DIY_EFI Digest Monday, 22 February 1999 Volume 04 : Number 126 In this issue: Re: Ford Schematics Re: Bosh Spark Plugs (Barelyl on topic I guess) Re: ford injector sensor price (fuel pressure sensor) 440 cams and efi Re: 4 cyl engine advice needed (4A-GE) Venturi Fuel Injection Re: 440 cams and efi Re: Venturi Fuel Injection Plasma Jet Ignition Re: 440 cams and efi Re: Plasma Jet Ignition Re: Ford Schematics ALDL question someone asked me. Re: 440 cams and efi ECM wiring harness help RE: STREET DYNO FREE Re: Ross Meyers Re: 440 cams and efi RE: Delco 808 ecu info needed Re: ECM wiring harness help Re: Plasma Jet Ignition RE: Plasma Jet Ignition Diacom Re: Plasma Jet Ignition Re: ECM wiring harness help Re: ECM wiring harness help See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: Pedro Haynes Date: Sun, 21 Feb 1999 11:29:49 -0400 Subject: Re: Ford Schematics I would try the Library but I live in a place where I would never find a book like that in a library. I was hoping to find a web site where I could find the wiring diagrams. I think a Manual should have the schematics......Any one out there with a car powered by RS 2000 engine, and have a manual for it?? Pedro >Have you tried a public library?. >They might surprise you with how much car data they have. >Usually they have some reference material, that is very good >Bruce > > >>Greetings! >> >>I have a Ford RS 2000 16V engine I want to place in Ford escort MK1 body. >>Does any one know where I can get wiring diagrams for the RS2000 computer, >>These Schematics should include eithere the number of the wire on the >>connector of the colour of the wires. >> >>Thank you >> >>Pedro. >> > > > ------------------------------ From: xxalexx@xxx.com Date: Sun, 21 Feb 1999 06:43:09 +0000 Subject: Re: Bosh Spark Plugs (Barelyl on topic I guess) Been used in aero planes since day 01 but I think three electrode surface gap. champion. with huge insulator shell and metallic cover alex > The laws of physics cannot be changed... A spark can only jump to 1 > electrode at a time. Once the gap breaks down, all the current flows across > that gap, leaving the other 3 electrodes inactive. They are a waste of > money. > > -----Original Message----- > From: Xwiredtva > To: diy_efi@xxx.edu> > Date: Friday, February 19, 1999 12:35 PM > Subject: Re: Bosh Spark Plugs (Barelyl on topic I guess) > > > >Split fires use one electrode that splits. It was better used in 2cylce > race > >engines. I used them when I raced Motocross. For automotive applications > >your right they stink. The 4 electrode bosche should be better because it > >uses 4 electrodes instead of one that splits. Best bet is to buy one and > >plug it into your spark plug wire and then start the engine and see how it > >sparks. It's cheaper then buying 4,6,8 of them then finding out they don't > >work on your vehicle. > > Direct Hitz is another spark plug type thing that is supposed to put > out > >more energy and has been idependently tested to perform. > > Also if your ignition system is weak the plugs will make no difference. > > > >> > >>Anyone have an opinion on these new 4 electrode spark plugs by Bosch? > They > >>have 4 ground electrodes. > >> > >>My brother, a few years ago in college (IA State ME program) did a test on > >>Split Fire plugs. Found absolutely NO advantage to these plugs. They > >>contacted Split Fire to get copies of their test results and compare > >>findings but got no where. ...So I have become suspicious. > >> > >>Any Comments? > >> > >>KV. ------------------------------ From: Steve Gorkowski Date: Sun, 21 Feb 1999 07:22:39 -0600 Subject: Re: ford injector sensor price (fuel pressure sensor) Hi Tom Thanks for the information. I posted two files injsensr.jpg (line drawing) and injwire.jpg (wiring hookup) in incoming. I hope this will answer questions. Tuesday the sensor will comein and will post a picture this week. The ford distribution center has 20 in stock so we can get them easy. Steve Tom Sharpe wrote: > Steve Gorkowski wrote: > > > > >If you guys have this information sorry. 