DIY_EFI Digest Sunday, 14 March 1999 Volume 04 : Number 167 In this issue: Re: How easy would it be to swap a 4L60e for a 4L80e Re: Fuel tuning... Re: exhaust system idea Re: Fuel tuning... Re: hp loss Re: Off Panhard bar Re: Bosch pump # Re: Off Panhard bar Re: exhaust system idea Re: Re:hp loss Re: hp loss Re: exhaust system idea Re: Off Panhard bar Re: Off Panhard bar Re: [M] Alterpower alternator charging control switch Re: Bosch Fuel Pump intel Re: exhaust system idea Re: Fuel tuning... Re: Fuel tuning... Re: Fuel tuning... Re: Off Panhard bar Re: exhaust system idea Re: hp loss Re: Off Panhard bar Re: Fuel tuning... Re: Fuel tuning... Re: Bosch pump # Re: exhaust system idea JECS (Nissan 88 300ZX Turbo..) question..(novice with a RomMax EEPROM Programmer ) Re: JECS (Nissan 88 300ZX Turbo..) question..(novice with a RomMax EEPROM Programmer ) See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- From: ECMnut@xxx.com Date: Sat, 13 Mar 1999 20:56:10 EST Subject: Re: How easy would it be to swap a 4L60e for a 4L80e >I just broke the input hub / shaft assembly for the second time on my '95 >Chevy 1/2 ton truck. It keeps blowing out the aluminum lugs that retain >the snap ring for 3rd gear. I do have extra ponies under the hood, but I >don't see how the extra power would be causing this problem. (It's 355 >cubic inches, B&M blower, Air Flow Research Heads, large roller cam, Cola >Crank, Ross Racing Pistons, Eagle Rods, etc etc) The truck only runs in >the low 14's, but this tranny breakage is nuts. Your truck sounds cool. Is it a back half chassis? My '91 Syclone has the 700R4 also. For me, the weak link has been the front (2/4) band. I think it's more a case of my not knowing what the hell I'm doing when I replace it.. The AWD kind of 'traps' the torque in the trans.. It has a really mean 2nd gear *hit* from the factory, but with AWD, it doesn't even chirp a tire.. I was also condsidering at the 4L80, but those things are HUGE.. They prolly make kits to eliminate computer management of the 4L80, and it will most likely fit the CK truck much better than the S-truck. Did I say how huge they are? Cores are still big $$ too, so keep your eyes peeled for a deal.. HTH Mike V ------------------------------ From: ECMnut@xxx.com Date: Sat, 13 Mar 1999 21:06:13 EST Subject: Re: Fuel tuning... Hi Dave, can you get to the fuel tables? How about a cat-back system.. If the LV8 maxes out at 255, you are almost there. Maybe a huge funny car style Enderlie bug-cather stickin through the hood could get ya past the 255 mark.. 8-) Sorry, just a thought.. Mike V > Hello all, > It appears my 95 LeSabre is PIG rich at WOT. > Here's what I see just before the 1-2 shift: > O2 volts: 927.96mV > Coolant Temp: 184.10 Deg F > Engine Speed: 5140 RPM > LV8: 228 > Injector PW: 18.37mS > TPS Voltage: 4.32 V > Intake Air Temp: 81.50 Deg F > Ign. Advance: 24.71 Deg. > MAF: 143.63 gra ------------------------------ From: "Bruce Plecan" Date: Sat, 13 Mar 1999 21:10:40 -0500 Subject: Re: exhaust system idea - -----Original Message----- From: James Weiler To: diy_efi@xxx.edu> Cc: eec@xxx.net> Date: Saturday, March 13, 1999 8:52 PM Subject: exhaust system idea Called cutouts, usually illegal. If ya get caught with them it goes on your permanent file.. Some cops judges really don't like em. Bruce >gang, > >I occured to me yesterday to ask a basic question about exhaust systems. >Since it's an advantage to have staged throttle bodies (like in 4 barrel >carbs) why not do the same for an exhaust? I imagine such a system could >have a HUGE pipe between the header and the muffler and then two pipes >exiting the muffler and going out the back. However one would have a >butterfly valve in it and at low RPMs and low engine load it would be >closed. However at high RPM and/or high load it would open. This second >tube could