DIY_EFI Digest Thursday, 25 February 1999 Volume 04 : Number 131 In this issue: Re: MAF meters and open-loop. Re: MAF meters and open-loop.ABout New PROM uploaded Re: MAF meters and open-loop. Re: Saginaw fittings OBD II guys Re: Plasma Jet Ignitition Re: Plasma Jet Ignitition Re: DIY_EFI_WWW Re: OBD II guys Re: Plasma Jet Ignitition Burning chips Re: DIY_EFI_WWW Re: TH-400 help SEC: UNCLASSIFIED RE: Plasma Jet Ignitition RE: Delco 808 ecu info needed See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: bailey@xxx.) Date: Wed, 24 Feb 1999 18:09:37 -0500 Subject: Re: MAF meters and open-loop. I had a cheap Tomco O2 sensor do this exact thing in my GN. Your injectors could be static as well, but since there is no detonation it's probably not lean. Good luck, Bob ------------------------------ From: Jason_Leone@xxx.com Date: Wed, 24 Feb 1999 15:11:54 -0800 Subject: Re: MAF meters and open-loop.ABout <> You answered your own question. The Mass Air system is not ideal for forced-induction. In fact, it's pretty damn limiting. The MAF sensor can only put out 5V and that's it. It's really easy to max it out when you blow through more air, and even draw through more air. It just depends on the MAF housing diameter,intake plumbing of the vehicle, turbo characteristics, and the air flow velocity that cooling the MAF platinum wire. In my experience with late model VWs, the Bosch Motronic system MAF sensor gets maxed out at about 8psi worth of boost on a VR6 (and the factory in-tank Bosch pump maxes out at 8psi on a VR6 too!). The Motronic system has a little tolerance to play with, by I don't know about your Hitachi engine management system. You eventually reach the point at which the MAF system has to be replaced, or modified. You've reached that point, welcome to the club. You have a few options here: 1) You can get an aftermarket MAF sensor (from Split Second, etc.) and have a custom chip done (hey, go w/ larger injectors too)....or 2) You can use something like an HKS Vein Pressure Converter (which uses Speed Density, but sends a bogus MAF signal to your factory ECU)...or 3) Get serious about life, and get the real deal Speed Density based system (TEC II, DFI, etc.). 4) Try lowering your boost Concerning the A/F ratio: Have you done the necessary fuel requirement calculations to ensure your fuel supply is capable? Do you know the fuel pressure at the rail, the fuel pump delivery specs(and the Voltage at the pump), injector flow specs (at what test pressure), and the potential hp output at full boost? All these things need to be calculated in order for you to know if you have the fuel available....otherwise...you will run lean up top, and BOOOOOOM! Bye-bye pistons! Jason '93 Corrado SLC w/ Electromotive TEC II ------------------------------ From: "Scott Feaver" Date: Wed, 24 Feb 1999 19:27:21 -0500 Subject: New PROM uploaded I have uploaded the file ARUT9058.bin to the incoming directory. It is off of a 730 ecm in a 91 Pontiac Sunbird. 3.1V6 engine, 3-speed auto, 2.53 axle ratio. Has A/C and power everything. Scott ------------------------------ From: "soren" Date: Wed, 24 Feb 1999 16:47:17 -0800 Subject: Re: MAF meters and open-loop. >> Have you saturated the meter? >> > >Haven't been monitoring the output of the meter, but now that >you mention it, that very well could be it. Are you using the meter from your 2.6 NA or the one from the 4ZC1-T that the turbo and stuff came off of (I am guessing here but pretty sure that's the only turbo stuff that will fit easily on your 2.6)? The mass air meter from the 2.0L 4CZ1-T saturates around 10 psi of boost (on a 2 liter engine in an Impulse). >> Timing very retarded, due to WOT