937 -1938 used engine oil in the transmission. The Hudson of the same era used a wet disc clutch with "Hudsonite" fluid. ------------------------------ From: Don.F.Broadus@xxx.com Date: Wed, 3 Feb 1999 16:50:25 -0600 Subject: RE: Tim Drury article Please send one my way... Thanks Don > -----Original Message----- > From: wmcdonal@xxx.au] > Sent: Wednesday, February 03, 1999 7:46 AM > To: 'diy_efi@xxx.edu' > Subject: RE: Tim Drury article > > I have a copy of the article and can scan/ocr it in if anyone needs it. > > Wayne. > > ---------- > From: steve ravet > Sent: Wednesday, February 03, 1999 3:05 AM > To: diy_efi > Subject: Tim Drury article > > Several people have written me asking about the distributorless > ignition > article that Tim Drury wrote. There is a pointer to it on the > DIY_EFI > page. The article has been unavailable for some time now. Does > anyone > know the wherabouts of either Tim or his article? > > --steve > > ------------------------------ From: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 17:54:13 -0500 Subject: Re: fusible link questions Clarence Wood wrote: > > Just installed a 100 amp altenator and the guy at the shop who sold me the unit told me to run a line of fusible link (14 Ga) from the Bat. terminal on the alternator to the positive terminal of the batery. The length of fusible link needed was about 4 ft. long. Should I have ran a 3ft 9in wire of 10 Ga and then soldered in a 3 inch piece of 14 Ga fusible link? > > Clarence snipp Most definitely!!! Actually, 10 gauge is light enough for a 100 amp alternator. Usually the fusible link is nasty to solder too - it is usually crimped. ------------------------------ From: "Walter Sherwin" Date: Wed, 3 Feb 1999 18:34:24 -0800 Subject: Re: OBD II LT1 Engine Swap Gotchas??? > >Also, FWIW, there is a place called Casper electronics that makes the rear >O2 simulators. heard they work pretty well :) > Please tell me more about Casper electronics. Thanks; Walt. ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Wed, 3 Feb 1999 17:06:08 -0700 Subject: Re: TC's and manual trans (was: Re: Smooth strategy) >Greg Hermann wrote: > >> >> No way--a two element torque converter is a violation of Newton's laws!! >> >> Regards, Greg >Then what do you call a 3 element fluid coupling? The torque multiplier >in the early hydramatic did not make it a torque converter - it was >still a fluid coupling because it had tangential vanes. This was used >on some Pontiac Hydros. >The curved vanes of the torque converter reroute the oil to the backside >of the pump instead of the front side - thereby increasing torque. The >addition of the stator in a torque converter is much more effective than >a multiplier in a fluid coupling for this reason. >Don't believe me - go get a good automotive mechanics text book - >preferably from the era when fluid couplings were not ancient history >and check it out. > >An old fossil who's actually seen, driven, and worked on them. And how many legs does a cow have if you call it's tail a leg?? Correct answer is either one or five, depending on the level of abstraction!! Very simply, there is no way to put more torque in to an output shaft whan what comes into the input shaft unless some part of the "contraption" puts a reaction torque into the case. PERIOD. "Every action must have an equal and opposite reaction." Not even Einstein altered that one!! Regards, Greg ------------------------------ From: James Weiler Date: Wed, 3 Feb 1999 16:18:03 -0800 (PST) Subject: Re: fusible link questions Hmmm, I just soldered in a few last night and had no problems. It soldered like regular wire does. Have I missed something here? jw On Wed, 3 Feb 1999, Clarence L.Snyder wrote: > Most definitely!!! Actually, 10 gauge is light enough for a 100 amp > alternator. Usually the fusible link is nasty to solder too - it is > usually crimped. > ------------------------------ From: LS Date: Wed, 03 Feb 1999 19:36:45 -0500 Subject: Re: More UEGO stuff The Motec sensor is it the same as the LAF sensor that Honda uses. You know the one with pump cell control? In that case it should have 5 wires Cell Volatge input, Pump Cell Control, and Ref. Voltage those 3 for sensor part + 2 wires for heater part??? Look at http://www.splitsec.com/products/ego1/ego1ds.htm If Motec uses