even bypass the muffler to reduce back presure. OK, what am I >missing here? Are the gains too small to be worth it? This system could >be quiet most of the time and a screamer when you want/need it to be. > >cheers, >james > > ------------------------------ From: ECMnut@xxx.com Date: Sat, 13 Mar 1999 21:12:06 EST Subject: Re: Fuel tuning... In a message dated 3/13/99 8:11:00 PM Eastern Standard Time, n5xmt@xxx.net writes: > That's the PW reading from the ALDL stream... > I'm going by the O2 voltage readings... I know the Buick GN guys like to > shoot for 780-820mV at WOT, but not sure if that applies here or not. Hi Dave, good point, as the Typhoon family likes 900-950 mv for the most fun.. After you develop a method to alter the fuel, a dyno or drag strip may be needed to establish what's best for your combination.. Mike V ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Sat, 13 Mar 1999 19:13:22 -0700 Subject: Re: hp loss >> >On Fri, 12 Mar 1999 Jason_Leone@xxx.com wrote: >> >> >A big factor is the rear axle gearset and especially if it is a hypoid >> >design and also [I think] how much the actual offset is between the ring >> >and pinion centreline; the greater the offset, the longer the pinion tooth >> >becomes, thus increasing friction. I notice spiral bevel gearsets coming >> >back into production and I believe it is because of the greater drag of >> >the hypoid design. >> > >Someone is making a 9" Ford center section that takes 12 bolt GM ( or maybe it >was Dana 60 ) R&P gears because they were slightly more efficient. If my memory >is correct, it was due to the dimension differences , maybe the pinion was >mounted lower............ don't know about these things Tom S A twelve bolt and a Dana 60 both have about half of the pinion axis drop below the centerline that the Ford 9 does. Guess would be that a 12 bolt ring is nearly as strong as a 9, Dana 60 is a BUNCH tougher--but neither has the nose bearing for the pinion--which adds a LOT of stability to the gear mesh under load. (If you doubt the significance of the nose bearing for taking heavy torque loads well, check out the design of any heavy truck or heavy equipment center section, Rockwell, Eaton, ZF, anybody's1) No question that less pinion drop in a hypoid gear set= less sliding = less friction = less heat & more efficient, but as Gary pointed out, how much?? I dunno! Regards, Greg ------------------------------ From: "Bruce Plecan" Date: Sat, 13 Mar 1999 21:17:25 -0500 Subject: Re: Off Panhard bar - -----Original Message----- From: H. J. Zivnak To: diy_efi@xxx.edu> Date: Saturday, March 13, 1999 8:06 PM Subject: Re: Off Panhard bar Big Snip >An a arm is not a Watts linkage. A Watts linkage resembles a Panhard bar >with a bellcrank in the center. The bellcrank should be attached to the >chassis and the two rods attached to either end of the axle. The rods are >parallel to the axle in their normal position. Why would it matter if crank on axle or chassis?. Or just for unsprung weight, differences. Bruce ------------------------------ From: Tom Sharpe Date: Sat, 13 Mar 1999 20:16:11 -0600 Subject: Re: Bosch pump # Jason wrote: > Just to supplement some part number info, an inline Bosch unit from an > '84 VW GTi works well when used as a booster pump for forced-induction > applications. > > Bosch inline hi-pressure fuel pump # 0 580 254 957. Does anyone have numbers for big Bosch pumps?? something that will handle 550-600 Hp?? I have a place to buy them but no specifications except make, year and model... HELP.. TIA Tom ------------------------------ From: Shannen Durphey Date: Sat, 13 Mar 1999 21:08:55 -0500 Subject: Re: Off Panhard bar Greg Hermann wrote: > > > >Having an A arm locating the rear axle like the old Alfas works pretty well. > >Having it offset a little actually compensates for the torque reaction