DIY_EFI Digest Thursday, 4 March 1999 Volume 04 : Number 143 In this issue: Over enthusiastic bibliophile. Re: ALDL, again Re: Holley 4D1 Fuel Pressure Error Amp, PWM Re: RC fuel injectors for sale Re: RC fuel injectors for sale Am I in the right place? Vehicle stats database Re: Am I in the right place? Re: Am I in the right place? Re: Am I in the right place? injector drivers Re: injector drivers Re: Am I in the right place? Re: injector drivers Re: injector drivers help unsubscirbe RE: injector drivers Ignition lead inductive pickups wanted Re: Am I in the right place? Re: injector drivers Electronic advance problems... What ECM is Better... Re: Combustion - Third Edition by Irwin Glassman Re: Combustion - Third Edition by Irwin Glassman RE: Vehicle stats database Re: What ECM is Better... RE: Vehicle stats database Re: Vehicle stats database Re: ALDL, again Re: Ignition lead inductive pickups wanted Re: Am I in the right place? Re: Am I in the right place? I'm Back... (fwd) Dynojet for sale/lease More bounces... aluminum intake cosmetics See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: John_Warr-1@xxx.com Date: Wed, 3 Mar 1999 11:12:14 +0000 Subject: Over enthusiastic bibliophile. You might also like to add "Atomization & Sprays" by Arthur Lefebvre to your book shelf. Other empty spaces could be filled with Kuznetsov & Sabel'niko, and Norman Chigier's "Combustion Measurements".... but if the books are expensive, wait till you start pricing up the apparatus. Y'rs &c John Warr "In my opinion, there's nothing in this world Beats a 52 Vincent and a red headed girl." ------------------------------ From: Barry Tisdale Date: Wed, 03 Mar 1999 07:55:48 -0500 Subject: Re: ALDL, again Thanks to everyone who responded to my original post. Have things pretty well sorted out now as to what the data means. Now, just have to do some pretty bar graphs for real-time dash display & some data massagers for Excel display / graphing of relevant functions. Thanks again - Barry ------------------------------ From: Frederic Breitwieser Date: Wed, 03 Mar 1999 13:59:14 +0000 Subject: Re: Holley 4D1 > I have a 700CFM 4Di on a 70 Mustang and it passes emmisions with no > problems. Has anyone figured out all the fields in the download file? BTW, > the eev21 software won't run, on my Thinkpad 600. It gives a divide error > even when run from DOS. Any ideas? me Let me guess, PCDOS 6 or 7, right? The solution is to load "setver.exe" and add the Holley executable to the "setver list" and force the version number of DOS as 5.0. This makes the issue go away. You'll find that on a lot of application specific DOS software with the Thinkpads... You remember how to use setver, right? - -- Frederic Breitwieser Bridgeport, CT 06606 http://www.xephic.dynip.com 1993 Superchaged Lincoln Continental 1989 500cid Turbocharged HWMMV 1975 Dodge D200 Club Cab (soon to be twin turbo 440) 2000 Buick GTP (twin turbo V6) ------------------------------ From: rr Date: Wed, 03 Mar 1999 09:22:14 -0800 Subject: Fuel Pressure Error Amp, PWM As promised, I've uploaded the controller schematics for a feedback circuit. This circuit, used in conjunction with a fuel pressure sensor and the PWM controller, should complete a fuel pressure regulating system. Find in the 'incoming': FPRERR.GIF and FPRERR.TXT This circuit is an error amp/charge pump to control the PWM circuit. I've tested it on the bench using simulated inputs and ouputs, so it should work as a whole. Those that try this out, let me know how it works. I'll be in the garage today finishing up intalling the EFI harness and hopefully the throttle body. Seems I now have too much time on my hands. (Anybody in SE PA looking for a good software guy?) BobR. - -- ------------------------------ From: Jim Davies Date: Wed, 3 Mar 1999 06:41:52 -0800 (PST) Subject: Re: RC fuel injectors for sale Does anyone have a source for coated armature wire that is low resistance and small diameter, similar to the wire used in EFI injectors? All the wire Ihave been able to find is either small diameter/high resistance or large diameter/ low resistance. ------------------------------ From: "David A. Cooley" Date: Wed, 03 Mar 1999 10:20:42 -0500 Subject: Re: RC fuel injectors for sale At 06:41 AM 3/3/99 -0800, you wrote: > >Does