DIY_EFI Digest Monday, 8 February 1999 Volume 04 : Number 108 In this issue: Re: Newbie ALDL question Scanners Re: Digital: fuel pressure gage; boost gage Re: Mail bombed by diy_efi! Bounce check, just ignore Re: Diagnosis steps & tools? L-Jetronic peculiarity Re: Diagnosis steps & tools? Re: Mail bombed by diy_efi! Re: Mail bombed by diy_efi! Re: Mail bombed by diy_efi! Re: L-Jetronic peculiarity Re: Diagnosis steps & tools? Re: Diagnosis steps & tools? Re: Diagnosis steps & tools? Re: L-Jetronic peculiarity Re: Diagnosis steps & tools? Re: L-Jetronic peculiarity Re: Diagnosis steps & tools? Mail failure Re: Diagnosis steps & tools? Re: Mail failure Re: Parallel Port eprom programmers - suggestions Re: Mail bombed by diy_efi! Re: Digital: fuel pressure gage; boost gage RE: L-Jetronic peculiarity RE: fusible link questions See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: "Bruce Plecan" Date: Mon, 8 Feb 1999 12:51:56 -0500 Subject: Re: Newbie ALDL question Scanners - -----Original Message----- From: steve ravet To: diy_efi@xxx.edu> Date: Monday, February 08, 1999 12:09 PM Subject: Re: Newbie ALDL question Scanners all gone. Bruce Last time I >checked at www.lindertech.com they still had MPSI scanners for >reasonable prices. >--steve >Ervinc90@xxx.com wrote: ------------------------------ From: d houlton x0710 Date: Mon, 8 Feb 1999 11:19:34 -0700 (MST) Subject: Re: Digital: fuel pressure gage; boost gage Daniel Ciobota wrote: > > > > I had an autometer isolator and gauge for my mustang, and it was a > diaphragm type, but it used an antifreeze/water mixture at the gauge > end, not air. The worst problem with those units is that they're a pain > to fill and are prone to leaking. > > Cyberdyne, advertised in Jegs or Summit catalogs (not sure which), sells > a complete kit that includes an electric sender and a digital gauge > (0-100psi). Last I checked it sold for about $80 for the complete kit. > Autometer just came out with its own electric sender and analog > electrical gauge kit, but its more, like $150 for the kit. ^^^ Cheapest I've seen them is $190 from Jegs and Summit which is why I asked if the $60 electric oil pressure gauge/sender would work instead. - --Dan ------------------------------ From: "Jim Yeagley" Date: Mon, 8 Feb 1999 13:17:13 -0500 Subject: Re: Mail bombed by diy_efi! I'm getting the stuff, too. Jim ------------------------------ From: "Bruce Plecan" Date: Mon, 8 Feb 1999 13:43:48 -0500 Subject: Bounce check, just ignore Friends, Romans, country men lend me your ears. faooiosepferoiuewoaijfapowefuafjaw09efjaewfapefjfa ------------------------------ From: thergen@xxx.net Date: Mon, 8 Feb 1999 10:49:27 -0800 (PST) Subject: Re: Diagnosis steps & tools? I had a similiar problem -- hunting/unstable idle only when warmed up on an '87 2.8 Cavalier (MAF). It turned out to be the O2 sensor. Clean the IAC passage and pintle also. Funny, the O2 sensor was not even in the $800+ list of things to replace as suggested by the Chevy dealer after 1.5 hours diagnostic time ($). Tom On Mon, 8 Feb 1999, Terrill Yuhas wrote: > > I have a '90 Chevy Beretta with the 3.1L V6 that I'm looking for some > diagnostic suggestions. Basically when the engine is warmed up, it hunts > for an idle. It never stalls but it sounds like it's misfiring. I'm in > the process of figuring out which scantool to get so I took it to the > shop. Mr. Goodwrench ran some diagnostics and said everything was fine. > I took the service advisor out for a spin and showed him what it was > doing. His reply was that this is something that is designed in. > > The biggest problem is I'm now getting close to failing idle emissions > tests so I figure this isn't really a "designed in" idle hunt. Rather > than chase it with parts, I'm looking for any suggestions on where/what > tools to get so that maybe I can see what's going on. > > I don't know which scantool is adequate. I was looking at either the Auto > Xray or the Actron Scantool. The others I saw were thousands of dollars. > Not knowing what a "Mr Goodwrench Diagnostic" consists of, I wonder if any > of those hobby scantools would tell me anything. > > I also looked at the Diacom but I always get ten-year-old brochures when I > contact them for info. > > I've been toying around with EFI for a little while, so I figure this will > really get my