1999 stang injector sensor > > > >price $60 hooks to fuel rail 3 pin connector and has a vacuum line to it > > > >. I think this is the same thing as the fuel pressure sensor you guys > > > > > > > > What sort of fitting does it have to attach to the fuel rail? Does it > > > look adaptable to something generic? > > The fuel line (manifold?) has a T added with a short tube to a flange w/ two > holes. The sensor is bolted to it. The vacuum line is that hard, small plastic > with a rubber end. The connector is three pins in a crescent, probably the > hardest piece to get..IMHO > > Tom S ------------------------------ From: Maxt@xxx.com Date: Sat, 20 Feb 1999 14:05:16 -0700 Subject: 440 cams and efi I read the posts on the 440 efi, and the cam questions, Hughes engines makes chrysler specific cams for the 440 which take advantage of the 440's larger lifter area. The larger lifter allows you to install a cam with larger lift, less duration and overlap, retaining vacuum and idle quality . Most cams are chevy grinds altered for other engines, and are not particularly suited to chryslers and will make the engine underachieve. This is why most Mopar racers don't publish their cam specs, they have done considerable amount of research to come up with their own "dodge" cam, and it usualy helps put the engine a notch over the competition. A dual pattern cam is probably the best bet since 440 heads are so restrictive around 450 hp, the exhaust needs a little help to fully evacuate the cylinder, the intake side can have lots of lift to help with the small ports. The mopar performance porting kit for the heads is the best 20 bucks you'll ever spend, it concentrates on the bowl area of the port and around the valve seat, just don't touch the short side radius, the 440 head needs all it can get, on a good engine the porting is worth about 50-75 hp. a question of my own now and that is whether or not to try installing 454 tbi system on 440, would the computer handle the 14 ci difference? how about gettting a 7.4 vortec system and grafting it onto the 440?? Is it possible to control 2 throttle bodies with one GM ecm?? 2 throttle bodies on a low riser tunnel ram would be pretty trick ------------------------------ From: Chris Morriss Date: Sun, 21 Feb 1999 16:31:30 +0000 Subject: Re: 4 cyl engine advice needed (4A-GE) In message <36CCEE66.AF0DF728@xxx." writes > >Remember, there were many potential engines for the picking when the >Atlantic series was looking for a new engine and they went with the >4A-GE, however mostly I think was because the blocks could make the >needed HP in close to stock form. The Iron block is good and bad. It >lets you get that 240 stock, but the 4A-GE weighs in at 340 lbs. As for >the Hondas, I hear they are good too, and are a tad lighter but might >not be able to handle too many mods in stock form. It all depends how >much you want to mod the engine after you get it, or if you want to have >a hot engine stock out of the box. I for one would not want a heavy >ford or buick engine in a small kit car if I were to buy one. > Don't the Honda engines rotate backwards? I allways see this stated in articles about engine swaps. I know the old Honda Civic engine used to rotate anti-clockwise but I'm not sure about others. - -- Chris Morriss ------------------------------ From: bob@xxx.com (Robert Harris) Date: Sun, 21 Feb 1999 17:40:12 GMT Subject: Venturi Fuel Injection We now interrupt your regularly scheduled tirades to bring you news of something very new and yet very old. BG systems has taken the carb to a new high by essentially replacing the float bowl with a low pressure injection system. Fuel at up to 18 PSI is squirted thru the jets and into the venturi's. The result is all the excellent fuel atomization that a proper venturi system gives combined with the precision of electronic fuel injection. Blurb in March, Popular Hot Rodding - more to follow. This concept is simple enough to DIY and not spend a fortune on - and use junk yard carbs to boot. Just thought I might spike some interest now that I can read the unread 1000's of messages courtesy of the flu. 