the same unit it is nothing more than volatge mapped, temperature compensated circuit with a fancier regular zirconium O2 sensor. Thanks Len ------------------------------ From: KD6JDJ@xxx.com Date: Wed, 3 Feb 1999 20:38:33 EST Subject: Re: fusible link questions The fusable link is intended to protect the wiring harness from frying - through out the vehicle. It is the weakest link in the wiring 'chain'. They normally have a high temperature insulation that also protects any adjacent wires from being burned. It is not clear to me why you would need to put a fusible link in the wire that runs from the alternator + to the battery +. You sure dont want to "unload the alternator" while it is charging. And I asume that there are no other wires in series with that charging wire. I'd be glad to discuss this with you further , if needed. Jerry (some experience with charging systems) ------------------------------ From: Robert Scott Winnicki Date: Wed, 3 Feb 1999 21:03:11 -0500 (EST) Subject: any one played with MR2 superchargers? subject says it all.... specifically, anyone ever taken one of these off the MR@ and used it somewhere else, like say a rotory. From what I've read about them they aren't to big, and have a very nice blowoff valve/SC bypass system built in. Plus they have the electronic cultch built in the pully. Any experts on these guys? my idea is to try to use one to spool up the turbo on a RX7, try to give it a little more low end. I have the SC it self (but none of the hoese and manifoilds from the MR2, plus I think my SC is in need of a rebuild. (It was a gift) any way... I'd like to talk to some one how knows them befor I go out and try to find a another one with all the hoeses still there. (plus from what I've heard they are hard to find.) bob ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Wed, 3 Feb 1999 19:20:48 -0700 Subject: Re: More UEGO stuff >The Motec sensor is it the same as the LAF sensor that Honda uses. >You know the one with pump cell control? In that case it should have >5 wires Cell Volatge input, Pump Cell Control, and Ref. Voltage >those 3 for sensor part + 2 wires for heater part??? Believe the MoTeC unit uses a Bosch sensor. Honda uses an NGK/NTK sensor. Regards, Greg > >Look at >http://www.splitsec.com/products/ego1/ego1ds.htm > >If Motec uses the same unit it is nothing more than volatge mapped, >temperature compensated circuit with a fancier regular zirconium O2 >sensor. > > > Thanks Len ------------------------------ From: Barry Tisdale Date: Wed, 03 Feb 1999 19:07:41 -0500 Subject: Re: Groan... Not another VIRUS alert.... John & group - Yeah, I know, nothing marks a newbie like forwarding a VIRUS ALERT!!!! However, I'm not a newbie and I DID receive this one (4x copies); several members of a dental mailing list I'm on RAN it, not too bright, but they did. Its technically not a virus, but a worm, that replicates itself till your hard disk has zero bytes left and performs other mayhem. Attaches itself to any outgoing email w/o the sender's knowledge. Interesting thing is that several of these folks have virus checkers running and *none* found anything amiss. The dark side still prevails...... FWIW - Barry At 04:49 PM 2/3/99 -0500, you wrote: >I know. I know. It isn't really EFI related, but... ;) > >I don't usually forward virus warnings because they're usually hoaxes >but this one looks pretty dangerous, so a word to the wise.... ------------------------------ From: "Thomas Matthews" Date: Wed, 3 Feb 1999 21:56:49 -0500 Subject: Fuel injection cleaning tools Anyone have a source for these FI cleaning tools, the ones that have a regulator valve and use a pressurized aerosol can? Summit used to sell these, but they have since discontinued these... TIA, Tom ------------------------------ From: "Jon Fedock" Date: Wed, 3 Feb 1999 21:53:31 -0500 Subject: 808 Request Hello All, I have a request, hopefully someone here can help me out. I have 2 vehicles that I have transplanted TPI into. One is a 305/t-5 and the other is a 350/700r. I have a bad MAF on the 305, and would like to use this as an excuse to change over to a MAP style setup to eliminate some of my plumbing nightmare. Since I am using the 165 ECM, I am thinking of using a 808 calibration (ASBX ?). As I understand it, ASBX was for a 5.0L motor, so