feet wet! > > Thanks, > > Terrill > ------------------------------ From: dave.williams@xxx.us (Dave Williams) Date: Mon, 08 Feb 1999 13:06:00 -0500 Subject: L-Jetronic peculiarity I spent some more time playing with the L-Jet's wiring harness this morning. The L-Jet is from an '82 Supra, and slightly different from the German systems described in Probst's book. For example, it has an external pull-up resistor pack, which Probst says wasn't used after '79, and it has no thermostatic idle air valve. Considering it's a Japanese implementation of a German system with an American reference book, not too bad. Having the Supra's wiring diagram has helped too. As with most harnesses, wired were looped all over the place, often using six feet of wire to run to a connector a foot away. When untaped and unsnarled, most of the wires were 8 feet or so long, no matter how far the terminals were from the computer. I separated them into logical bundles with masking tape. The most interesting thing so far is the way the injectors are wired. Every L-Jet diagram I've ever seen (granted they're mostly copies of the original Bosch drawings) shows a bank fire system. The Supra has two leads coming out of the computer, which are then joined together before splitting back up to two sets of three. All six injectors fire at the same time, which will simplify figuring out which three injectors to connect to which cylinders... Why would Toyota have rigged the L-Jet to fire all six injectors simultaneously? And would I gain anything by splitting it back to bank fire? ==dave.williams@xxx.us====================================== I've got a secret / I've been hiding / under my skin / | Who are you? my heart is human / my blood is boiling / my brain IBM | who, who? =================================== http://home1.gte.net/42/index.htm ------------------------------ From: Tedscj@xxx.com Date: Mon, 8 Feb 1999 14:26:50 EST Subject: Re: Diagnosis steps & tools? In a message dated 2/8/99 12:28:05 PM Eastern Standard Time, tyuhas@xxx.edu writes: << I have a '90 Chevy Beretta with the 3.1L V6 that I'm looking for some diagnostic suggestions. Basically when the engine is warmed up, it hunts for an idle. It never stalls but it sounds like it's misfiring. I'm in the process of figuring out which scantool to get so I took it to the shop. Mr. Goodwrench ran some diagnostics and said everything was fine. I took the service advisor out for a spin and showed him what it was doing. His reply was that this is something that is designed in. >> If you have a manual trans. prom, you might try one from an auto. trans. (even if your car is a manual.) I've read that this is a common fix for idle problems on the 2.8 and 3.1 litre engines. I have the EFI system from a Berreta, 6 cyl., manual trans. on my car. And I had similar problems, plus hesitation off idle, until I switched to the prom from an '88 v6 auto. Grand Prix from a junkyard. Now all my problems have been cured and the car idles and accelerates smoothly. ------------------------------ From: "Wallace A. Gustafson" Date: Mon, 08 Feb 1999 12:53:48 -0700 Subject: Re: Mail bombed by diy_efi! I'm getting it too. Don't think your alone. Mike wrote: > Got home at lunch today, checked my email and found 60 messages waiting. > Downloaded them....37 were garbage with the following header: > > TO: diy_efi DATE: 02/08/99 > TIME: 08:04 > SUBJECT: Mail failure > ------------------------------------------------------------------------------ > > [008] Unable to deliver mail due to mailbag contention. > Message was not delivered to > KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) > > ------------------------------------------------------------------------------ > Date: 1999-02-08 08:05 > From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: > diy_efi@xxx.edu] > CC: KOHLERNET/GENERATORS/NassJeff > To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: > diy_efi@xxx.edu] > Subject: Re: Groan... Not another VIRUS alert.... > > --------------------------------------------------------------------------- > > MCI Mail date/time: Mon Feb 08, 1999 8:49 am CDT > Source date/time: Mon, 08 Feb 1999 13:30:24 +0000 (GMT) > ------------------- > > Did anyone else get this junk and can it please be stopped? > > -- > Mike ------------------------------ From: Aaron Willis Date: Mon, 08 