anyone have a source for coated armature wire that is low resistance >and small diameter, similar to the wire used in EFI injectors? All the >wire Ihave been able to find is either small diameter/high resistance or >large diameter/ low resistance. > Not sure what guage they use, but any enamel/formvar coated copper wire should do the trick... The resistance problem is related to wire guage... the larger the guage number, the smaller diameter and higher resistance per foot. =========================================================== 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: "Heinz Wittenbecher" Date: Wed, 3 Mar 1999 08:49:35 -0800 Subject: Am I in the right place? Apologies if I'm not. It wasn't quite clear in the Charter on whether DIY means only DIYers that build from scratch or whether perhaps it includes folks like myself that converted his GMC motorhome's 455 Olds to ported fuel injection that's using the Accel ECU. I recently added an engine monitor with individual egt's etc and will be adding theAccel VIC unit in the next few days. Obviously I'm a newbie to efi and really just an amateur technician that enjoys his GMC. It's a learn by doing program and every once in a while I'm stuck and find myself looking for help. I.e. setting up the EFI in general (using Accel's Calmap software in realtime), not so much for dragstrip performance but maximun reliability with reasonal fuel economy and performance. The engine monitor has a datalogging function and I expect to be using Excel or some other program to monitor the engine over time to hopefully pre-empt breakdowns without wasting time left on engine. If I'm in the wrong place, my apologies in advance and if so I'll scoot outa here. If I am in the right place I'd like to ask whether any information is available for the proper mixture setting using EGT's. I did search the archives but was not able to draw any conclusion. In my airplane days we used to go peak and then enrichen 50-75 degrees. Would the same apply or can each cylinder be run closer to peak? With the VIC I expect to be able to adjust each injector so that no compromised setting has to be used. TIA - Heinz '76 GMC Classic MH www.bytedesigns.com/gmc ------------------------------ From: Jason_Leone@xxx.com Date: Wed, 3 Mar 1999 09:45:26 -0800 Subject: Vehicle stats database <> You know, the "Car Test" program has over 900 cars in it's database. It has the gear ratios, test weight, coefficient of drag, and the surface frontal area. It can be a good program to compare/contrast different vehicles and their performance. Examples: '98 Chevy Camaro SS 3510 lb. test weight (w/ driver) .34 Coefficient of Drag 22 sq.ft. Frontal Area '92 VW Corrado SLC 3000 lb. test weight (w/ driver) .32 Coefficient of Drag 19.4 sq.ft. Frontal Area '97 BMW M3 Dinan 3440 lb. test weight (w/ driver) .32 Coefficient of Drag 20.2 sq.ft. Frontal Area Jason '93 SLC ------------------------------ From: Pat Ford Date: Wed, 3 Mar 1999 12:52:54 -0500 Subject: Re: Am I in the right place? On Wed, 3 Mar 1999, Heinz Wittenbecher wrote: > Date: Wed, 3 Mar 1999 08:49:35 -0800 > From: Heinz Wittenbecher > To: diy_efi@xxx.edu > Subject: Am I in the right place? > > Apologies if I'm not. welcome, sound like you do belong > > If I'm in the wrong place, my apologies in advance and if so I'll scoot outa > here. If I am in the right place I'd like to ask whether any information is > available for the proper mixture setting using EGT's. I did search the > archives but was not able to draw any conclusion. In my airplane days we > used to go peak and then enrichen 50-75 degrees. cool a lean roll using egt's I'd be curious about this too, might be a way to double check optimal a/f ratio. Do you remember what a/f ratio this produced? >Would the same apply or can > each cylinder be run closer to peak? With the VIC I expect to be able to > adjust each injector so that no compromised setting has to be used. > > TIA - Heinz > '76 GMC Classic MH > www.bytedesigns.com/gmc > > > Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ From: steve ravet Date: Wed, 03 Mar 1999 11:58:29 -0600 Subject: Re: Am I in the right place? You're in the right place... GMECM and EFI332 have specific charters, but diy_efi is open to just about any kind of engine