of > >the axle. Anybody have a picture of this suspension? Shannen ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Sat, 13 Mar 1999 19:26:02 -0700 Subject: Re: exhaust system idea >gang, > >I occured to me yesterday to ask a basic question about exhaust systems. >Since it's an advantage to have staged throttle bodies (like in 4 barrel >carbs) why not do the same for an exhaust? I imagine such a system could >have a HUGE pipe between the header and the muffler and then two pipes >exiting the muffler and going out the back. However one would have a >butterfly valve in it and at low RPMs and low engine load it would be >closed. However at high RPM and/or high load it would open. This second >tube could even bypass the muffler to reduce back presure. OK, what am I >missing here? Are the gains too small to be worth it? This system could >be quiet most of the time and a screamer when you want/need it to be. > >cheers, >james Nothing new under the sun is the name of this game--This sort of a set-up used to be called either a "cut-out" or "lake-pipes" (as in the dry lakes in the desert in California). Illegal in lots of jurisdictions, but prolly not a lot of cops any more who would have a clue what was going on OR that they are illegal! Regards, Greg > ------------------------------ From: Jim Davies Date: Sat, 13 Mar 1999 18:26:43 -0800 (PST) Subject: Re: Re:hp loss On Sat, 13 Mar 1999, Gary Derian wrote: > Of course a hypoid has more friction than a bevel gear but how much? > Viscous drag from the lube also has a great influence and is greater with a > hypoid. I suspect the differences between hypoid and bevel are measurable > but small. > I SUSPECT the difference may be significant in some axle designs. I have a GM graph that shows the drag advantage of variable displacement automatic trans pumps. They are careful to show overall driveline drag to a RWD vehicle with a hypoid gearset. The difference is relatively significant. Of course, it would be nice to see some reliable data on hypoid gear friction... ------------------------------ From: Jim Davies Date: Sat, 13 Mar 1999 18:40:00 -0800 (PST) Subject: Re: hp loss On Sat, 13 Mar 1999, Greg Hermann wrote: > > A twelve bolt and a Dana 60 both have about half of the pinion axis drop > below the centerline that the Ford 9 does. Guess would be that a 12 bolt > ring is nearly as strong as a 9, Dana 60 is a BUNCH tougher--but neither > has the nose bearing for the pinion--which adds a LOT of stability to the > gear mesh under load. (If you doubt the significance of the nose bearing > for taking heavy torque loads well, check out the design of any heavy truck > or heavy equipment center section, Rockwell, Eaton, ZF, anybody's1) > The pinion nose bearing is a feature of many medium duty axles [as is a bronze thrust block for the back of the ring gear, another good idea] but in the Ford 8-8 3/4-9-and 9 3/8 inch axles, it is needed to offset the weakening effect of the very close placement of the pinion bearings, IMO. ------------------------------ From: Jim Davies Date: Sat, 13 Mar 1999 18:42:35 -0800 (PST) Subject: Re: exhaust system idea On Sat, 13 Mar 1999, Greg Hermann wrote: > Nothing new under the sun is the name of this game--This sort of a set-up > used to be called either a "cut-out" or "lake-pipes" (as in the dry lakes > in the desert in California). Illegal in lots of jurisdictions, but prolly > not a lot of cops any more who would have a clue what was going on OR that > they are illegal! > Don't know about your area, but here the cops are all busy filling out forms, sleeping in the photoradar van or guarding the Hefties, so if you stay away from these areas you would be safe. ------------------------------ From: "Clarence L.Snyder" Date: Sat, 13 Mar 1999 21:45:59 -0500 Subject: Re: Off Panhard bar Re: the Rover DeDion. It's