Feb 1999 11:37:38 -0800 Subject: Re: Mail bombed by diy_efi! Mike wrote: > > Got home at lunch today, checked my email and found 60 messages waiting. > Downloaded them....37 were garbage with the following header: > > TO: diy_efi DATE: 02/08/99 > TIME: 08:04 > SUBJECT: Mail failure > ------------------------------------------------------------------------------ > > [008] Unable to deliver mail due to mailbag contention. > Message was not delivered to > KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) > > ------------------------------------------------------------------------------ > Date: 1999-02-08 08:05 > From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: > diy_efi@xxx.edu] > CC: KOHLERNET/GENERATORS/NassJeff > To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: > diy_efi@xxx.edu] > Subject: Re: Groan... Not another VIRUS alert.... > > --------------------------------------------------------------------------- > > MCI Mail date/time: Mon Feb 08, 1999 8:49 am CDT > Source date/time: Mon, 08 Feb 1999 13:30:24 +0000 (GMT) > ------------------- > > Did anyone else get this junk and can it please be stopped? > > -- > Mike Mike, yes, I had all the same junk as you! (not only that but I had a lockup and received most of these messages TWICE) There are actually messages past all the crap....but I would like to see it stopped too... Aaron ------------------------------ From: charlieg@xxx.com Date: Fri, 09 Oct 1998 15:00:52 -0700 Subject: Re: Mail bombed by diy_efi! Yes me too ! Charlie G. ------------------------------ From: "Bruce Plecan" Date: Mon, 8 Feb 1999 15:12:06 -0500 Subject: Re: L-Jetronic peculiarity Seems like the oems are more worried about severed wires, rather than "rub throughs" causing false grounds. Then also might have something to do with the traces on the ecms PCB having an equal load. As far as all firing at the same time, just cheaper, and doing just enough to get by. I've had some e-mail with others, and the SEFI, seems to be more of an emissions issue, or for using really large injectors. One would think varying the timing (inj) some, would help, and there was just the one blurb about firing injectors at 8% more than once per crank rev. I can understand all this about vaporization/atomization, but I'm getting more curious about how much the actual difference is. Having gotten the TBI right, would be interesting to bolt on the TPI, and see how they compare. Getting back to splitting them up, might be a planned obsolense issue. Knowing that annual testing would be getting tighter, as a rule, having a "slight flaw" would help seperate some folks from their money to buy a newer car. Bruce >Why would Toyota have rigged the L-Jet to fire all six injectors >simultaneously? And would I gain anything by splitting it back to >bank >fire? ------------------------------ From: Darryl Snover Date: Mon, 8 Feb 1999 15:47:38 -0500 Subject: Re: Diagnosis steps & tools? I had a similar problem with my 87 Fiero, turned out to be a sticky IAC valve. Not sure if the 3.1 has the same type of idle control, but ....... Best, Darryl >I have a '90 Chevy Beretta with the 3.1L V6 that I'm looking for some >diagnostic suggestions. Basically when the engine is warmed up, it hunts >for an idle. It never stalls but it sounds like it's misfiring. I'm in >the process of figuring out which scantool to get so I took it to the >shop. Mr. Goodwrench ran some diagnostics and said everything was fine. >I took the service advisor out for a spin and showed him what it was >doing. His reply was that this is something that is designed in. > >The biggest problem is I'm now getting close to failing idle emissions >tests so I figure this isn't really a "designed in" idle hunt. Rather >than chase it with parts, I'm looking for any suggestions on where/what >tools to get so that maybe I can see what's going on. > >I don't know which scantool is adequate. I was looking at either the Auto >Xray or the Actron Scantool. The others I saw were thousands of dollars. >Not knowing what a "Mr Goodwrench Diagnostic" consists of, I wonder if any >of those hobby scantools would tell me anything. > >I also looked at the Diacom but I always get ten-year-old brochures when I >contact them for info. > >I've been toying around with EFI for a little while, so I figure this will >really get my feet