management topic. Heinz Wittenbecher wrote: > > Apologies if I'm not. > It wasn't quite clear in the Charter on whether DIY means only DIYers that > build from scratch or whether perhaps it includes folks like myself that > converted his GMC motorhome's 455 Olds to ported fuel injection that's using > the Accel ECU. I recently added an engine monitor with individual egt's etc > and will be adding theAccel VIC unit in the next few days. Obviously I'm a > newbie to efi and really just an amateur technician that enjoys his GMC. > > It's a learn by doing program and every once in a while I'm stuck and find > myself looking for help. I.e. setting up the EFI in general (using Accel's > Calmap software in realtime), not so much for dragstrip performance but > maximun reliability with reasonal fuel economy and performance. The engine > monitor has a datalogging function and I expect to be using Excel or some > other program to monitor the engine over time to hopefully pre-empt > breakdowns without wasting time left on engine. > > If I'm in the wrong place, my apologies in advance and if so I'll scoot outa > here. If I am in the right place I'd like to ask whether any information is > available for the proper mixture setting using EGT's. I did search the > archives but was not able to draw any conclusion. In my airplane days we > used to go peak and then enrichen 50-75 degrees. Would the same apply or can > each cylinder be run closer to peak? With the VIC I expect to be able to > adjust each injector so that no compromised setting has to be used. > > TIA - Heinz > '76 GMC Classic MH > www.bytedesigns.com/gmc - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ From: Frederic Breitwieser Date: Wed, 03 Mar 1999 17:58:36 +0000 Subject: Re: Am I in the right place? > It wasn't quite clear in the Charter on whether DIY means only DIYers that > build from scratch or whether perhaps it includes folks like myself that > converted his GMC motorhome's 455 Olds to ported fuel injection that's using > the Accel ECU. I recently added an engine monitor with individual egt's etc Do it Yourself in this list just means that you are attaching FI to something. That's been my take anyway. A lot of folks are dissecting OEM ECMs, some are adapting them to other things (Like me, adapting a Chebby TPI to a Mopar 431 stroker), and others are actually building circuits from scratch, either with the EFI332 team project here, or a seperate system of their choosing. Still others run the Accell, Haltech, Holley or Electromotive systems, and some are still installing. And some are lurkers, which is just fine too :) > and will be adding theAccel VIC unit in the next few days. Obviously I'm a > newbie to efi and really just an amateur technician that enjoys his GMC. I think it was the Jeff Hartman book that had an EFI buildup for a twin-turbo'd system for a GMC Motorhome. I loaned someone my book so I can't verify it... but I didn't see it in my Corky Bell "Maximum Boost" book, so I'm pretty sure its in the Fuel Injection book. You might want to spend a few bucks (like 20) and check out the book... there's a lot of good information, and as I said, one of the buildups is a GMC motorhome, though the coverage is light to say the least. > available for the proper mixture setting using EGT's. I did search the If the system is lean, EGT's are much higher normally. - -- Frederic Breitwieser Bridgeport, CT 06606 http://www.xephic.dynip.com 1993 Superchaged Lincoln Continental 1989 500cid Turbocharged HWMMV 1975 Dodge D200 Club Cab (soon to be twin turbo 440) 2000 Buick GTP (twin turbo V6) ------------------------------ From: "Clarence L.Snyder" Date: Wed, 03 Mar 1999 14:08:13 -0500 Subject: injector drivers What is the simplest way to drive a set of ford V8 injectors from a digital signal ? I want something readily available (not unobtanium plated special parts) and inexpensive, that is simple to implement, test, and repair if necessary ------------------------------ From: Frederic Breitwieser Date: Wed, 03 Mar 1999 19:21:34 +0000 Subject: Re: injector drivers > What is the simplest way to drive a set of ford V8 injectors from a > digital signal ? I want something readily available (not unobtanium A mosfet with a diode in parallel with the mosfet facing the wrong