been a while since I was under my brother's 2000TC, so I cannot remember how it was set up, but I can tell you I have never driven anything, before or since, that cornered and handled like that car! It was BEAUITIFUL- it would carve through corners at 110MPH (wide open) that other cars fought with at 80. You could cruise all day in it without getting tired. Fixing the brakes was another story, and it was impossible to remove either engine or tranny separately - when he knocked the bendix off the starter it was a 2 day job to retrieve it and replace it - generally a most miserable thing to work on. ------------------------------ From: ECMnut@xxx.com Date: Sat, 13 Mar 1999 21:52:12 EST Subject: Re: Off Panhard bar In a message dated 3/13/99 9:17:57 PM Eastern Standard Time, nacelp@xxx.net writes: > Big Snip > >An a arm is not a Watts linkage. A Watts linkage resembles a Panhard bar > >with a bellcrank in the center. The bellcrank should be attached to the > >chassis and the two rods attached to either end of the axle. The rods are > >parallel to the axle in their normal position. > > Why would it matter if crank on axle or chassis?. Or just for unsprung > weight, > differences. Sorry, just got into this thread. Don't know if it is street or race flavor. Many moons ago, I built a pro street vega with a 36w" rear, watts link, coil-overs & ladder bars. I drove it all over the place after it was first completed, and the watts link always seemed so fragile.. It was a Comp Engineering part from Summit Racing. The pivot 'thingie was centered on the diff, and the rods went out to each fram rail. The rails were 22-24 inches apart One good chuckhole, and I was taking up the rear sheet metal to get to it with a welder. I replaced it with a panhard bar and forgot about it. Again, it was a street driven car, so it was subject to running over debris, speed bumps, slow kids, etc.. MV ------------------------------ From: "Clarence L.Snyder" Date: Sat, 13 Mar 1999 22:04:54 -0500 Subject: Re: [M] Alterpower alternator charging control switch > And, let's don't forget what 1 or 2 less volts will surely do to injector > opening characteristics!! A hole inna piston will lose a lot more HP and $$ > than a damn alternator shut-off will ever gain! > > Greg > True, but a properly designed EFI will compensate quite nicely - ever hear of Peak and Hold injectors? They only require a fraction of the available juice to operate reliably. Also, many saturated type injectors run on 3 volts - the "ballast resistor" in the circuit absorbs the rest. That said, I still say this device is close to useless in the real world. - whether street or track. ------------------------------ From: Clarence Wood Date: Sat, 13 Mar 1999 13:33:39 -0600 Subject: Re: Bosch Fuel Pump Thanks! Sounds like the same type pump. The circular number on mine is 014 and it has made in Germany. If you have time, could you tell me how you flow test a FP? Do you need to use fuel, or is water or some other liquid safe to use? At 01:14 PM 3/13/99 -0800, you wrote: >I pulled a Bosch pump off a Ford Bronco 4x4. It was located in the frame >rail >at about the drivers feet area. I understand that there is another pump >in the tank to feed this one. A low pressure feeding the high pressure. >Don't know what it had for an engine, as most of the truck was gone. > >The numbers from this pump are similar to yours: > >Bosch 9 580 810-002 >12V 927(circled) 847-28 Made in USA >E6EF-9350-AA 8G28 > >I've a feeling that some of these numbers are lot #'s, plant #'s, >line #'s and/or date codes. > >It has a threaded outlet and a formed inlet. I'll be doing a flow >test on it soon. When that's done, I'll post the info. > >HTH > >BobR. > > >Clarence Wood wrote: >> >> Can anybody give me any information on the following Bosch pump, or how to find out about the