switch or knock sensor? >No knock sensor so it can't be that. Timing isn't retarded at all >and I'm pretty sure that the WOT doesn't cause it to do so. I will >need to check the manual on that one to make sure. The 4CZ1-T has a knock sensor on the block but it is used only for boost control, no timing effects as far as I know. If you didn't use the TCS solenoid and controller off the donor Impulse (still basing my reply on the guess about the donor vehicle) the knock sensor shouldn't be an issue. The WOT switch does not retard spark in this application. I just set up an additional injector to trigger under boost (right at the pressure where it used to go lean) and WOT on my Impulse, it should allow more boost without screwing with the MAF signal. Soren 89 Isuzu Impulse Turbo ------------------------------ From: Kevin Crain Date: Wed, 24 Feb 1999 20:22:47 -0500 Subject: Re: Saginaw fittings Accel markets these as TPI conversion sets, I saw them in current Jeg's catalog but don't have one handy to quote part #s. www.jegs.com - -Kevin At 09:02 PM 2/23/99 +0000, you wrote: >Does anyone know of a source of "Saginaw to hose barb" or "Saginaw to AN" >fittings at less than $10 each ?? My local NAPA has good high pressure >fuel filters at under $10 but most of them have female Saginaw inlet/outlet >but no source for fittings. > >Any suggestions for low cost, high pressure, fuel filters with either hose >barbs or 45 degree SAE inlet/outlet fittings?? > >Thanks, >Bud > ------------------------------ From: "Bruce Plecan" Date: Wed, 24 Feb 1999 20:58:29 -0500 Subject: OBD II guys Has anyone noticed an event recorder in working with the code?,, Something like maybe x miles since x rpm?. Maybe just some code that is really off the wall?. If so I'd like to talk with ya off list. Bruce nacelp@xxx.net ------------------------------ From: senator@xxx.edu (Bill Bradley) Date: Wed, 24 Feb 1999 18:11:02 -0800 (PST) Subject: Re: Plasma Jet Ignitition > Just a thought.... why not add a small HV capacitor in parallel with a non > resistor plug (using a low inductance path) and switch the ignition wires > to solid conductor types. When the normal ignition system fires the HV cap > would charge 'slowly' to the breakdown voltage of the gap and dump its > charge really quickly. The speed at which we could dump the charge through > the plug would not be limited by the inductance of the spark plug wires > or the leakage inductance of the ignition coils. They're called Nology wires. All they did was put the capacitor right at the plug with a grounding strip. I've read mixed reviews, but never seen any dyno numbers to back up any performance claims. Bill ------------------------------ From: Raymond C Drouillard Date: Tue, 23 Feb 1999 21:20:11 -0500 Subject: Re: Plasma Jet Ignitition You can buy a system that does just that. I don't remember where or how much, and haven't talked to anyone who has tried it. On Wed, 24 Feb 1999 12:23:31 -0500 Wen Yen Chan writes: >Hello, > >Just a thought.... why not add a small HV capacitor in parallel with a non >resistor plug (using a low inductance path) and switch the ignition wires >to solid conductor types. When the normal ignition system fires the HV cap >would charge 'slowly' to the breakdown voltage of the gap and dump its >charge really quickly. The speed at which we could dump the charge through >the plug would not be limited by the inductance of the spark plug wires >or the leakage inductance of the ignition coils. > >Wen > >On Wed, 24 Feb 1999, Robert Harris wrote: > >> Why? - All spark ignition starts with a plasma phase. During this >breakdown >> phase the "blast wave" created will exceed 10 to the 4th