wet! > >Thanks, > >Terrill ------------------------------ From: Wen Yen Chan Date: Mon, 8 Feb 1999 16:02:54 -0500 Subject: Re: Diagnosis steps & tools? Hello, I had similar problem with a 1990 Integra. The idle bleed screw had been opened too much and the computer closed the IAC to compensate. It seems that the IAC was not very linear when only slightly open. The hunting went away after I reset the bleed screw to spec. and cleared the computer's memory. Wen On Mon, 8 Feb 1999, Darryl Snover wrote: > I had a similar problem with my 87 Fiero, turned out to be a sticky IAC > valve. Not sure if the 3.1 has the same type of idle control, but ....... > > > Best, > > Darryl > > > > >I have a '90 Chevy Beretta with the 3.1L V6 that I'm looking for some > >diagnostic suggestions. Basically when the engine is warmed up, it hunts > >for an idle. It never stalls but it sounds like it's misfiring. I'm in > >the process of figuring out which scantool to get so I took it to the > >shop. Mr. Goodwrench ran some diagnostics and said everything was fine. > >I took the service advisor out for a spin and showed him what it was > >doing. His reply was that this is something that is designed in. > > > >The biggest problem is I'm now getting close to failing idle emissions > >tests so I figure this isn't really a "designed in" idle hunt. Rather > >than chase it with parts, I'm looking for any suggestions on where/what > >tools to get so that maybe I can see what's going on. > > > >I don't know which scantool is adequate. I was looking at either the Auto > >Xray or the Actron Scantool. The others I saw were thousands of dollars. > >Not knowing what a "Mr Goodwrench Diagnostic" consists of, I wonder if any > >of those hobby scantools would tell me anything. > > > >I also looked at the Diacom but I always get ten-year-old brochures when I > >contact them for info. > > > >I've been toying around with EFI for a little while, so I figure this will > >really get my feet wet! > > > >Thanks, > > > >Terrill > > > > > ------------------------------ From: Terrill Yuhas Date: Mon, 8 Feb 1999 14:14:36 -0700 (MST) Subject: Re: Diagnosis steps & tools? On Mon, 8 Feb 1999 thergen@xxx.net wrote: > I had a similiar problem -- hunting/unstable idle only when warmed up on > an '87 2.8 Cavalier (MAF). It turned out to be the O2 sensor. Clean the > IAC passage and pintle also. Are O2 sensors cleanable or did I read that wrong? Is there a manual that documents cleaning the IAC or is it sufficient just to unbolt it and spray it out with cleaner? The car-specific manuals (Haynes & Chiltons) I have show how to remove the IAC but not how to dismantle it. Terrill ------------------------------ From: "Clarence L.Snyder" Date: Mon, 08 Feb 1999 16:39:53 -0500 Subject: Re: L-Jetronic peculiarity Bruce Plecan wrote: > > Seems like the oems are more worried about severed wires, > rather than "rub throughs" causing false grounds. Then also > might have something to do with the traces on the ecms PCB > having an equal load. As far as all firing at the same time, > just cheaper, and doing just enough to get by. > I've had some e-mail with others, and the SEFI, seems to be > more of an emissions issue, or for using really large injectors. > One would think varying the timing (inj) some, would help, and there > was just the one blurb about firing injectors at 8% more than > once per crank rev. > I can understand all this about vaporization/atomization, but > I'm getting more curious about how much the actual difference is. > Having gotten the TBI right, would be interesting to bolt on the > TPI, and see how they compare. > Getting back to splitting them up, might be a planned obsolense > issue. Knowing that annual testing would be getting tighter, as > a rule, having a "slight flaw" would help seperate some folks from > their money to buy a newer car. > Bruce Not on a Toyota of that vintage. They could have used a single driver, but chose to use a double one to reduce the chance of overloading the driver. Also interesting to know a bit of the history on the '86 plus Supras. The whole powertrain was designed with the Lexus V8 in mind - and at a pretty good state of tune. The trans and rear end were designed for WELL in excess of 300 HP from what I was told by Toyota Canada tech training. With an 8, they would have used the same computer