pump? >> >> Bosch:9 580 810 020 >> 12V. 562-10 >> E7TF.9350.AA 5B10 >> >> Thanks, >> Clarence >> >> IZCC #3426 >> 1982 280ZX Turbo GL >> 1966 El Camino >> 1982 Yamaha Maxim XJ-1101J Motorcycle >> 1975 Honda CB750 SS (black engine) >> 1986 Snapper Comet lawn mower >> Clarence Wood >> Software&Such... >> clarencewood@xxx.net >> Savannah, TN. > > ------------------------------ From: Tom Sharpe Date: Sat, 13 Mar 1999 21:13:57 -0600 Subject: intel If you are into ECC-IV. If you have bandwidth. it's 2Meg!!!! Go to pg 93. ftp://download.intel.com/design/MCS96/applnots/27006102.pdf Go to pg 93. I have it and will post pieces as I digest them. There is example, commented code from Intel to do engine management with the 8096 (ECC-IV?) chip. ------------------------------ From: "Clarence L.Snyder" Date: Sat, 13 Mar 1999 22:17:30 -0500 Subject: Re: exhaust system idea Sounds like the "cutout" on a friend's old '55 chevy. ------------------------------ From: "David A. Cooley" Date: Sat, 13 Mar 1999 22:16:57 -0500 Subject: Re: Fuel tuning... At 09:06 PM 3/13/99 -0500, you wrote: >Hi Dave, >can you get to the fuel tables? >How about a cat-back system.. >If the LV8 maxes out at 255, you are almost >there. Maybe a huge funny car style >Enderlie bug-cather stickin through the hood >could get ya past the 255 mark.. 8-) >Sorry, just a thought.. Hehe.. I've got the fuel tables... Just not sure where to start... PE VS RPM, PE VS Temp, plenty of tables... =========================================================== 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: "David A. Cooley" Date: Sat, 13 Mar 1999 22:19:38 -0500 Subject: Re: Fuel tuning... At 09:06 PM 3/13/99 -0500, you wrote: >Hi Dave, >can you get to the fuel tables? >How about a cat-back system.. >If the LV8 maxes out at 255, you are almost >there. Maybe a huge funny car style >Enderlie bug-cather stickin through the hood >could get ya past the 255 mark.. 8-) >Sorry, just a thought.. Actually, just thinking after I sent the first reply... these numbers were taken with the stock exhaust, but a 2 1/2" walker Ultra-Flow... About 3 weeks ago I had the resonator after the cat removed and replaced all the pipe from the cat to the muffler with 2 1/2... Guess I need to look at a couple more runs and see what I get! =========================================================== 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: "Bruce Plecan" Date: Sat, 13 Mar 1999 22:39:44 -0500 Subject: Re: Fuel tuning... - -----Original Message----- From: David A. Cooley To: diy_efi@xxx.edu> Date: Saturday, March 13, 1999 10:32 PM Subject: Re: Fuel tuning... ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Sat, 13 Mar 1999 20:39:40 -0700 Subject: Re: Off Panhard bar >Re: the Rover DeDion. >It's been a while since I was under my brother's 2000TC, so I cannot >remember how it was set up, but I can tell you I have never driven >anything, before or since, that cornered and handled like that car! It >was BEAUITIFUL- it would carve through corners at 110MPH (wide open) >that other cars fought with at 80. You could cruise all day in it >without getting tired. >Fixing the brakes was another story, and it was impossible to remove >either engine or tranny separately - when he knocked the bendix off the >starter it was a 2 day job to retrieve it and replace it - generally a >most miserable thing to work on. They WERE sweet to drive, weren't they?? Like I say--If I ever win the lotto and build a Cobra replicar, I would try to figure a way to put a (way beefier) version of that suspension under that back end of it!! Greg ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Sat, 13 Mar 1999 20:41:35 -0700 Subject: Re: exhaust system idea >On Sat, 13 Mar 1999, Greg Hermann wrote: > >> Nothing new under the sun is the name of this game--This sort of a set-up >> used to be called