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: Jim Davies Date: Sun, 21 Feb 1999 10:25:37 -0800 (PST) Subject: Re: 440 cams and efi On Sat, 20 Feb 1999 Maxt@xxx.com wrote: > I read the posts on the 440 efi, and the cam questions, Hughes engines > makes chrysler specific cams for the 440 which take advantage of the > 440's larger lifter area. The larger lifter allows you to install a cam > with larger lift, less duration and overlap, retaining vacuum and idle > quality . Most cams are chevy grinds altered for other engines, and are > not particularly suited to chryslers and will make the engine > underachieve. The reverse does not seem to be the same, though. The old mopar 284 degree, AKA, purple shaft, hemi grind, etc etc profile works well in SBCs, based on a hundred or so examples. ------------------------------ From: Jim Davies Date: Sun, 21 Feb 1999 10:38:15 -0800 (PST) Subject: Re: Venturi Fuel Injection On Sun, 21 Feb 1999, Robert Harris wrote: > We now interrupt your regularly scheduled tirades to bring you news of > something very new and yet very old. BG systems has taken the carb to a new > high by essentially replacing the float bowl with a low pressure injection > system. Fuel at up to 18 PSI is squirted thru the jets and into the > venturi's. > > The result is all the excellent fuel atomization that a proper venturi system > gives combined with the precision of electronic fuel injection. Blurb in > March, Popular Hot Rodding - more to follow. > Back to the future again. The Injection Carb is re-invented. Check Bendix service literature from the 1040s and 1950s on how it works. I always thought that Rochester TBI was just an electronic update of Injection Carbs. One advantage of ICs is that you can pull negative Gs without flooding the engine. Just the thing when you want to follow a Me109 into a power-dive. Seriously, injection-carburators solved some real problems with high perf piston engines in aircraft and duplicated most FI advantages at a fraction of the cost. ------------------------------ From: bob@xxx.com (Robert Harris) Date: Sun, 21 Feb 1999 18:50:36 GMT Subject: Plasma Jet Ignition Re-reading my Heywood and have become re-in-love with the concept of plasma jet ignition. Essentially, a normal CD ignition fires the plug in a cavity connected to the main chamber by an orifice. Once the arc is established, a second low voltage high current capacitive discharge is routed into the arc. This high power discharge creates a high temperature plasma so rapidly that the pressure in the cavity increases substantially, causing a supersonic jet of plasma to erupt into the main chamber. It enters as hemispherical blast wave followed by a turbulent jet of plasma. The flame starts out as a turbulent flame in contrast with a laminar flame ( conventional ignition ) The benefits are faster flame development - therefore less advance needed, lean stable limit extended, lean misfire virtually eliminated, The size of the blast wave and turbulent jet depend on the cavity size, orifice area, energy deposited and whether or not hydrocarbons are present in the cavity. It seems that as a result of the plasma ( both conventional and plasma jet ) breakdown, free hydrogen radicals penetrate up to 5 times further into the combustible mixture and at much higher temperatures than the other plasma products. This is excellent for igniting high compression, supercharged or fuel engines. What I am thinking is using a non fouler spark plug extension and a conventional non MSD CD ignition. Then using a diode stack, connect a second low voltage high current source to the plug. Thus when the first timed arc occurs, and the voltage drops, the second, untimed energy source can unload into the arc establishing the plasma explosion. Any current thoughts ( Heywood is about 10 years old ) and others may have written more recently? Anyone actually build such an animal or have experience with it? Thanks in advance. 