way to protect it from coil voltage spikes. That's if your interface/computer circuit handles the hold function via software. If its through hardware, you need something limilar to the LM1949 chip which does peak and hold very nicely. - -- Frederic Breitwieser Bridgeport, CT 06606 http://www.xephic.dynip.com 1993 Superchaged Lincoln Continental 1989 500cid Turbocharged HWMMV 1975 Dodge D200 Club Cab (soon to be twin turbo 440) 2000 Buick GTP (twin turbo V6) ------------------------------ From: "Heinz Wittenbecher" Date: Wed, 3 Mar 1999 12:01:32 -0800 Subject: Re: Am I in the right place? Thank you for confirming I'm at the right place (among tinkerers). >> In my airplane days we >> used to go peak and then enrichen 50-75 degrees. > >cool a lean roll using egt's I'd be curious about this too, might be a >way to double check optimal a/f ratio. Do you remember what a/f ratio >this produced? No idea on actual a/f ratios. It was used only at cruise power and altitude. Basically adjusting fuel (manually) to the amount of air available at the particular altitude. I guess my main concern is burning of valves, etc. if running too lean, hence the question as to how close to peak is feasable to run without doing damage. My plan is to do some data logging for the first few hundred or perhaps first 1000 miles on my next trip to get a baseline of egt and other temp readings for the Accell settings that have been in use for the last 10k and then to start playing with the VIC. Perhaps it'll explain itself, i.e. if I'm running several hundred degrees from peak even getting it to within a hundred should be an improvement and not likely to hurt anything. I'll pass on what I find. In the meantime I'll be a happy lurker. Heinz ------------------------------ From: Frederic Breitwieser Date: Wed, 03 Mar 1999 19:54:55 +0000 Subject: Re: injector drivers > A mosfet with a diode in parallel with the mosfet facing the > wrong way to protect it from coil voltage spikes. That's if > your interface/computer circuit handles the hold function I entirely said that backwards. Drive the mosfet, with a reverse-biased diode in parallel. There, that makes more sense! - -- Frederic Breitwieser Bridgeport, CT 06606 http://www.xephic.dynip.com 1993 Superchaged Lincoln Continental 1989 500cid Turbocharged HWMMV 1975 Dodge D200 Club Cab (soon to be twin turbo 440) 2000 Buick GTP (twin turbo V6) ------------------------------ From: steve ravet Date: Wed, 03 Mar 1999 14:10:09 -0600 Subject: Re: injector drivers Sandy designed a driver board that is useful for injectors or ignition coils for the efi332 project. There are probably some spares floating around... It incorporates a 1949 for peak/hold functions but works OK as a saturated type driver as well. - --steve "Clarence L.Snyder" wrote: > > What is the simplest way to drive a set of ford V8 injectors from a > digital signal ? I want something readily available (not unobtanium > plated special parts) and inexpensive, that is simple to implement, > test, and repair if necessary - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ From: MARK C KIECKER Date: Wed, 03 Mar 1999 14:13:49 -0600 Subject: help unsubscirbe Ive been trying to unsubscibe this list. I was wondering if someone could use laymens terms and syntax for the steps in this proceedure. ------------------------------ From: "Van Setten, Tim (AZ75)" Date: Wed, 3 Mar 1999 13:39:21 -0700 Subject: RE: injector drivers > What is the simplest way to drive a set of ford V8 injectors from a > digital signal ? I want something readily available (not unobtanium > plated special parts) and inexpensive, that is simple to implement, > test, and repair if necessary > First, what kind of injectors are you trying to drive? Low impedance, high impedance, throttle-body, port? Are you going to batch fire, alternate banks, etc.? Need more input. Tim. ------------------------------ From: Mike Morrin Date: Thu, 04 Mar 1999 09:48:48 +1300 Subject: Ignition lead inductive pickups wanted Hi, I need a supply of a quntity of clip-on inductive pickups, similar to those used on ignition timing lights. I need a quantity of around 50. Has anyone seen these for sale anywhere? regards, Mike Morrin ------------------------------ From: Pat Ford Date: Wed, 3 Mar 1999 15:51:47 -0500 Subject: Re: Am I in the right place? On Wed, 3 Mar 1999, Heinz Wittenbecher wrote: > Date: Wed, 3 Mar 1999 12:01:32 -0800 > From: Heinz Wittenbecher > To: diy_efi@xxx.edu > Subject: Re: Am I in the right place? > > Thank you for confirming I'm at the right place (among tinkerers). > > >> In my airplane days we > >> used to go peak and then enrichen 50-75 degrees. > > > >cool a lean roll using egt's I'd be curious about this too, might be a > >way to double check optimal a/f ratio. Do you remember what a/f ratio > >this produced? > > No idea on actual a/f ratios. > It was used only at cruise power and altitude. Basically adjusting fuel > (manually) to the amount of air available at the particular altitude. I'd guess probly around 12:1 ( for peak power??) > > I guess my main concern is burning of valves, etc. if running too lean, > hence the question as to how close to peak is feasable to run without doing > damage. I've been worried about my tracker the exhaust manifold gets red hot ( I noticed it after running out of wiper fluid at night > > My plan is to do some data logging for the first few hundred or perhaps > first 1000 miles on my next trip to get a baseline of egt and other temp > readings for the Accell settings that have been in use for the last 10k and > then to start playing with the VIC. Perhaps it'll explain itself, i.e. if > I'm running several hundred degrees from peak even getting it to within a > hundred should be an improvement and not likely to hurt anything. > > I'll pass on what I find. In the meantime I'll be a happy lurker. this is a good place to learn > > Heinz > > > > > Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ From: goflo@xxx.net Date: Wed, 03 Mar 1999 14:05:51 -0800 Subject: Re: injector drivers Clarence L.Snyder wrote: > > What is the simplest way to drive a set of ford V8 injectors from a > digital signal ? I want something readily available (not unobtanium > plated special parts) and inexpensive, that is simple to implement, > test, and repair if necessary Per Gar, take a look at Cherry Semi CS-452, CS-453. Jack ------------------------------ From: andy quaas Date: Wed, 3 Mar 1999 13:19:27 -0800 (PST) Subject: Electronic advance problems... this is long.... Someone contacted me with a problem that they are having with their projection 4Di. They have it tuned up on a 454 with a 1988 remote-coil HEI distributor. It will run for 43 minutes (every time), no matter if its idling or driving down the road. They are also using the ESC module and knock sensor. They tried a 1980's big-cap electronic advance HEI and it did the exact same thing. They were running with a vacuum-advance HEI and it ran just fine until they swapped in the new one. Here's the weird part-The holley has a separate tach wire that you use if you have the vacuum advance distributor that doesn't get used when you use the elec. dist. After the thing dies, they disconnect the 4-wire connector from the dist. and isntall the tach wire onto the negative side of the coil. The thing starts right up. They shut it off immidiately and reconnect the 4-wire connector and it runs for another 43 minutes. Any ideas? I told them to nix the ESC and try it. Andy _________________________________________________________ DO YOU YAHOO!? Get your free @xxx.com ------------------------------ From: "Kurek, Larry" Date: Wed, 3 Mar 1999 16:21:15 -0600 Subject: What ECM is Better... Guys: By a stroke of pure bad luck, I have a spare ECM that I can either keep, or turn in as a core ($50). However, I have two choices...I have a 746 ECM and the 302 that I replaced. Both are good....which is better to keep for future use :) FWIW, I ended up replacing a perfectly good ECM when it ended up being a bad coil :( I had a guy help me (first mistake) by hooking a scope up to the injector harness...I had no pulses, yet I *did* have them at the ECM from the distributor reference signal. So...I figured the ECM was shot. I now have a set of NOID lights to test this in the future :) TTYL! Larry ------------------------------ From: "Espen Hilde" Date: Wed, 3 Mar 1999 23:20:28 +0100 Subject: Re: Combustion - Third Edition by Irwin Glassman Hi! Please ,cant you give us some input on your way throu the book? Maybe to much to ask for...... Espen Hilde - ---------- > From: Robert Harris > To: fanglers@xxx.edu > Subject: Combustion - Third Edition by Irwin Glassman > Date: 3. mars 1999 06:17 > > It's here. It's mine -all mine. No more Inter Library Loan. It's all mine. > Go ahead - gloat - but I got the word from on high about all that is needed to > be known about combustion - at least a readable primary source by someone who > is referenced by everyone in all papers. > > All you ever wanted to know about combustion - de mything most folk lore and > explaining what actually happens. Mine - all mine. Unfair advantage - I > love It!!!!. > > Clearly needing a life over enthusiastic bibliophile. > > 1963 Ford C-600 Prison Bus Conversion "Home" > 1971 Lincoln Continental 460 "Christine" > 1972 "Whale" Mustang awaiting transplant > 1978 Dodge Long Bed Peeek Up "Bundymobile" > > Habaneros - not just for breakfast anymore ------------------------------ From: "Bruce Plecan" Date: Wed, 3 Mar 1999 17:25:33 -0500 Subject: Re: Combustion - Third Edition by Irwin Glassman - -----Original Message----- From: Robert Harris To: diy_efi@xxx.edu> Date: Wednesday, March 03, 1999 12:31 AM Subject: Combustion - Third Edition by Irwin Glassman So ya gonna gloat all day or share a little, Bruce >It's here. It's mine -all mine. No more Inter Library Loan. It's all mine. >Go ahead - gloat - but I got the word from on high about all that is needed to >be known about combustion - at least a readable primary source by someone who >is referenced by everyone in all papers. > >All you ever wanted to know about combustion - de mything most folk lore and >explaining what actually happens. Mine - all mine. Unfair advantage - I >love It!!!!. > > Clearly needing a life over enthusiastic bibliophile. > >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: "Ward Spoonemore" Date: Wed, 3 Mar 1999 14:46:33 -0800 Subject: RE: Vehicle stats database This is a good idea jason, and you are correct according to Newton. I would like to know the URL for this dbase ? EPA is a pain, and are light trucks on the same dbase ? Ward > -----Original Message----- > From: owner-diy_efi@xxx.edu > [mailto:owner-diy_efi@xxx.edu]On Behalf Of > Jason_Leone@xxx.com > Sent: Wednesday, March 03, 1999 9:45 AM > To: diy_efi@xxx.edu > Subject: Vehicle stats database > > > < your weight > and gearing and guess pretty good at things like frontal area and drag > coeffiecient for this to be accurate. If you've got a chassis dyno > plot to compare against, it's pretty easy to figure the unknowns in.>> > > You know, the "Car Test" program has over 900 cars in it's > database. It has the > gear ratios, test weight, coefficient of drag, and the surface > frontal area. It > can be a good program to compare/contrast different vehicles and their > performance. > > Examples: > '98 Chevy Camaro SS > 3510 lb. test weight (w/ driver) > .34 Coefficient of Drag > 22 sq.ft. Frontal Area > > '92 VW Corrado SLC > 3000 lb. test weight (w/ driver) > .32 Coefficient of Drag > 19.4 sq.ft. Frontal Area > > '97 BMW M3 Dinan > 3440 lb. test weight (w/ driver) > .32 Coefficient of Drag > 20.2 sq.ft. Frontal Area > > Jason > '93 SLC > > ------------------------------ From: "Bruce Plecan" Date: Wed, 3 Mar 1999 18:03:47 -0500 Subject: Re: What ECM is Better... If it's a $20 core I'd say keep em both. Too much more, then no, depends on what your local market drives Bruce >By a stroke of pure bad luck, I have a spare ECM that I can either keep, or >turn in as a core ($50). However, I have two choices...I have a 746 ECM and >the 302 that I replaced. Both are good....which is better to keep for future >use :) > >FWIW, I ended up replacing a perfectly good ECM when it ended up being a bad >coil :( I had a guy help me (first mistake) by hooking a scope up to the >injector harness...I had no pulses, yet I *did* have them at the ECM from >the distributor reference signal. So...I figured the ECM was shot. I now >have a set of NOID lights to test this in the future :) > >TTYL! > >Larry > ------------------------------ From: xxalexx@xxx.com Date: Wed, 3 Mar 1999 18:02:10 +0000 Subject: RE: Vehicle stats database > This is a good idea jason, and you are correct according to Newton. > I would like to know the URL for this dbase ? EPA is a pain, and are light > trucks on the