meters >velocity at >> several hundred atmospheres pressure. This injects a cloud of >hyper >> temperature ~60,000k free radicals into the combustible mixture. As >the >> electrodes heat up and the conductance falls, the spark transitions >into an >> arc, where the expanding velocity drops to below local sonic and the >> temperature falls to ~6000 k. The energy transfer heat is >primarily >> conduction to the combustible mixture. >> >> Increasing the size of the Plasma phase of ANY spark ignition >results in >> greater quantity and penetration of free radicals into the >combustible >> mixture. The larger the cloud of free radicals expelled during the >Plasma >> breakdown, the faster and surer the ignition. Translation - less >advance >> needed, faster flame front generation. More power, more tolerance >to the >> cyclic F/A variations - particularly those seen by the sparking >device. >> >> There are literally hundreds of patents which I am patiently wading >thru, but >> there has been a lot of thought on this. >> >> In a conventional ignition system, most of the energy is disapated >in the arc >> and glow stage, yet the Plasma stage determines most of the ignition >> characteristics. ANY design that pumps more energy into the plasma >portion >> will increase the size of the cloud and result in better >performance. And >> while the lab researchers try to reach 1 joule to virtually flood >the main >> chamber and cause near instantaneous combustion ***** NOT DETONATION >**** , I >> would be quite content to pump as much as practical into the plasma >stage and >> suffer with only greatly extended mixture range, elimination of >misfire and >> near TDC timing. >> >> How much is helpful? Depending on the ignition design, only up to >about 2 % >> of the total sparking energy is consumed in the Plasma phase. >Simply using >> another CD box triggered and rigged by a diode stack to fire into >the first >> and modified to quickly dump its energy could potentially increase >the plasma >> energy 50 fold if it could dump fast enough. >> >> >From the reading of the patents and others, simply shielding the >spark in a >> pre chamber reduces the energy needed to fire an order of magnitude >( why >> anti-fouler improve ignition ) Combining any small pre chamber >with a pumped >> up plasma ignition should result in nice increase's in power and >mixture >> range. Also, the patents mention controls on when to plasma pump >and when not >> to - just to reduce the electrical loss's to the system. And yes, >there is >> also discussion of reducing the resultant emi. >> >> >> >> >> 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 >> > > ___________________________________________________________________ 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: "Mike Pilkenton" Date: Wed, 24 Feb 1999 18:22:50 -0800 Subject: Re: DIY_EFI_WWW what's the link to this article please? Mike P. - -----Original Message----- From: steve ravet To: DAVE Date: Wednesday, February 24, 1999 10:41 AM Subject: Re: DIY_EFI_WWW >Lots of people have been asking about this. The article is back online, >thanks to Mr. Packrat Terry Sare. > >--steve > >DAVE wrote: >> >> Would you happen to have a copy of the DIS project from Performance >> Engineering Magazine that you could send me? It seems that the link on >> the DIY- EFI site is dead. >> >> Thanks in advance, Dave C. > >-- >Steve Ravet >steve.ravet@xxx.com >Advanced Risc Machines, Inc. >www.arm.com > ------------------------------ From: ECMnut@xxx.com Date: Wed, 24 Feb 1999 21:15:18 EST Subject: Re: OBD II guys Bruce if someone writes you off-list, be sure to write me, then I'll try Dave, and Dave will write Peter, and ..oh, just keep it on list okay? 8~) Good topic > Has anyone noticed an event recorder in working with the code?,, > Something like maybe x miles since x rpm?. > Maybe just some code that is really off the wall?. > If so I'd like to talk with ya off list. > Bruce nacelp@xxx.net ------------------------------ From: "Bruce Plecan" Date: Wed, 24 Feb 1999 21:40:05 -0500 Subject: Re: Plasma Jet Ignitition - -----Original Message----- From: Bill Bradley To: diy_efi@xxx.edu> Date: Wednesday, February 24, 1999 9:25 PM Subject: Re: Plasma Jet Ignitition Circle Track did an article several years ago, and did not mention brands, but one set was very expensive, and required grounding, no HP gain, and there may have been a slight lose. Bruce >> Just a thought.... why not add a small HV capacitor in parallel with a non >> resistor plug (using a low inductance path) and switch the ignition wires >> to solid conductor types. When the normal ignition system fires the HV cap >> would charge 'slowly' to the breakdown voltage of the gap and dump its >> charge really quickly. The speed at which we could dump the charge through >> the plug would not be limited by the inductance of the spark plug wires >> or the leakage inductance of the ignition coils. > > They're called Nology wires. All they did was put the capacitor >right at the plug with a grounding strip. I've read mixed reviews, but never >seen any dyno numbers to back up any performance claims. > > Bill > ------------------------------ From: Tony Garcia Date: Sun, 14 Feb 1999 08:04:53 -0500 Subject: Burning chips Hi everyone I am new to the list so be gental with me.I have a buick gn and I`m interested in trying to burn chips for myself.How do I get started like software,chipburner etc.Any info would be helpful. Thank you Tony Garcia ------------------------------ From: "Praveen Prabhu" Date: Wed, 24 Feb 1999 19:53:42 PST Subject: Re: DIY_EFI_WWW Visit http://www.geocities.com/MotorCity/Track/8381/ There is link to contents of article in 'zip' format. Praveen >From: "Mike Pilkenton" >To: >Subject: Re: DIY_EFI_WWW >Date: Wed, 24 Feb 1999 18:22:50 -0800 >Reply-To: diy_efi@xxx.edu > >what's the link to this article please? > >Mike P. >-----Original Message----- >From: steve ravet >To: DAVE ; diy_efi >Date: Wednesday, February 24, 1999 10:41 AM >Subject: Re: DIY_EFI_WWW > > >>Lots of people have been asking about this. The article is back online, >>thanks to Mr. Packrat Terry Sare. >> >>--steve >> >>DAVE wrote: >>> >>> Would you happen to have a copy of the DIS project from Performance >>> Engineering Magazine that you could send me? It seems that the link on >>> the DIY- EFI site is dead. >>> >>> Thanks in advance, Dave C. >> >>-- >>Steve Ravet >>steve.ravet@xxx.com >>Advanced Risc Machines, Inc. >>www.arm.com >> > ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ From: "Jennifer and Brock Fraser" Date: Wed, 24 Feb 1999 22:30:33 -0600 Subject: Re: TH-400 help Thank you all for the advice. Some more comments.... >>1. The trans has a wire labeled "kickdown switch". What does this do, and >>do you ground it or supply +12 to activate it? (I assume +12v, since there >>are no other wires and grounding could be through the case) > >This wire is connected to a solenoid valve. It drops the trans from third to >second gear when the throttle is over ~85%. Possibly to first as well, but I'm >not sure. Just add 12V to operate, the solenoid grounds through the case. Very good. I imagined this was the case due to the name "kickdown switch". It's a wierd concept, though... why didn't they totally base the shift (incl. downshifts) schedule on MAP(modulator) and speed(weights and springs)? I