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: Bill Edgeworth Date: Sun, 21 Feb 1999 12:05:00 -0800 Subject: Re: 440 cams and efi Maxt@xxx.com wrote: > Hughes engines makes chrysler specific cams for the 440 which take > advantage of the 440's larger lifter area. The larger lifter allows you to > install a cam > with larger lift, less duration and overlap, retaining vacuum and idle > quality . My understanding of this is that the Mopar large diameter lifters (.904") allow for a faster rate of opening. Therefore the valve can obtain maximum lift sooner and for longer than with a small diameter lifter. If you take a look at a cam timing diagram for a Mopar you can achieve a larger area under the curve at 050 lift as opposed to some other engines. It is because of this that you can achieve the same net airflow with a cam of lower duration and overlap as opposed to a cam using a lobe profile developed for a smaller diameter lifter using more duration. In my opinion the Mopar 906 and 452 heads don't really need tons of lift to achieve maximum flow, unless they have lots of work done to them and have big valves. The Hughes cams are an excellent choice for Mopars, depending on the performance level of the engine Comp Cams manufactures a roller cam with .550 lift that idles like a Hemi grind. Bill Edgeworth ------------------------------ From: Chris Conlon Date: Sun, 21 Feb 1999 15:00:47 -0500 Subject: Re: Plasma Jet Ignition At 06:50 PM 2/21/99 GMT, Robert Harris wrote: >Re-reading my Heywood and have become re-in-love with the concept of plasma >jet ignition. Essentially, a normal CD ignition fires the plug in a cavity >connected to the main chamber by an orifice. Once the arc is established, a >second low voltage high current capacitive discharge is routed into the arc. Hmm. Electrically, this is exactly the kind of ignition I'm trying to build. Or rather, trying to get a buddy of mine who's already doing a DIY coil-per-plug system, to try and build for me. My plate's too damn full already. I figured, why should you have to choose between a short, hot spark and a longer, less hot one? But I have not read the book you mention, guess I'd better try and get a copy. It's a lot like building a power supply for a flash lamp, which detail it took me embarassingly long to realize. Do you have info or speculations on the benefits of just the electrical aspect of this idea, vs. just the mechanical aspects. (the cavity and orifice) In other words, does either part of the system get you any gain over a normal setup? I'm just wondering about the mechanisms involved. Chris C. ------------------------------ From: Chad Clendening Date: Sun, 21 Feb 1999 14:13:46 -0600 Subject: Re: Ford Schematics I just helped someone drop a 93 5.0 cobra engine into a 86 Ranger. He got complete body wiring schematics from a FORD dealer for under $20 each if memory serves me correctly. They were well worth the money. They were on full size C or D paper, not the D size shrunk to A then printed in the back of a car manual. These had the pin numbers of the computer connection, the wire color, and the circuit number. A few pages in the beginning had the description for each number. Chad Pedro Haynes wrote: > I would try the Library but I live in a place where I would never find a > book like that in a library. I was hoping to find a web site where I could > find the wiring diagrams. I think a Manual should have the > schematics......Any one