same dbase ? > Ward > http://www.epa.gov/oms/im.htm about half way down page I have heard there is a bigger state one maybe texas? alex ------------------------------ From: Jason_Leone@xxx.com Date: Wed, 3 Mar 1999 15:22:55 -0800 Subject: Re: Vehicle stats database <> Mark, I did a quick search on the web to find it, and you can download it from here: http://www.miata.net/bin/cartst.exe I have nothing to do w/ the above site or organization...so scan it for viruses before you install it. Car Test is an MSDOS based program, but runs in the Win95 DOS shell though. It takes a bit to figure out the correct "F" keys to use, but once you get the hang of it...it's easy. Spend an hour on it, and you'll have a blast (well, if you enjoy a few beers at the same time, he he). It's pretty funny doing drag races or track laps (w/ a pace car). Jason '93 SLC ------------------------------ From: Padgett 0sirius Date: Wed, 03 Mar 1999 19:29:54 -0500 Subject: Re: ALDL, again > A slightly better >version is also available on the web - a listee typed in a GM document >describing lots of old C3 ALDL formats. The URL is/was: > http://www.isthq.com/~dan/aldl.htm Thank you, I have that but it does not give a reference to the *order* of the data stream which will take several frames to discover (and my day job keeps me pretty busy designing PKI and my wife's '90 Bonneville lost a cam bearing and...). For instance the integrator counts is 128 which is a 080h. Problem is there are two bytes in the data stream with that value. Not rocket science, just needs to be done. A. Padgett Peterson, P.E. Cybernetic Psychophysicist Anti-Virus, Cryptographics, & Antique Radio Researcher http://www.freivald.org/~padgett/index.html mailto:padgett@xxx.5 Key on request ------------------------------ From: goflo@xxx.net Date: Wed, 03 Mar 1999 18:52:04 -0800 Subject: Re: Ignition lead inductive pickups wanted Home dyno page has a source, IIRC. If you can't find it e-mail me and I'll dig out the URL. Jack Mike Morrin wrote: > > Hi, > > I need a supply of a quntity of clip-on inductive pickups, similar to those > used on ignition timing lights. I need a quantity of around 50. > > Has anyone seen these for sale anywhere? ------------------------------ From: "Walter Sherwin" Date: Wed, 3 Mar 1999 23:13:30 -0800 Subject: Re: Am I in the right place? >You're in the right place... GMECM and EFI332 have specific charters, >but diy_efi is open to just about any kind of engine management topic. > How does a person get hooked into the GMECM list? Thanks; Walt. ------------------------------ From: "Mark Romans" Date: Wed, 3 Mar 1999 20:18:21 -0800 Subject: Re: Am I in the right place? Hi Steve: Is the GMECM list going yet? I really want to be on that if possible. Thanks. Mark - -----Original Message----- From: steve ravet To: diy_efi@xxx.edu> Date: Wednesday, March 03, 1999 10:06 AM Subject: Re: Am I in the right place? >You're in the right place... GMECM and EFI332 have specific charters, >but diy_efi is open to just about any kind of engine management topic. > >Heinz Wittenbecher wrote: >> >> Apologies if I'm not. >> It wasn't quite clear in the Charter on whether DIY means only DIYers that >> build from scratch or whether perhaps it includes folks like myself that >> converted his GMC motorhome's 455 Olds to ported fuel injection that's using >> the Accel ECU. I recently added an engine monitor with individual egt's etc >> and will be adding theAccel VIC unit in the next few days. Obviously I'm a >> newbie to efi and really just an amateur technician that enjoys his GMC. >> >> It's a learn by doing program and every once in a while I'm stuck and find >> myself looking for help. I.e. setting up the EFI in general (using Accel's >> Calmap software in realtime), not so much for dragstrip performance but >> maximun reliability with reasonal fuel economy and performance. The engine >> monitor has a datalogging function and I expect to be using Excel or some >> other program to monitor the engine over time to hopefully pre-empt >> breakdowns without wasting time left on engine. >> >> If I'm in the wrong place, my apologies in advance and if so I'll scoot outa >> here. If I am in the right place I'd like to ask whether any information is >> available for the proper mixture