bank fired. - or so the speculation went. > > >Why would Toyota have rigged the L-Jet to fire all six injectors > >simultaneously? And would I gain anything by splitting it back to >bank > >fire? ------------------------------ From: Terrill Yuhas Date: Mon, 8 Feb 1999 14:27:18 -0700 (MST) Subject: Re: Diagnosis steps & tools? On Mon, 8 Feb 1999 Tedscj@xxx.com wrote: > If you have a manual trans. prom, you might try one from an auto. trans. (even > if your car is a manual.) I've read that this is a common fix for idle > problems on the 2.8 and 3.1 litre engines. > I have the EFI system from a Berreta, 6 cyl., manual trans. on my car. And I > had similar problems, plus hesitation off idle, until I switched to the prom > from an '88 v6 auto. Grand Prix from a junkyard. Now all my problems have > been cured and the car idles and accelerates smoothly. Mine has an auto trans. I had thought about trying out other proms. Is it basically that if the donor has the same computer, same engine, and is either MAF or not (to match my car), then it's a decent candidate? Terrill ------------------------------ From: dave.williams@xxx.us (Dave Williams) Date: Mon, 08 Feb 1999 16:03:00 -0500 Subject: Re: L-Jetronic peculiarity - -> I've had some e-mail with others, and the SEFI, seems to be - -> more of an emissions issue, or for using really large injectors. One - -> would think varying the timing (inj) some, would help, and there The L-Jet has a spark signal from the distributor to get RPM, but it's not timed to the crank at all, so perhaps Bosch just drives the injectors at some frequency high enough to make sure no cylinder goes too long without an injection event. Before too long I'll have it breadboarded and I'll be able to do some basic testing with my rather primitive equipment. The analog L-Jet seems awfully basic... hopefully I can't screw it up too bad. ------------------------------ From: "Bruce Plecan" Date: Mon, 8 Feb 1999 17:25:56 -0500 Subject: Re: Diagnosis steps & tools? - -----Original Message----- From: Terrill Yuhas To: diy_efi@xxx.edu> Date: Monday, February 08, 1999 4:53 PM Subject: Re: Diagnosis steps & tools? >Are O2 sensors cleanable or did I read that wrong? There was a procedure for doing carb'd engines O2's, but none worthwhile that I've found for gm EFI. Is there a manual that >documents cleaning the IAC or is it sufficient just to unbolt it and spray >it out with cleaner? On the gms, the pintle shaft rides on a little plastic insert to keep it from spinning rather than unscrewing. It's real easy to FUBAR that little plastic insert (been there, and have many T-Shirts to show for it) If you really have a need to play with it, get a Stepper Motor Controller Kit, and slow it down, and use that to install, and remove the pintle. Usually a quick zap of carb cleaner is fine. If there is so much carbon in there that that isn't enough get a new/replacement IAC. Bruce The car-specific manuals (Haynes & Chiltons) I have >show how to remove the IAC but not how to dismantle it. > >Terrill > ------------------------------ From: Msg Recipient <"KOHLERNET/GENERATORS/POSTMASTER%Kohler Co."@xxx.COM> Date: Mon, 08 Feb 1999 12:26:00 -0500 (EST) Subject: Mail failure TO: diy_efi DATE: 02/08/99 TIME: 11:15 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 11:17 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 12:14 pm CDT Source date/time: Mon, 08 Feb 1999 12:13:06 -0500 (EST) - ------------------- TO: diy_efi DATE: 02/08/99 TIME: 11:00 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 11:01 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 11:58 am CDT Source date/time: Mon, 08 Feb 1999 11:56:54 -0500 (EST) - ------------------- TO: diy_efi DATE: 02/08/99 TIME: 10:49 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 10:51 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 11:48 am CDT Source date/time: Mon, 08 Feb 1999 11:47:37 -0500 (EST) - ------------------- TO: diy_efi DATE: 02/08/99 TIME: 10:39 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 10:40 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 11:37 am CDT Source date/time: Mon, 08 Feb 1999 11:36:47 -0500 (EST) - ------------------- TO: diy_efi DATE: 02/08/99 TIME: 10:30 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 10:31 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 11:26 