out there with a car powered by RS 2000 engine, and > have a manual for it?? > > Pedro > > >Have you tried a public library?. > >They might surprise you with how much car data they have. > >Usually they have some reference material, that is very good > >Bruce > > > > > >>Greetings! > >> > >>I have a Ford RS 2000 16V engine I want to place in Ford escort MK1 body. > >>Does any one know where I can get wiring diagrams for the RS2000 computer, > >>These Schematics should include eithere the number of the wire on the > >>connector of the colour of the wires. > >> > >>Thank you > >> > >>Pedro. > >> > > > > > > ------------------------------ From: Carsonwv@xxx.com Date: Sun, 21 Feb 1999 15:37:46 EST Subject: ALDL question someone asked me. Sorry it has taken so long to get back. My computer has been down for almost two weeks. I can't seem to find who asked me the question but this is the address where I found the GCAR2.EXE program and the schematic: http://www.mindspring.com/~amattei/aldl.htm Hope that helps. Bill ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Sun, 21 Feb 1999 13:41:05 -0700 Subject: Re: 440 cams and efi >On Sat, 20 Feb 1999 Maxt@xxx.com wrote: > >> I read the posts on the 440 efi, and the cam questions, Hughes engines >> makes chrysler specific cams for the 440 which take advantage of the >> 440's larger lifter area. The larger lifter allows you to install a cam >> with larger lift, less duration and overlap, retaining vacuum and idle >> quality . Most cams are chevy grinds altered for other engines, and are >> not particularly suited to chryslers and will make the engine >> underachieve. > >The reverse does not seem to be the same, though. The old mopar 284 >degree, AKA, purple shaft, hemi grind, etc etc profile works well in SBCs, >based on a hundred or so examples. Maybe, but that would not be true if this cam had had sharp enough lift/duration numbers to get the corners of the Chubby lifters onto the flanks of the lobes!! Larger diameter flat tappets DO allow quicker acceleration rates--that's why mushroom lifters are advantageous. This is also true of a larger diameter base circle--as evidenced by the fact that Cummins went to the so-called "Big Cam" design in its later 855's.--bigger cam bearings will let bigger lobes through. Regards, Greg ------------------------------ From: Carsonwv@xxx.com Date: Sun, 21 Feb 1999 15:45:16 EST Subject: ECM wiring harness help Well, I bought a 97 4.3L Vortech to put into a CJ-7 or an older S-10. I am having difficulty locating a wiring harness for it though. Getting a computer for it is easy enough. Junk yard wants $80 - $100 for one. The junk yards I have called want $200 - $300 for the wiring harness though. Would anyone know where I could find an inexpensive wiring harness? Better yet anyone know where I can get all of the connectors to make my own? Another question I have is do I really need a MAF sensor when it already has a MAP sensor? Unfortunately it did not come with this sensor and I am too cheap to buy one. I have worked on a lot of cars with one or the other, but not both. I noticed that the newer cars are using both. I assume for emmisions...??? Thanks. Bill Carson ------------------------------ From: Stuart Bunning Date: Mon, 22 Feb 1999 08:06:27 +1000 (EST) Subject: RE: STREET DYNO FREE I hope everyone has got it ok by now.. I just got back to work after the weekend (no email at home) I see I was not the only one excited when i saw the web page for STREET dyno free. You sometimes get that timeout problems when 100 people try to download the same file at once. It's good to see people actually read my posts... I suppose the words FREE help... At 01:45 PM 19/2/99 -0500, you wrote: >Stuart, anyone, >Has anyone been able to download this? I've tried multiple times but it >just times out. Could someone attach the file to me? >Thanks. >rick Stuart Australia 1 * 1988 VN