mean, what's really gained by making TPS an input. You can tell I live in a electronics realm....hehe This trans is "ancient, but sturdy". >>2. Does anyone see any problems with deleting the speedo sensor, since the >>speedometer on my car takes its reading from the differential, and I'll be >>using a manual transmission calibration with the PCM... (96 LT1) I think >>the only thing that a manual cal uses the speedo for is idle speed, and I >>can do without that. Error codes aren't a concern... > >Speedo Sensor? Are you refering to the speedo cable port/ gear on the side of >the trans? If so, not a problem. Just use a freeze plug or a block off plate >from a 4 wd truck. Thanks for the block-off options, but what I was really referring to was the impact of eliminating the VSS input to the PCM when using a manual-shift calibration... > >>3. There's a modulator on the side of the case. What does a modulator do >>when it sees boost pressure? Should I use a check valve to block boost from >>going to it? >> >A 400 uses the modulator to generate throttle pressure and vary line pressure. >With limits, high line pressure at boost would be good. Higher throttle >presure _may_ make the trans shift too late under boost. Not sure if a check >valve would help. I guess my question should have been phrased a little more specifically. Will the modulator and/or vacuum-intended internals burst if it sees boost, or will successfully firmer shifts be the result of the additional applied pressure? > >>4. How do you adjust the wide open throttle shift points? I realize that >>the trans must be disassembled. > >WOT shift points 1-2 and 2-3 can be moved upwards and downwards by changing >govenor weights and springs. Just take the four bolt cover off the side of the >trans to remove the gov. You may need to have the trans on a slight down >grade to prevent fluid loss. B & M sells the spring and weight kit. > >To change the spaceing between the 1-2 and the 2-3 shift, the valve body must >be removed and the 1-2 or the 2-3 shift valve springs changed. For the shift >kits I've seen, none alter the spaceing between the 1-2 and the 2-3 shift. >All concentrate on quick shifts and highter line pressure. Great info. Thanks. - -Brock ------------------------------ From: "Jensen, Adam" Date: Thu, 25 Feb 1999 13:54:20 +1100 Subject: SEC: UNCLASSIFIED RE: Plasma Jet Ignitition Here in AUS they sell a device called Direct Hits, which is basically a capacitor that attaches in between the spark plug and the spark plug wires. They have been tested by a few magazines with varied results. Slightly improved performance from turboed motors and ones with modded efi systems that can take advantage of the better burn. They cost about $25 AUS each here, but I don't have anymore info at hand. If anybody wants more info you can email me and I will try to find out some contact details. Adam Jensson > -----Original Message----- > From: bearbvd@xxx.net] > Sent: Thursday, 25 February 1999 6:27 > To: diy_efi@xxx.edu > Subject: Re: Plasma Jet Ignitition > > >Hello, > > > >Just a thought.... why not add a small HV capacitor in parallel with a > non > >resistor plug (using a low inductance path) and switch the ignition > wires > >to solid conductor types. When the normal ignition system fires the HV > cap > >would charge 'slowly' to the breakdown voltage of the gap and dump its > >charge really quickly. The speed at which we could dump the charge > through > >the plug would not be limited by the inductance of the spark plug wires > >or the leakage inductance of the ignition coils. > > > >Wen > > I think I saw a web site a few months ago where somebody is selling plug > mount