setting using EGT's. I did search the >> archives but was not able to draw any conclusion. In my airplane days we >> used to go peak and then enrichen 50-75 degrees. Would the same apply or can >> each cylinder be run closer to peak? With the VIC I expect to be able to >> adjust each injector so that no compromised setting has to be used. >> >> TIA - Heinz >> '76 GMC Classic MH >> www.bytedesigns.com/gmc > >-- >Steve Ravet >steve.ravet@xxx.com >Advanced Risc Machines, Inc. >www.arm.com > ------------------------------ From: Orin Eman Date: Wed, 3 Mar 1999 20:53:44 -0800 (PST) Subject: I'm Back... (fwd) This bounced to me: > From: rr > Reply-To: RRauscher@xxx.com > X-Mailer: Mozilla 3.04 (Win16; I) > MIME-Version: 1.0 > To: diy_efi@xxx.edu > Subject: I'm Back... > Content-Type: text/plain; charset=us-ascii > Content-Transfer-Encoding: 7bit > List members, I managed to climb back from the edge of the earth. Please > note > the change of email address. My new address is rrauscher@xxx. > Anything > sent to my old address since Feb 19th, I have not read. (I've just found > out > that address is still valid, don't know why, but it is). > Good to be back.... > BobR > P.S. More to come. > -- ------------------------------ From: David Piper Date: Wed, 03 Mar 1999 23:59:18 -0500 Subject: Dynojet for sale/lease Is there anybody out there? Who wants a great performance tuning tool, that is. This is Dynojet's model 248H chassis dyno with lube oil style hydraulic lift suitable for above ground installations. Includes computer, printer, latest SW upgrade, tie downs and many spares. Unit includes CDS data acquisition system which can measure any pressure, temperature or flow on the engine simultaneously, while measuring HP and torque. For example; boost, fuel press and flow, EGT, exh back press, turbine back press, intercooler in/out temps, Lambda (O2 sensor) and intk charge temp and press. Use the latest tool for quantifying the performance of aftermarket parts for your customer's satisfaction. Substantiate the impriovements of your ECU chip reprogramming business. Perform development work for race teams with the official licensed dyno of NASCAR. Price is $10K and take over lease payments of $705/mo. There are 24 payments remaining. Relocation forces sale. For info on the DynoJet, see dynojet.com web site or call anytime. Contact: David Piper Days 518-233-2499 Eves 518-237-4780 dapiper@xxx.net ------------------------------ From: Orin Eman Date: Wed, 3 Mar 1999 22:39:11 -0800 (PST) Subject: More bounces... Got to keep that s*bscribe word out of the first few lines... > Date: Wed, 03 Mar 1999 23:48:29 +0000 > From: steve ravet > X-Mailer: Mozilla 4.5 [en] (WinNT; U) > X-Accept-Language: en > MIME-Version: 1.0 > To: "diy_efi@xxx.edu>, > "efi332@xxx.edu> > Subject: GM ECM list is up and running > Content-Type: text/plain; charset=us-ascii > Content-Transfer-Encoding: 7bit > I've gotten a few questions about the GM ECM list. It is UP and RUNNING > right now. To subscribe, send an email to > majordomo@xxx.edu > In the body, put > subcribe gmecm > Simple as that! > -- > Steve Ravet > ARM, INC > steve.ravet@xxx.com > www.arm.com ------------------------------ From: James Weiler Date: Wed, 3 Mar 1999 23:00:38 -0800 (PST) Subject: aluminum intake cosmetics Sorry about the non-EFI question but it's sort of related. I need some advice on how to best preserve the good looks of a freshly glass beaded intake manifold. Alot of people are saying stay away from clear coat as it will chip and flake off, supposedly it doesn't stick well to aluminum. (?) I've also been told about powder coating but was wondering if there were any pros or cons to that too? Should I just leave it alone? Polishing would be ideal but I refuse to spend a couple $100 over cosmetics (spend a whole day doing it myself is ok however). As usual any and all advice is much appreciated. cheers, jw P.S. If anybody can give me any tips on how to polish in the tight areas of an intake then I might try my hand at it. I assume I need I die grinder (will a dremmel drill do?) but don't know what I need for buffing pads or where to get them. ------------------------------ End of DIY_EFI Digest V4 #143 ***************************** 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".