Commodore Buick 3.8l V6 (Aussie GM Vehicle 808) 1 * 1976 Chrysler Charger 4.3l Hemi 6 with DELCO P4 808 1 * Bench ECU for testing and playing 808 Email: stuart@xxx.au - ------------------------------------------------------------ ------------------------------ From: Stuart Bunning Date: Mon, 22 Feb 1999 08:25:39 +1000 (EST) Subject: Re: Ross Meyers At 03:51 PM 21/2/99 +1100, you wrote: > >-----Original Message----- >From: Geoff Richards >To: Diy_Efi >Date: Saturday, 20 February 1999 21:53 >Subject: Ross Meyers > >I would love to see a copy too! >TIA >Matt > Me Too.. Stuart Australia 1 * 1988 VN Commodore Buick 3.8l V6 (Aussie GM Vehicle 808) 1 * 1976 Chrysler Charger 4.3l Hemi 6 with DELCO P4 808 1 * Bench ECU for testing and playing 808 Email: stuart@xxx.au - ------------------------------------------------------------ ------------------------------ From: Bill Edgeworth Date: Sun, 21 Feb 1999 14:37:10 -0800 Subject: Re: 440 cams and efi Greg Hermann wrote: > > > Maybe, but that would not be true if this cam had had sharp enough > lift/duration numbers to get the corners of the Chubby lifters onto the > flanks of the lobes!! Larger diameter flat tappets DO allow quicker > acceleration rates--that's why mushroom lifters are advantageous. > > This is also true of a larger diameter base circle--as evidenced by the > fact that Cummins went to the so-called "Big Cam" design in its later > 855's.--bigger cam bearings will let bigger lobes through. > > Regards, Greg I absolutly agree, another intersting fact is Roller lifters for Mopars recently became avalable with rollers larger than used in the past ( the same rollers were being used by the manufacturers for Cebbys and Mopars ) I assume these were developed for extreamly radical roller cams such as those found in pro stock engines to allow an even faster rate of lift. Regards, Bill Edgeworth ------------------------------ From: Wayne Macdonald Date: Mon, 22 Feb 1999 12:17:46 +1100 Subject: RE: Delco 808 ecu info needed - ------ =_NextPart_000_01BE5E5F.500AC620 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit You say that this is a standard NatSemi part ?, Do you have the NatSemi part number ?. TIA. Wayne. >O2 sensor amplifier. This is a standard NatSemi part. > U5 44188 ???? - ------ =_NextPart_000_01BE5E5F.500AC620 Content-Type: application/ms-tnef Content-Transfer-Encoding: base64 eJ8+Ii8BAQaQCAAEAAAAAAABAAEAAQeQBgAIAAAA5AQAAAAAAADoAAEIgAcAGAAAAElQTS5NaWNy b3NvZnQgTWFpbC5Ob3RlADEIAQ2ABAACAAAAAgACAAEEkAYAYAEAAAEAAAAMAAAAAwAAMAIAAAAL AA8OAAAAAAIB/w8BAAAAYQAAAAAAAACBKx+kvqMQGZ1uAN0BD1QCAAAAAGRpeV9lZmlAZWZpMzMy LmVuZy5vaGlvLXN0YXRlLmVkdQBTTVRQAGRpeV9lZmlAZWZpMzMyLmVuZy5vaGlvLXN0YXRlLmVk dQAAAAAeAAIwAQAAAAUAAABTTVRQAAAAAB4AAzABAAAAIgAAAGRpeV9lZmlAZWZpMzMyLmVuZy5v aGlvLXN0YXRlLmVkdQAAAAMAFQwBAAAAAwD+DwYAAAAeAAEwAQAAACQAAAAnZGl5X2VmaUBlZmkz MzIuZW5nLm9oaW8tc3RhdGUuZWR1JwACAQswAQAAACcAAABTTVRQOkRJWV9FRklARUZJMzMyLkVO Ry5PSElPLVNUQVRFLkVEVQAAAwAAOQAAAAALAEA6AQAAAAIB9g8BAAAABAAAAAAAAAKcSAEEgAEA HgAAAFJFOiBEZWxjbyA4MDggZWN1IGluZm8gbmVlZGVkAEYJAQWAAwAOAAAAzwcCABYADAARAC4A AQA6AQEggAMADgAAAM8HAgAWAAwADgAnAAEAMAEBCYABACEAAABERjBDNjlGNTgxQzdEMjExODBB NzAwMTA0QjY0RDU4NQAJBwEDkAYAxAIAABQAAAALACMAAAAAAAMAJgAAAAAACwApAAAAAAADAC4A AAAAAAMANgAAAAAAQAA5ACCIwCcBXr4BHgBwAAEAAAAeAAAAUkU6IERlbGNvIDgwOCBlY3UgaW5m byBuZWVkZWQAAAACAXEAAQAAABYAAAABvl4BJ731aQzgx4ER0oCnABBLZNWFAAAeAB4MAQAAAAUA AABTTVRQAAAAAB4AHwwBAAAAFgAAAHdtY2RvbmFsQGh1dGNoLmNvbS5hdQAAAAMABhDkVpH7AwAH EIIAAAAeAAgQAQAAAGUAAABZT1VTQVlUSEFUVEhJU0lTQVNUQU5EQVJETkFUU0VNSVBBUlQ/LERP WU9VSEFWRVRIRU5BVFNFTUlQQVJUTlVNQkVSP1RJQVdBWU5FTzJTRU5TT1JBTVBMSUZJRVJUSElT SVNBAAAAAAIBCRABAAAALgEAACoBAAAyAgAATFpGdaEw5sX/AAoBDwIVAqQD5AXrAoMAUBMDVAIA Y2gKwHNldO4yBgAGwwKDMgPGBxMCgxIzEw9mNA96aGVs0QMgRGxnAoB9CoAIz8UJ2TsXnzI1NQKA CoGDDbELYG5nMTAzFCCXCwoS8gwBYwBAIFkIYMAgc2F5IHQRwAVAax0ABAAgHXFhHLABkG4eZAsR B7AdIAZgbWkgEwqxBUA/LBZgbyB5cxyREcB2ZRzxICAei25udQbQBJAfQC4KhQqFVCRJQSHWIFcc 