it should be pretty close? I can hadle the wiring differences. But not the Eprom. This is where it gets tricky. I don't have (or have access to) an EPROM burner. Would anyone on the list be willing to burn the required chip? I will pay for time, shipping, the chip itself, etc. Or, would I be better off to just go and get a 730 and a Memcal for a comparable Camaro/Firebird (More $$$)? My plan is to eventually put MAP on the other car also, but I know the calibration is probably too far off. One step at a time. Thanks for any input or correction, Jon Fedock ------------------------------ From: "Bruce Plecan" Date: Wed, 3 Feb 1999 22:24:30 -0500 Subject: Re: 808 Request - -----Original Message----- From: Jon Fedock To: diy_efi@xxx.edu> Date: Wednesday, February 03, 1999 10:10 PM Subject: 808 Request The info is out for editing what you need to do. All, you need is a burning program, eraser, some more reading and you can do your own. At this stage a custom is about the same as the materials for you so to all you want. Bruce >Hello All, > I have a request, hopefully someone here can help me out. I have 2 >vehicles that I have transplanted TPI into. One is a 305/t-5 and the other >is a 350/700r. I have a bad MAF on the 305, and would like to use this as an >excuse to change over to a MAP style setup to eliminate some of my plumbing >nightmare. Since I am using the 165 ECM, I am thinking of using a 808 >calibration (ASBX ?). As I understand it, ASBX was for a 5.0L motor, so it >should be pretty close? I can hadle the wiring differences. But not the >Eprom. This is where it gets tricky. I don't have (or have access to) an >EPROM burner. Would anyone on the list be willing to burn the required chip? >I will pay for time, shipping, the chip itself, etc. > Or, would I be better off to just go and get a 730 and a Memcal for a >comparable Camaro/Firebird (More $$$)? My plan is to eventually put MAP on >the other car also, but I know the calibration is probably too far off. One >step at a time. >Thanks for any input or correction, >Jon Fedock > ------------------------------ From: "Clive Apps Techno-Logicals 416 510 0020" Date: Wed, 3 Feb 1999 22:34:35 -0500 (EST) Subject: Re: any one played with MR2 superchargers? > > specifically, anyone ever taken one of these off the MR@ and used it > somewhere else, like say a rotory. From what I've read about them they > aren't to big, and have a very nice blowoff valve/SC bypass system built > in. Plus they have the electronic cultch built in the pully. Any experts > on these guys? my idea is to try to use one to spool up the turbo on a > RX7, try to give it a little more low end. I have the SC it self (but > none of the hoese and manifoilds from the MR2, plus I think my SC is in > need of a rebuild. (It was a gift) > > any way... I'd like to talk to some one how knows them befor I go out and > try to find a another one with all the hoeses still there. (plus from > what I've heard they are hard to find.) try asking this on the mr2 list (thnk its at mr2.com) let me know what you find out HKS does make a pulley for these that increases boost they probably do not flow enough air for a rotary you would need a charger large enough to feed a 5-6l engine to get a rotary to respond while maintaining a reasonable speed at the blower pulley but used chargers to fit a Mustang or GM Fbody are relatively easy to find used Clive ------------------------------ From: "Clive Apps Techno-Logicals 416 510 0020" Date: Wed, 3 Feb 1999 22:37:27 -0500 (EST) Subject: Re: fusible link questions > > The fusable link is intended to protect the wiring harness from frying - > through out the vehicle. It is the weakest link in the wiring 'chain'. They > normally have a high temperature insulation that also protects any adjacent > wires from being burned. > > It is not clear to me why you would need to put a fusible link in the wire > that runs from the alternator + to the battery +. You sure dont want to > "unload the alternator" while it is charging. And I asume that there are no > other wires in series with that charging wire. > > I'd be glad to discuss this with you further , if needed. somtimes the diode pack will short out and drain the battery or start a fire Clive ------------------------------ From: Shannen Durphey Date: Wed, 03 Feb 1999 22:29:44 -0500 Subject: Re: fusible link questions Clarence Wood wrote: Yes. In fact, I found a reference in a GM manual which says a maximum length of 9" or no protection's afforded. Also, some confusion on my part as to 4 wire gauge sizes or 2, basically it's written different ways in different books, but the end result is the same. 10 ga wire gets 14 ga link. Last but not least, GM manuals give wiring sizes in metric, fusible links are available in AWG. Handy conversion chart is not so handily buried in the beginning of the electrical section of the GM service manual. Shannen > Just installed a 100 amp altenator and the guy at the shop who sold me the unit told me to run a line of fusible link (14 Ga) from the Bat. terminal on the alternator to the positive terminal of the batery. The length of fusible link needed was about 4 ft. long. Should I have ran a 3ft 9in wire of 10 Ga and then soldered in a 3 inch piece of 14 Ga fusible link? > > Clarence > > At 01:49 PM 2/3/99 -0600, you wrote: > >GM shop manuals have a chart for fuse link applications and repair of blown > >links. The manual indicates that the fuse link should be 4 wire sizes > >smaller than the wire being protected. The only real problem with fuse links > >is when the crimps become corroded and > >heat up due to high resistance. ------------------------------ From: "Bruce Plecan" Date: Wed, 3 Feb 1999 22:43:40 -0500 Subject: Injector Pulse Withs This is a bunch of work, so here it is. An actual table of injector pulse widths from a MAP 350 SBC, 92 MY auto MAP 10 20 30 35 40 45 50 55 60 65 70 75 80 85 90 95 RPM 500 .4 .7 .7 .7 2.8.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> 1000 .5 .7 1.3 1.7 2.2 1.9>>>>>>>>>>>>>>>>>>>>>>>>>>>>> 1500 0 1.5 1.8 2.4 1.5>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> 2000 0 0 2.0 2.4 1.3>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> 2500 0 0 2.7 2.8 2.7>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> 3000 0 .7 2.1 3.1 3.4>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> 3500 .4 .8 2.1 2.8 3.5 4.3 4.9 5.5 .1 6.7 7.2 8.6 9.3 9.3 10.3 10.9 4000 same as above This is a PE type program, so there is an adder VE that is applied at WOT. YOUR TABLE WILL LOOK DIFERENT then this, this is but one view at a spec coolant temp at a specif ait. For someone who has nothing to start with this is something to look at. Cheers Bruce ------------------------------ From: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 23:18:26 -0500 Subject: Re: Tim Drury article - -- > > From: wmcdonal@xxx.au] > > Sent: Wednesday, February 03, 1999 7:46 AM > > To: 'diy_efi@xxx.edu' > > Subject: RE: Tim Drury article > > > > I have a copy of the article and can scan/ocr it in if anyone needs it. > > > > Wayne. > > Send me one too, please. ------------------------------ From: Raymond C Drouillard Date: Wed, 3 Feb 1999 00:19:06 -0500 Subject: Re: Smooth strategy) On Wed, 3 Feb 1999 17:06:08 -0700 bearbvd@xxx.net (Greg Hermann) writes: >>Greg Hermann wrote: >> >>> >>> No way--a two element torque converter is a violation of Newton's laws!! >>> >>> Regards, Greg >>Then what do you call a 3 element fluid coupling? The torque >multiplier >>in the early hydramatic did not make it a torque converter - it was >>still a fluid coupling because it had tangential vanes. This was used >>on some Pontiac Hydros. >>The curved vanes of the torque converter reroute the oil to the backside >>of the pump instead of the front side - thereby increasing torque. The >>addition of the stator in a torque converter is much more effective than >>a multiplier in a fluid coupling for this reason. >>Don't believe me - go get a good automotive mechanics text book - >>preferably from the era when fluid couplings were not ancient history >>and check it out. >> >>An old fossil who's actually seen, driven, and worked on them. > >And how many legs does a cow have if you call it's tail a leg?? > >Correct answer is either one or five, depending on the level of abstraction!! > >Very simply, there is no way to put more torque in to an output shaft whan >what comes into the input shaft unless some part of the "contraption" puts >a reaction torque into the case. PERIOD. > >"Every action must have an equal and opposite reaction." "The sum of the moments around