capacitors-- > > Greg > > > >On Wed, 24 Feb 1999, Robert Harris wrote: > > > >> Why? - All spark ignition starts with a plasma phase. During this > breakdown > >> phase the "blast wave" created will exceed 10 to the 4th meters > velocity at > >> several hundred atmospheres pressure. This injects a cloud of hyper > >> temperature ~60,000k free radicals into the combustible mixture. As > the > >> electrodes heat up and the conductance falls, the spark transitions > into an > >> arc, where the expanding velocity drops to below local sonic and the > >> temperature falls to ~6000 k. The energy transfer heat is primarily > >> conduction to the combustible mixture. > >> > >> Increasing the size of the Plasma phase of ANY spark ignition results > in > >> greater quantity and penetration of free radicals into the combustible > >> mixture. The larger the cloud of free radicals expelled during the > Plasma > >> breakdown, the faster and surer the ignition. Translation - less > advance > >> needed, faster flame front generation. More power, more tolerance to > the > >> cyclic F/A variations - particularly those seen by the sparking device. > >> > >> There are literally hundreds of patents which I am patiently wading > thru, but > >> there has been a lot of thought on this. > >> > >> In a conventional ignition system, most of the energy is disapated in > the arc > >> and glow stage, yet the Plasma stage determines most of the ignition > >> characteristics. ANY design that pumps more energy into the plasma > portion > >> will increase the size of the cloud and result in better performance. > And > >> while the lab researchers try to reach 1 joule to virtually flood the > main > >> chamber and cause near instantaneous combustion ***** NOT DETONATION > **** , I > >> would be quite content to pump as much as practical into the plasma > stage and > >> suffer with only greatly extended mixture range, elimination of misfire > and > >> near TDC timing. > >> > >> How much is helpful? Depending on the ignition design, only up to > about 2 % > >> of the total sparking energy is consumed in the Plasma phase. Simply > using > >> another CD box triggered and rigged by a diode stack to fire into the > first > >> and modified to quickly dump its energy could potentially increase the > plasma > >> energy 50 fold if it could dump fast enough. > >> > >> >From the reading of the patents and others, simply shielding the spark > in a > >> pre chamber reduces the energy needed to fire an order of magnitude ( > why > >> anti-fouler improve ignition ) Combining any small pre chamber with a > >>pumped > >> up plasma ignition should result in nice increase's in power and > mixture > >> range. Also, the patents mention controls on when to plasma pump and > >>when not > >> to - just to reduce the electrical loss's to the system. And yes, > there is > >> also discussion of reducing the resultant emi. > >> > >> > >> > >> > >> 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: Wayne Macdonald Date: Thu, 25 Feb 1999 19:30:51 +1100 Subject: RE: Delco 808 ecu info needed - ------ =_NextPart_000_01BE60F5.63877BB0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I searched for LM9044 at Newark's web site but no luck, Has anyone bought this part and if so from where ?. TIA Wayne. - ---------- From: Wen Yen Chan Sent: Thursday, February 25, 1999 12:27 AM To: diy_efi@xxx.edu Subject: RE: Delco 808 ecu info needed Try Newark electronics. Wen On Wed, 24 Feb 1999, Wayne Macdonald wrote: > Can you get the GM part 34987 from GM or do I need to find the LM9044 ?, I have tried to find an LM9044 but nobody has them !. > > Wayne > > ---------- > From: Ludis Langens > Sent: Tuesday, February 23, 1999 4:00 AM > To: diy_efi@xxx.edu > Subject: Re: Delco 808 ecu info needed > > Wayne Macdonald wrote: > > You say that this is a standard NatSemi part ?, Do you have the NatSemi part number ?. > > > > >O2 sensor amplifier. This is a standard NatSemi part. > > > U5 44188 ???? > > The O2 amp is GM part number 34987. The NatSemi part number is LM1964 > (old) or LM9044 (new). > > I don't know what the 44188 chip does. > > -- > Ludis Langens ludis (at) cruzers (dot) com > Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ > > > > - ------ =_NextPart_000_01BE60F5.63877BB0 Content-Type: application/ms-tnef Content-Transfer-Encoding: base64 eJ8+IgYIAQaQCAAEAAAAAAABAAEAAQeQBgAIAAAA5AQAAAAAAADoAAEIgAcAGAAAAElQTS5NaWNy b3NvZnQgTWFpbC5Ob3RlADEIAQ2ABAACAAAAAgACAAEEkAYAYAEAAAEAAAAMAAAAAwAAMAIAAAAL AA8OAAAAAAIB/w8BAAAAYQAAAAAAAACBKx+kvqMQGZ1uAN0BD1QCAAAAAGRpeV9lZmlAZWZpMzMy LmVuZy5vaGlvLXN0YXRlLmVkdQBTTVRQAGRpeV9lZmlAZWZpMzMyLmVuZy5vaGlvLXN0YXRlLmVk dQAAAAAeAAIwAQAAAAUAAABTTVRQAAAAAB4AAzABAAAAIgAAAGRpeV9lZmlAZWZpMzMyLmVuZy5v aGlvLXN0YXRlLmVkdQAAAAMAFQwBAAAAAwD+DwYAAAAeAAEwAQAAACQAAAAnZGl5X2VmaUBlZmkz MzIuZW5nLm9oaW8tc3RhdGUuZWR1JwACAQswAQAAACcAAABTTVRQOkRJWV9FRklARUZJMzMyLkVO Ry5PSElPLVNUQVRFLkVEVQAAAwAAOQAAAAALAEA6AQAAAAIB9g8BAAAABAAAAAAAAAKcSAEEgAEA HgAAAFJFOiBEZWxjbyA4MDggZWN1IGluZm8gbmVlZGVkAEYJAQWAAwAOAAAAzwcCABkAEwAeADMA BABZAQEggAMADgAAAM8HAgAZABMAHQAEAAQAKQEBCYABACEAAAAxNTBENjlGNTgxQzdEMjExODBB NzAwMTA0QjY0RDU4NQDmBgEDkAYAwAUAABQAAAALACMAAAAAAAMAJgAAAAAACwApAAAAAAADAC4A AAAAAAMANgAAAAAAQAA5APA54SaZYL4BHgBwAAEAAAAeAAAAUkU6IERlbGNvIDgwOCBlY3UgaW5m byBuZWVkZWQAAAACAXEAAQAAABYAAAABvmCZJt/1aQ0Wx4ER0oCnABBLZNWFAAAeAB4MAQAAAAUA AABTTVRQAAAAAB4AHwwBAAAAFgAAAHdtY2RvbmFsQGh1dGNoLmNvbS5hdQAAAAMABhAa3b4dAwAH EF4DAAAeAAgQAQAAAGUAAABJU0VBUkNIRURGT1JMTTkwNDRBVE5FV0FSS1NXRUJTSVRFQlVUTk9M VUNLLEhBU0FOWU9ORUJPVUdIVFRISVNQQVJUQU5ESUZTT0ZST01XSEVSRT9USUFXQVlORS0tLS0t LS0tAAAAAAIBCRABAAAAKgQAACYEAABPCAAATFpGdWQQzfD/AAoBDwIVAqQD5AXrAoMAUBMDVAIA Y2gKwHNldO4yBgAGwwKDMgPGBxMCgyIzD3poZWwDIERs6mcCgzQTDX0KgAjPCdniOxefMjU1AoAK gQ2xwQtgbmcxMDMUIAsKixLyDAFjAEAgSSAR8DcKwBGwCYAgAhAFwExNwDkwNDQgYQVAB8GJCsBr JwQgd2ViHJBAaXRlIGJ1BUBuBG8gCkBjaywgSHZhBCAAcHkCIB8RCGBn0mgFQHRoBAAgCrEFQP8A cB0QBpAckB+AA1IekBTwMRegID8uCoUKhVRJ4kEKhVdheSCAIy0K9CBsaTE4MALRaS0+MR2wDfAM 0CbzC1kxNtcKoANgHwBjBUAtKRcKh9cnywwwKJZGA2E6Kh4olqcMgiSgCfAgWS3hQxHAfm4pvyrN BmACMCv/LQtUsmgIcHNkJMAf4EYesGRydQrAeSAZ0B/gMYY5NDA0EDI6MjcTcGZNLp8qzVRvMN8t C2TIaXlfDcBpQDkxGuBEMi4J8GcubyEwb5wtcwGQHwA50GR1NP9xL651Ymoo0TcfLQtSWkU9cEQV AAWgICaAOOogBZB1IfBuAhAfYAngzQ2wZCUfJiMzNieXFcK/DAEoliOmM7EeFEAgbCjRcwNgAwBj cyMtLdEjPE/rA6At0GQf4DIdwDNRNBPvH+AkswXQANBkAiAHQB0Q6ncoojojPD4uQAORIGCdQFBn EgAhER8QR00hZPAzNDk4NLAiY0yhBbH/SdAccUDCIRAiQQuATrFMcd0ddT8f4ByAEcB2HxBFgL8I kE64A5EddR80BuBkM8DvEcAEIExhIpAhIyZLgEsXPySzU48pD0txK7Utkkx12zjwBCBMGpEJ8HNL FzCVlzJzClAy/jM0BTQ6JpDPNMhLgDbzOLtzbDnfOuf/WTE9Fz8TSoA/j0CeU/5Jmag8d21JxEAy wHQRsMIuBaBtLmF1S4BKS+tLgEuAWUvxcyTAIREd4fshIyFBYRyQAZAh0AsRB7CzHeAGYG1pIWRQ AUQfgM9L4lBUTHFpG251BtAEkOcjCGbRZmk+TxIgEfAAgDkFsWFtC1AGkAiRLiAfMqFoD2kabGlL cSBVNX9vEHI5HbAmcGFQc19yNT//dOFibzKhHxBt0W5xb3JMpr9r5U0jbwNq/2wDWCJNNCCUNjRL FygG8GQpTfLlHXUoIIB3KVN/S4AcgPVJ0ScFQGsfcAfgIrBns/8fEHMEEbAFIE4hB5B8j1Xyv0sI V/tz34OsCkBYEigd4PN7cAUAdXoEkITxSdCFMl8DcEsXSaEzMQiRbx/gJv9hYBqgC4AfEAWgAjAD YBUQ2WwhZ28EcAiQcz1wUEDBAkBwOi8vd4oQZXDThXRlci9+hLMvgB+MD79T90EvQj4b1UOtFsEA keAAAAMAEBAAAAAAAwAREAQAAABAAAcw4NZw55hgvgFAAAgw4NZw55hgvgEeAD0AAQAAAAUAAABS RTogAAAAAAMADTT9NwAA/7o= - ------ =_NextPart_000_01BE60F5.63877BB0-- ------------------------------ End of DIY_EFI Digest V4 #131 ***************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. 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