either a "cut-out" or "lake-pipes" (as in the dry lakes >> in the desert in California). Illegal in lots of jurisdictions, but prolly >> not a lot of cops any more who would have a clue what was going on OR that >> they are illegal! >> >Don't know about your area, but here the cops are all busy filling out >forms, sleeping in the photoradar van or guarding the Hefties, so if you >stay away from these areas you would be safe. Yeah--and with cutouts on a turbomobile, I doubt they would have a clue that they should look for cut-outs. Not quite as obvious as cut-outs on something like a medium riser 427 FE!! Greg ------------------------------ From: bearbvd@xxx.net (Greg Hermann) Date: Sat, 13 Mar 1999 20:45:07 -0700 Subject: Re: hp loss >On Sat, 13 Mar 1999, Greg Hermann wrote: > >> >> A twelve bolt and a Dana 60 both have about half of the pinion axis drop >> below the centerline that the Ford 9 does. Guess would be that a 12 bolt >> ring is nearly as strong as a 9, Dana 60 is a BUNCH tougher--but neither >> has the nose bearing for the pinion--which adds a LOT of stability to the >> gear mesh under load. (If you doubt the significance of the nose bearing >> for taking heavy torque loads well, check out the design of any heavy truck >> or heavy equipment center section, Rockwell, Eaton, ZF, anybody's1) >> >The pinion nose bearing is a feature of many medium duty axles [as is a >bronze thrust block for the back of the ring gear, another good idea] but >in the Ford 8-8 3/4-9-and 9 3/8 inch axles, it is needed to offset the >weakening effect of the very close placement of the pinion bearings, IMO. I think mebbe the horse came before the cart on that one--with the nose bearing, the front pinion bearings CAN be closer together, so they put them that way--The bearings on GM or Dana style asle HAVE to be further apart-- The main pinion bearings on the big Rockwells and Eatons are fairly close together, too. And--yes--the bronze thrust block helps stabilize the gear mesh a lot too! Regards, Greg ------------------------------ From: "Clarence L.Snyder" Date: Sat, 13 Mar 1999 22:50:51 -0500 Subject: Re: Off Panhard bar I saw something not long ago about some hot machine using a DeDion. Can't remember what or where, but I was a bit surprised. That 2000TC was a poor mans XJ6. ------------------------------ From: bailey@xxx.) Date: Sat, 13 Mar 1999 22:52:53 -0500 Subject: Re: Fuel tuning... >I'm going by the O2 voltage readings... I know the Buick GN guys like to >shoot for 780-820mV at WOT, but not sure if that applies here or not. Be careful with those numbers they are from the old OTC equipment and those other scantools that are set up the same. When read on a Diacom the reading would be about 890 to 930 . . . Bob Bailey 86 GN 96 Impala SS (both are turbocharged) ------------------------------ From: ECMnut@xxx.com Date: Sat, 13 Mar 1999 23:01:52 EST Subject: Re: Fuel tuning... In a message dated 3/13/99 10:26:41 PM Eastern Standard Time, n5xmt@xxx.net writes: > 've got the fuel tables... Just not sure where to start... > PE VS RPM, PE VS Temp, plenty of tables... eenie meenie mynee moe...... PE vs RPM it is! Isn't there something that factors MAF & RPM that you can tweak? I'm a MAP head, but removing a little fuel at high rpm can't be that hard... Sorry that was as much help as the bug-catcher.. Mike V ------------------------------ From: "soren" Date: Sat, 13 Mar 1999 21:05:45 -0800 Subject: Re: Bosch pump # > >> Just to supplement some part number info, an inline Bosch unit from an >> '84 VW GTi works well when used as a booster pump for forced-induction >> applications. >> >> Bosch inline hi-pressure fuel pump # 0 580 254 957. > >Does anyone have numbers for big Bosch pumps?? something that will handle >550-600 Hp?? I have a place to buy them but no specifications except make, >year and