any point is zero" to quote a basic statics book. > >Not even Einstein altered that one!! > >Regards, Greg > > > ___________________________________________________________________ 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: Raymond C Drouillard Date: Tue, 2 Feb 1999 22:51:05 -0500 Subject: Re: More UEGO stuff Well... I guess if your goal is to use extra parts, it makes sense. Truthfully, though, I can't think of any advantage to doing it that way. I'm not into Rube Goldberg devices. Ray On Wed, 03 Feb 1999 06:48:47 -0600 Steve Gorkowski writes: >They are probably using a digital control loop ( read the voltage with adc, >set the current with dac ). Regulating heater wattage also. Just another way >of controlling this sensor. When you have lots of margin dollars in the >product and a team working on it full time it would make sense . > >Steve > >Raymond C Drouillard wrote: > >> On Tue, 2 Feb 1999 16:37:48 +1100 "Ross Myers" > >> writes: >> > >> > >> >>Hi all, >> >> I checked out the motec site (autronics also sell one) but these >> >>are too expensive for me .That is why I was hoping one could be built (even >> >>as a kit) at a fraction of the cost.Motecs unit is just right with the >> >>screen and sensor. >> >>Some of us race people are on tight budgets! >> >>PAUL >> > >> > >> >I know what you are saying Paul, but my point was if they felt the need for >> >a 32bit micro to run the thing something must be tricky. >> > >> >Regards >> > >> >Ross Myers >> >> Either that, or they want you to believe that it's tricky and pay the >> $$$$. Even if there is a pressure and thermal sensor, it wouldn't take >> much processing power to calculate a true lambda reading from all of >> that. Even if they are doing data logging... >> >> Ray >> >> ___________________________________________________________________ >> 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] > > > > ___________________________________________________________________ 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: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 23:27:52 -0500 Subject: Re: TC's and manual trans (was: Re: Smooth strategy) Greg Hermann wrote: > Very simply, there is no way to put more torque in to an output shaft whan > what comes into the input shaft unless some part of the "contraption" puts > a reaction torque into the case. PERIOD. > > "Every action must have an equal and opposite reaction." > > Not even Einstein altered that one!! > > Regards, Greg To which I reply: Not everything is as it would seem it should be to others. Just becauce YOU choose to call a cow a horse just because it can pull a cart does not make it so - if the rest of the world calls it an ox. The accepted definition is as I relayed it. I didn't make it up. I didn't write the dictionary. I didn't write the text. Tell Wm Crouse to his face that he and his team of experts are wrong - don't tell me. That said, enough is enough so now let's get back to what this group is (supposedly) all about and start squirting gas instead of passing it. ------------------------------ From: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 23:28:43 -0500 Subject: Re: fusible link questions James Weiler wrote: > > Hmmm, I just soldered in a few last night and had no problems. It > soldered like regular wire does. Have I missed something here? > > jw > > On Wed, 3 Feb 1999, Clarence L.Snyder wrote: > > > Most definitely!!! Actually, 10 gauge is light enough for a 100 amp > > alternator. Usually the fusible link is nasty to solder too - it is > > usually crimped. > > Some solder relatively well - some are almost unsolderable. ------------------------------ From: "Clarence L.Snyder" Date: Wed, 03 Feb 1999 23:42:49 -0500 Subject: Re: Injector Pulse Withs Bruce Plecan wrote: > > This is a bunch of work, so here it is. An actual table of injector pulse > widths from a MAP 350 SBC, 92 MY auto > MAP 10 20 30 35 40 45 50 55 60 65 70 75 80 85 90 95 > RPM > 500 .4 .7 .7 .7 2.8.