am CDT Source date/time: Mon, 08 Feb 1999 11:25:05 -0500 (EST) - ------------------- TO: diy_efi DATE: 02-08-99 TIME: 10:22 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Failure delivering user mail due to mailbag contention. Mail item was not delivered to: KOHLERNET/GENERATORS/NassJeff - ------------------------------------------------------------------------------ Date: 1999-02-08 10:17 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 11:16 am CDT Source date/time: Mon, 08 Feb 1999 11:14:08 -0500 (EST) - ------------------- TO: diy_efi DATE: 02/08/99 TIME: 10:07 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 10:10 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 11:06 am CDT Source date/time: Mon, 08 Feb 1999 11:06:00 -0500 (EST) - ------------------- TO: diy_efi DATE: 02/08/99 TIME: 09:57 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Unable to deliver mail due to mailbag contention. Message was not delivered to KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) - ------------------------------------------------------------------------------ Date: 1999-02-08 09:58 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Mail failure - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 10:53 am CDT Source date/time: Mon, 08 Feb 1999 10:51:55 -0500 (EST) - ------------------- TO: diy_efi DATE: 02-08-99 TIME: 09:33 SUBJECT: Mail failure - ------------------------------------------------------------------------------ [008] Failure delivering user mail due to mailbag contention. Mail item was not delivered to: KOHLERNET/GENERATORS/NassJeff - ------------------------------------------------------------------------------ Date: 1999-02-08 09:30 From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] CC: KOHLERNET/GENERATORS/NassJeff To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: diy_efi@xxx.edu] Subject: Re: Plugs for flare fittings? - --------------------------------------------------------------------------- MCI Mail date/time: Mon Feb 08, 1999 9:53 am CDT Source date/time: Mon, 08 Feb 1999 09:51:10 -0500 (EST) - ------------------- In a message dated 2/5/1999 12:34:34 PM Eastern Standard Time, steve.ravet@xxx.com writes: << If I wanted to remove the AIR pump on my V8 S-10 conversion, then I'd have to find some flare plugs to plug the holes in the exhaust manifold where the AIR connects, right? Any suggestions on where to find something like that? I've called plumbing and A/C suppliers in my area and can't come up with anything. A few places told me that if they had them, they'd only be in brass. If I can find brass ones, would they work? The manifold is cast iron and the AIR tubes are stainless. Will brass take the heat cycling and temps? >> Brass will work. I have seen theese plugs at Trak Auto. Also, a pipe plug will work, I know, I've done it. Bill K ------------------------------ From: thergen@xxx.net Date: Mon, 8 Feb 1999 15:02:37 -0800 (PST) Subject: Re: Diagnosis steps & tools? I replaced the O2 sensor in my case. To clean the IAC, I used some carb cleaner and a soft cloth to remove the carbon from the head of the pintle and the area on which it seats. See Bruce's post on how fragile they are. I recommend against turning the key to the on position with the IAC still wired up but not bolted into the throttle body (unless you know what/why you're doing it). Tom On Mon, 8 Feb 1999, Terrill Yuhas wrote: > > > On Mon, 8 Feb 1999 thergen@xxx.net wrote: > > > I had a similiar problem -- hunting/unstable idle only when warmed up on > > an '87 2.8 Cavalier (MAF). It turned out to be the O2 sensor. Clean the > > IAC passage and pintle also. > > Are O2 sensors cleanable or did I read that wrong? Is there a manual that > documents cleaning the IAC or is it sufficient just to unbolt it and spray > it out with cleaner? The car-specific manuals (Haynes & Chiltons) I have > show how to remove the IAC but not how to dismantle it. > > Terrill > ------------------------------ From: "David A. Cooley" Date: Mon, 08 Feb 1999 18:24:47 -0500 Subject: Re: Mail failure COuld the moderator please remove this fools address from the list? I'm still getting them trickling in now at 6:24pm Eastern. At 11:57 AM 2/8/99 -0500, you wrote: >TO: diy_efi DATE: 02/08/99 > TIME: 10:50 >SUBJECT: Mail failure >------------------------------------------------------------------------------ > >[008] Unable to deliver mail due to mailbag contention. >Message was not delivered to > KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) > >------------------------------------------------------------------------------ > Date: 1999-02-08 10:51 > From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: >diy_efi@xxx.edu] > CC: KOHLERNET/GENERATORS/NassJeff =========================================================== 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: "Walter Sherwin" Date: Mon, 8 Feb 1999 18:25:34 -0800 Subject: Re: Parallel Port eprom programmers - suggestions Roger, here is a device which can be used either stand alone, or with a laptop's serial interface http://www.dataman.com/ . I have used one for about 5 years and it works great. Walt. > >I found one reference to a parallel port eprom programmer. Their web >page is at http://xtronics.com/memory/EPROM.htm. Has anyone used >this device and how does it work? I currently have a eprom >programmer that requires a isa card, and this does not work in my >laptop, and that would be alot better option. Are there any other >parallel port eprom programers that others have used? > > Roger > rah@xxx.net > ------------------------------ From: Clarence Wood Date: Mon, 08 Feb 1999 17:00:56 -0600 Subject: Re: Mail bombed by diy_efi! I have received over 100 of these messages! Clarence At 12:53 PM 2/8/99 -0700, you wrote: >Mike wrote: > >> Got home at lunch today, checked my email and found 60 messages waiting. >> Downloaded them....37 were garbage with the following header: >> >> TO: diy_efi DATE: 02/08/99 >> TIME: 08:04 >> SUBJECT: Mail failure >> ------------------------------------------------------------------------------ >> >> [008] Unable to deliver mail due to mailbag contention. >> Message was not delivered to >> KOHLERNET/GENERATORS/NassJeff (KOHLERNET/GENERATORS/NassJeff) >> >> ------------------------------------------------------------------------------ >> Date: 1999-02-08 08:05 >> From: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: >> diy_efi@xxx.edu] >> CC: KOHLERNET/GENERATORS/NassJeff >> To: diy_efi [MCI:diy_efi \ EMS: INTERNET \ MBX: >> diy_efi@xxx.edu] >> Subject: Re: Groan... Not another VIRUS alert.... >> >> --------------------------------------------------------------------------- >> >> MCI Mail date/time: Mon Feb 08, 1999 8:49 am CDT >> Source date/time: Mon, 08 Feb 1999 13:30:24 +0000 (GMT) >> ------------------- >> >> Did anyone else get this junk and can it please be stopped? >> >> -- >> Mike > > ------------------------------ From: Daniel Ciobota Date: Mon, 08 Feb 1999 17:38:51 -0600 Subject: Re: Digital: fuel pressure gage; boost gage d houlton x0710 wrote: > Daniel Ciobota wrote: > > > > > > > > I had an autometer isolator and gauge for my mustang, and it was a > > diaphragm type, but it used an antifreeze/water mixture at the gauge > > > end, not air. The worst problem with those units is that they're a > pain > > to fill and are prone to leaking. > > > > Cyberdyne, advertised in Jegs or Summit catalogs (not sure which), > sells > > a complete kit that includes an electric sender and a digital gauge > > (0-100psi). Last I checked it sold for about $80 for the complete > kit. > > Autometer just came out with its own electric sender and analog > > electrical gauge kit, but its more, like $150 for the kit. > ^^^ > > Cheapest I've seen them is $190 from Jegs and Summit which is why I > asked > if the $60 electric oil pressure gauge/sender would work instead. > You're right about the autometer kit, it's $189.99 at Jegs. If you have the Christmas issue, look on p. 124 at the lower left side of the Cyberdyne add. They list a 2 1/16" fuel pressure gauge and sender (20-100psi) for $79.99. It's been about that price for quite a while. Daniel ------------------------------ From: "James Montebello" Date: Mon, 8 Feb 1999 16:22:30 -0800 Subject: RE: L-Jetronic peculiarity > The L-Jet has a spark signal from the distributor to get > RPM, but it's not timed to the crank at all, so perhaps Bosch just > drives the injectors at some frequency high enough to make sure no > cylinder goes too long without an injection event. Actually, I think Bosch's experience with CIS showed them that simply running the injectors continuously, only varying the flow rate with