0G5lnSHdPgtGFCIB0CBPEiDnEfAAgAWxYW0LUAaQCJG6LiNgVB1vHnsh1j4jYAxVNSNgKek0NDE4 djgp6ynqPyyRCosmkDPWNg3wG2xwA2B0BZAFQAsKhRbBADAQAAADABAQAAAAAAMAERAAAAAAQAAH MJBKErgAXr4BQAAIMJBKErgAXr4BHgA9AAEAAAAFAAAAUkU6IAAAAAADAA00/TcAAAKn - ------ =_NextPart_000_01BE5E5F.500AC620-- ------------------------------ From: "Bruce Plecan" Date: Sun, 21 Feb 1999 22:07:32 -0500 Subject: Re: ECM wiring harness help - -----Original Message----- From: Carsonwv@xxx.com> To: diy_efi@xxx.edu> Date: Sunday, February 21, 1999 4:01 PM Subject: ECM wiring harness help To order a neat catalog, try 1-888-packard, be sure to have your firms name handy, CSH. HQ has been used already Also, to order stuff just call John at (916)685-1055 Bruce >Well, I bought a 97 4.3L Vortech to put into a CJ-7 or an older S-10. I am >having difficulty locating a wiring harness for it though. Getting a computer >for it is easy enough. Junk yard wants $80 - $100 for one. The junk yards I >have called want $200 - $300 for the wiring harness though. Would anyone know >where I could find an inexpensive wiring harness? Better yet anyone know >where I can get all of the connectors to make my own? > >Another question I have is do I really need a MAF sensor when it already has a >MAP sensor? Unfortunately it did not come with this sensor and I am too cheap >to buy one. I have worked on a lot of cars with one or the other, but not >both. I noticed that the newer cars are using both. I assume for >emmisions...??? > >Thanks. >Bill Carson > ------------------------------ From: Barry Tisdale Date: Sun, 21 Feb 1999 20:29:50 -0500 Subject: Re: Plasma Jet Ignition Anybody remember an *old* spark ignition system that used conventional spark plugs & an anti-fouler extension w/ a *small* hole into the combustion chamber? The spark fired constantly, on compression, air/fuel would be squeezed up the tube, enter a small chamber around the spark plug, ignite & then shoot back into the combustion chamber. Apparently self-timing, self load compensating, etc. Wonder what ever happened to that - read about it in an old mag, '60s or so.. Barry ------------------------------ From: Marc Piccioni Date: Sun, 21 Feb 1999 22:12:29 -0700 Subject: RE: Plasma Jet Ignition Just a quick question, if you get the high current flowing how are you planning on terminating it? - ---------- From: Chris Conlon[SMTP:synchris@xxx.net] Sent: February 21, 1999 1:00 PM To: diy_efi@xxx.edu Subject: Re: Plasma Jet Ignition At 06:50 PM 2/21/99 GMT, Robert Harris wrote: >Re-reading my Heywood and have become re-in-love with the concept of plasma >jet ignition. Essentially, a normal CD ignition fires the plug in a cavity >connected to the main chamber by an orifice. Once the arc is established, a >second low voltage high current capacitive discharge is routed into the arc. Hmm. Electrically, this is exactly the kind of ignition I'm trying to build. Or rather, trying to get a buddy of mine who's already doing a DIY coil-per-plug system, to try and build for me. My plate's too damn full already. I figured, why should you have to choose between a short, hot spark and a longer, less hot one? But I have not read the book you mention, guess I'd better try and get a copy. It's a lot like building a power supply for a flash lamp, which detail it took me embarassingly long to realize. Do you have info or speculations on the benefits of just the electrical aspect of this idea, vs. just the mechanical aspects. (the cavity and orifice) In other words, does either part of the system get you any gain over a normal setup? I'm just wondering about the mechanisms involved. Chris C. begin 600 WINMAIL.DAT M>)\^(CD%`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`& !```!````# ````,``# #````"P`/#@`````"`?\/ M`0```&$`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5F:3,S M,BYE;F``,P`0`` M`"(```!D:7E?969I0&5F:3,S,BYE;F5]E9FE 969I,S,R+F5N9RYO M:&EO+7-T871E+F5D=2<``@$+, $````G````4TU44#I$25E?149)0$5&23,S M,BY%3D)S=&5M`H,SMP+D!Q,"@S02S!3% M?0J BPC/"=D[%Y\R-34"@ <*@0VQ"V!N9S$P,R\44 L*%%$+\F,`0"!