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > 1000 .5 .7 1.3 1.7 2.2 1.9>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > 1500 0 1.5 1.8 2.4 1.5>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > 2000 0 0 2.0 2.4 1.3>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > 2500 0 0 2.7 2.8 2.7>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > 3000 0 .7 2.1 3.1 3.4>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > 3500 .4 .8 2.1 2.8 3.5 4.3 4.9 5.5 .1 6.7 7.2 8.6 9.3 9.3 10.3 10.9 > 4000 same as above > > Thanks Bruce! The RPM and MS are clear - exactly what units were used for MAP? ------------------------------ From: Steve Sassine Date: Thu, 4 Feb 1999 16:43:22 +1100 (EST) Subject: Re: fusible link questions On Wed, 3 Feb 1999, Clive Apps Techno-Logicals 416 510 0020 wrote: > > > > The fusable link is intended to protect the wiring harness from frying - > > through out the vehicle. It is the weakest link in the wiring 'chain'. They > > normally have a high temperature insulation that also protects any adjacent > > wires from being burned. > > > > It is not clear to me why you would need to put a fusible link in the wire > > that runs from the alternator + to the battery +. You sure dont want to > > "unload the alternator" while it is charging. And I asume that there are no > > other wires in series with that charging wire. > > > > I'd be glad to discuss this with you further , if needed. > > > somtimes the diode pack will short out and drain the battery or start a fire > > Clive > The fusiable link has two purposes, firstly to protect the alternator from over loading, and to protect sensitive electronic equipment installed in the engine. The battery can still be over charged with out blowing the fusilble link. If your car is fitted with an alternator that has a voltage regulator mounted on the back, it is best to have a fusible link between the battery and alternator. The voltage regulator runs in closed loop mode and usally if the regulator is faulty the alternator will not charge at all, ie no field current, but in the worse case the regulator may go unstable. Here a large amount of current will be deleivered to the field winding which will inturn give an output voltage well in excess of 20V plus. This voltage level will take out many electronic equipment (radio,alarm,electronic wind screen controller etc.). I have seen this happen on a toyota corona, but some of the devices are fused seperatly to protect against high voltages. ------------------------------ From: "Bruce Plecan" Date: Thu, 4 Feb 1999 00:52:34 -0500 Subject: Re: Injector Pulse Withs - -----Original Message----- From: Clarence L.Snyder To: diy_efi@xxx.edu> Date: Wednesday, February 03, 1999 11:54 PM Subject: Re: Injector Pulse Withs >The RPM and MS are clear - exactly what units were used for MAP? K/Pa Bruce ------------------------------ From: James Weiler Date: Wed, 3 Feb 1999 22:08:20 -0800 (PST) Subject: Re: any one played with MR2 superchargers? On Wed, 3 Feb 1999, Clive Apps Techno-Logicals 416 510 0020 wrote: > but used chargers to fit a Mustang or GM Fbody are relatively easy to find > used Know of any in particular? Is it wise for one to buy a used super charger? Can they be rebuilt? sounds cool jw ------------------------------ From: "Clive Apps Techno-Logicals 416 510 0020" Date: Thu, 4 Feb 1999 02:47:55 -0500 (EST) Subject: Re: any one played with MR2 superchargers? > > > > > but used chargers to fit a Mustang or GM Fbody are relatively easy to find > > used > > Know of any in particular? Paxton, Vortec, Whipple Is it wise for one to buy a used super > charger? if you trust the person you are buting from no probelm or if you buy from someone on a list you know price for a complete used unit in VGC is approx $ 1500 US Can they be rebuilt? most the manuf will sell kits or rebuild and upgrade for you Clive ------------------------------ From: Ludis Langens Date: Wed, 03 Feb 1999 23:14:02 -0800 Subject: PulseWidthModulation comments Years ago as a summer intern I worked on a motor controller which used PWM. A brushless DC motor ran on up to 120 to 170 volts at up to 10 to 15 amps. A switching (PWM) power supply controlled the voltage applied to the motor. The original version used an analog circuit to generate the PWM. A low voltage input selected the pulse width. The pulse width controlled the switching supply's output voltage. This voltage then determined the motor speed. Eventually we had a lab computer with a DAC output running the show. An improved version used a microcontroller controlled digital PWM. I think the PWM frequency was about 20 