load, was "good enough". At least it was for US emissions regs up to around 1990. It's a simple control strategy, easy to do with all mechanical or electro-mechanical systems. Now that sufficiently fast digital hardware is so cheap, they can return to the more complicated strategy such as the one they employed in the D-Jet system, and do all the hard stuff in software. james montebello ------------------------------ From: Don.F.Broadus@xxx.com Date: Mon, 8 Feb 1999 18:40:24 -0600 Subject: RE: fusible link questions Early Delco alt's had star wound stators since they give a high voltage at low RPM. Then when current was needed in the mid 70's Delta stators were used on 80 amp 27SI Alt's to give high current. I have read about a Japanese Alt. that had a star and delta wound stator. The star had its own 6 diode bridge and the delta had its own 6 diode bridge. At low RPM the star produced 14V and at higher RPM the delta provided the current. The text stated that this was an attempt to have the best of both worlds. Motorcycles have used PM rotors for years and controlled the output voltage with shunt regulators. SCR's would be used ahead of the diodes to short the ac to reduce the voltage. Other types shunted the DC thru a resistance to ground momentarily to keep the voltage constant. I remember an old Norton motorcycle that regulated the alt with a large stud mounted Zener diode on a large finned heatsink on the handlebars. Shunt regulation does cost in efficiency but unless PWM is used it is the only way to regulate a PM alt. > -----Original Message----- > From: Clarence L.Snyder [SMTP:clare.snyder.on.ca@xxx.net] > Sent: Sunday, February 07, 1999 8:35 PM > To: diy_efi@xxx.edu > Subject: Re: fusible link questions > > Steve Sassine wrote: > > > > On Sun, 7 Feb 1999, Justin Guest wrote: > > > > > This could be quite useful if you controlled it properly. A lot of > people > > > spend a lot of money trying to increase 12v up to something useful for > > > ICE. Does anyone know how to get an alternator to deliver higher > > > voltages. I was looking at this sort of design with two alternators in > > > mind one running at 12v and the other at a higher voltage. Its a long > > > time since I did my HNC and I was not really interested in generators > and > > > alternators at the time. > > > > > > Sorry this is not about EFI but it is electronics. > > > > > > > > > Regards Justin Guest > > > Email as header or jg55776@xxx.uk > > > Phone +44 (0) 1229 482549 > > > > > > > > > >On Thu, 4 Feb 1999, Steve Sassine wrote: > > > SNIP > > > > > > > >Canadain tire used to sell a box that would output 120 vdc from the > > > >alternator. it just full fielded the alt and at around 1500 rpm 120 v > > > > > > > >scarry eh > > > > > > > SNIP > > > > > > > It is not vary hard to also get 120 v ac at 50-60 hz. Remember > that > > most alternators are three phase sync motors. The Three phase output > > voltage is rectified using a full wave bridge rectifier. This low > voltage > > output, say is is at 12v RMS, can be stepped up using a step up > > transformer. You only need to by-pass the bridge rectifier. Also need to > > check the sine wave for different higher order harmonics. This set up > can > > also regulate the ouput voltage. > > > > from steve sassine > If you get 60CPS at 1000 alternator RPM, I'm sorry to have to tell you > you won't get much output from it. The faster you spin it, the more > output you get. Usually "geared" about 3:1 to the engine, at 2000 RPM > coasting down the highway you are spinning the alt at about 6000 rpm, > and producing 3 phase AC at360 cps. The 400CPS previously mentioned is > AWFULL close to what you will see at highway speeds. If you want AC from > an automotive alternator, just get a decent inverter.Spikes of current > draw are buffered by your battery so you don't fry the alt, frequency is > steady, as is voltage. You will likely pick up the inverter for less > than it costs to convert the alternator to a useless piece of junk, > assuming you value your time at anything over about 50 cents an hour. > > I snagged a 1500 va unit from an old Bell Telephone truck for $75 > canadian dollars. That's about 50 US Greenbacks. ------------------------------ End of DIY_EFI Digest V4 #108 ***************************** 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".