*`G43 MP"!A('%U:4QC:QSA!Y!T:0(@+)(@!I @>0A@(&<1P `@=&AE(&AI9[AH(&,( M@`C @&G#^;P/P&J >T!_0', 7H!X3?0M1;@,`( $"(!Z0!)!MC0N 81V0 M( %I=#\*A4$*BVQI,3@P`M%I\"TQ-#0-\ S0)(,+65PQ-@J@`V 3T&,%0"U? M)J<*AR5;## F)D8#83K')ZXF)@R"($-H!1 $( 4(4&X7,&Y;4TU48% Z\H751O,"\JFY!D:7E?#1YQ M26<#`!V2(J\CLS,N-B4G&]4F)D$%0# VK#HU,U(R@"\RD"\R\6Y'+$ =T @` M8@20!4!(JPK *X)W)C(Z/VP^/?!:+1>@83>0( %M,G!(L&5Y=V\$ (!>@^BT+@"T7,$?A`_ >H!Z3ZP6@+*!E!3%O'@`+43YA MGT6F.] %0![P/P0N($P@xxx.;@6P`, #($-$2X46F2<$MH/L&1- M`9]%IA&P2<%'8!_!('8&\-\!D!Y@'MQ/L JP8S\11^&_-Y $\!&!5M$KD0-@ M=5#R/PN 430*A50!3!$_;$AM\FU,$$5L)F$M$4S$'J!K*Y%40G@`T'1,X!Z3 M:X\+@$=@2D%-YTDG;1Z0+S)@'_)1, J%8AT`;&2U3!!/!L')=`<]? MQAY3'-!@L&1D,G!*0?4@!='<)X1S!;!$`("SW"H4@, 5 `&HP&:4'E,>(@!P4 9G4;+_2/%Z0DU%$;%YP'%@7W*#(_]' M,$>0!G%DP@;@<9&&J3Y@^G-\!FY6@4?@8/ _;$PAWRME=KT_WR4G%6(R$K F M)@L*A1;!`)CP``,`$! ``````P`1$ $```! ``O@% ``@P@(/( ;RR%>O@xxx.$Q ` end ------------------------------ From: "Scott Feaver" Date: Mon, 22 Feb 1999 01:04:20 -0500 Subject: Diacom Anyone know how many frames per second in Diacom? I have some log files that I want to put a time to.. Thanks. ------------------------------ From: goflo@xxx.net Date: Sun, 21 Feb 1999 21:20:00 -0800 Subject: Re: Plasma Jet Ignition Dunno about self-timing, load-compensating, etc, but anti-foulers were in evidence last time I was in Pep Boys... Jack Barry Tisdale wrote: > Anybody remember an *old* spark ignition system that used conventional spark plugs & an anti-fouler extension w/ a *small* hole into the combustion chamber? The spark fired constantly, on compression, air/fuel would be squeezed up the tube, enter a small chamber around the spark plug, ignite & then shoot back into the combustion chamber. Apparently self-timing, self load compensating, etc. > > Wonder what ever happened to that - read about it in an old mag, '60s or so.. ------------------------------ From: "Peter Fenske" Date: Sun, 21 Feb 1999 22:22:09 -0800 Subject: Re: ECM wiring harness help Hi Bill I put a 97 4.3 vortech into a 91 S10 using a 730 ecm and J car harness Use a map and you don't need the MAF.. Email me off list fer details :peter ------------------------------ From: James Weiler Date: Sun, 21 Feb 1999 22:55:10 -0800 (PST) Subject: Re: ECM wiring harness help Most EEC-IV's have both sensors (I realize your's is probably an EEC-V). The MAF is the most important sensor there is for this system (next to the O2 sensor that is). The MAP is used only during cranking and at WOT. It's used to correct for changes in atm. press. due to weather changes and any changes in altitude you might be experiencing. The GM speed density uses this sensor constantly however and is the most important sensor (once again after the O2 sensor). Hope most of this was accurate to answer all your questions. later, jw On Sun, 21 Feb 1999 Carsonwv@xxx.com wrote: > Well, I bought a 97 4.3L Vortech to put into a CJ-7 or an older S-10. I am > having difficulty locating a wiring harness for it though. Getting a computer > for it is easy enough. Junk yard wants $80 - $100 for one. The junk yards I > have called want $200 - $300 for the wiring harness though. Would anyone know > where I could find an inexpensive wiring harness? Better yet anyone know > where I can get all of the connectors to make my own? > > Another question I have is do I really need a MAF sensor when it already has a > MAP sensor? Unfortunately it did not come with this sensor and I am too cheap > to buy one. I have worked on a lot of cars with one or the other, but not > both. I noticed that the newer cars are using both. I assume for > emmisions...??? > > Thanks. > Bill Carson > ------------------------------ End of DIY_EFI Digest V4 #126 ***************************** 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".