KHz and the PWM had 5 bits of range. The same microcontroller monitored the motor position/speed to form a closed loop system. Some comments applicable to fuel pump / coolant fan PWM control: The pulse width and frequency needs to be very stable, otherwise all the inductors in the circuit will squeal like stuck pigs. The original analog system screamed constantly. The digital system (running the same switcher!) was totally silent as long as the pulse width wasn't changing. Software in the microcontroller updated the pulse width every millisecond. When the pulse width needed to be changed often, this produced a 1 KHz tone from the electronics. The amount of noise was directly proportional to the load on the motor. You could actually hear the computer "straining" against a high load. A 5 bit PWM isn't really enough. 8 bits of pulse width would be better. For a 20 KHz frequency, that would mean a 5 MHz reference clock. The main switching transistor was a TO-220 package mounted on a dinky little heat sink. You don't need a massive TO-3 transistor. In the above system, cooling the rectifier diodes was actually more of a problem. BTW, in one mode, this motor was reversed every several tenths of a second. This applies to a thread from several weeks ago. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ From: Ludis Langens Date: Wed, 03 Feb 1999 23:37:09 -0800 Subject: Re: UEGO IDEA I wrote: > I checked the VE table in a production PROM. At most RPM values, there > was almost exactly a factor of two increase in VE from 20 KPa to 100 > KPa. (Once the MAP gets multiplied in, that means a factor of ten in > fuel from 20 KPa to 100 KPa.) Across the RPM range, the highest and > lowest VEs varied by about a factor of 1.5. Oops! I forgot that the VE is actually the sum of two tables - one which I looked at for the above, and one which expands the first for high RPMs. The actual ratios are much smaller than above. Here are the corrected values: The VE at 20 KPa is about 2/3 that at 100 KPa. And the VE at low RPM is about 80% of that at peak torque RPM. Stuart Bunning wrote: > Is the A/F ratio table found at xC4FA (ASBX) in my memcal responsible for > part of the fuel supply multiplications that would be experienced even with > a totally > flat VE table? As my initial thought was if VE was flat it would lean out > as load or RPM increased. Yes, your A/F ratio table also affects the amount of fuel. However, that table's purpose is not to characterize the engine. Instead it is to select when to go into PowerEnrichment mode, and how much PE to do. Some older ECMs use just a single constant instead of a whole table like yours. The VE tables let your ECM compute the amount of air flow into the engine. In a hypothetical system, the A/F ratio could be built into that table. However, knowing the air flow by itself can be useful for things like EGR. Further, when the engine is cold, the A/F table may get ignored because the ECM is using a cold start A/F table. The VE needs to be broken out seperately in this case. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ From: "Clive Apps Techno-Logicals 416 510 0020" Date: Thu, 4 Feb 1999 03:08:44 -0500 (EST) Subject: Re: Tim Drury article > > > Subject: RE: Tim Drury article > > > > > > I have a copy of the article and can scan/ocr it in if anyone needs it. > > > > > > Wayne. > > > > Send me one too, please. me too thanks clive@xxx.com ------------------------------ From: "Espen Hilde" Date: Thu, 4 Feb 1999 09:31:03 +0100 Subject: More UEGO stuff Hi all! I have put on the coneshaped hat and are trowing in a thought: Since the wide range uego sensor is pumping oxygen from atmosfere to the tip of sensor and to what I understand we want to know how much current or oxygen it takes to make the tip stokiometric.Is the oxygen that is pumped used for making CO to CO2 and to burn away hydrocarbons at the tip? If this is so, how can the sensor tell how much exhaust that is passing the sensor to give a percentage? I would think that more exhaust flow means more CO and HC exposed to the tip.Is it done mecanicaly in the design of the housing?Have I missed something? Espen Hilde. ------------------------------ End of DIY_EFI Digest V4 #88 **************************** 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".