model... HELP.. And some more numbers to add to the list: 0 580 254 996. I bought this one used; it was on some Honda running 20 psi of boost, supposedly supports up to 450 hp. It sounds like we really need to find a table of part #/specs for these pumps. Soren ------------------------------ From: James Weiler Date: Sat, 13 Mar 1999 22:19:12 -0800 (PST) Subject: Re: exhaust system idea OK legal issues, I didn't think about that part.....uhm, how about only a parial bypass then. What I mean is that the pipe with the butterfly valve would protrude deep into the muffler such that most of the baffling would be bypassed but not all of it. Does this make sense? Guess I need to know what the noise limits are for my area and go from there. Need to add a decibal meter to my wish list. thanks to all who replied, later jw On Sat, 13 Mar 1999, Greg Hermann wrote: > >On Sat, 13 Mar 1999, Greg Hermann wrote: > > > >> Nothing new under the sun is the name of this game--This sort of a set-up > >> used to be called either a "cut-out" or "lake-pipes" (as in the dry lakes > >> in the desert in California). Illegal in lots of jurisdictions, but prolly > >> not a lot of cops any more who would have a clue what was going on OR that > >> they are illegal! > >> > >Don't know about your area, but here the cops are all busy filling out > >forms, sleeping in the photoradar van or guarding the Hefties, so if you > >stay away from these areas you would be safe. > > Yeah--and with cutouts on a turbomobile, I doubt they would have a clue > that they should look for cut-outs. Not quite as obvious as cut-outs on > something like a medium riser 427 FE!! > > Greg > > > ------------------------------ From: R Mehta Date: Sat, 13 Mar 1999 23:39:14 -0800 (PST) Subject: JECS (Nissan 88 300ZX Turbo..) question..(novice with a RomMax EEPROM Programmer ) Well from the web I've found some info on the Jecs/Bosch system in my project Z.. This is the situation.. 1988 Nissan 300ZX turbo installing 400 cc injectors .. Stock ones are 260 cc Ecu box is already socketed.. and factory prom copied to my pc.. (installed *bigger* turbo, intercooler etc etc need to fix up timing, fuel etc etc) 1) Where to get a disassembler to make any sense of the bin file.. ? 2) CPU Info.. I see inside: Hitachi HD6802WC Hitachi HD46510CP Some other thing MB672175 8735 E06?? 3) Any info to cure my newbieness..! I know Jim Wolf Tech makes a new EEPROM for the car but I really want to tune/nuke the thing myself..(project car) thanks all!! BombS Away!! _________________________________________________________ DO YOU YAHOO!? Get your free @xxx.com ------------------------------ From: m.cortecchia@xxx.it (Marco Cortecchia) Date: Sun, 14 Mar 1999 10:05:56 +0100 Subject: Re: JECS (Nissan 88 300ZX Turbo..) question..(novice with a RomMax EEPROM Programmer ) At 11:39 PM 3/13/99 -0800, you wrote: >Well from the web I've found some info on the Jecs/Bosch system in my >project Z.. This is the situation.. > >1988 Nissan 300ZX turbo > >installing 400 cc injectors .. Stock ones are 260 cc >Ecu box is already socketed.. and factory prom copied to my pc.. >(installed *bigger* turbo, intercooler etc etc need to fix up timing, >fuel etc etc) > >1) Where to get a disassembler to make any sense of the bin file.. ? > >2) CPU Info.. I see inside: > >Hitachi HD6802WC >Hitachi HD46510CP >Some other thing MB672175 8735 E06?? > >3) Any info to cure my newbieness..! > >I know Jim Wolf Tech makes a new EEPROM for the car but I really want >to tune/nuke the thing myself..(project car) > >thanks all!! BombS Away!! We have tools for ECU tuning , You don't need disassemble the BIN file , but You can work directly on the maps , using our SoftWare and EPROM EMulator . Try connect to : www.3wad.com/efi/ Regards MARCO CORTECCHIA ( SoftWare developer ) Via Bellini 70/A 40026 - Imola ( BO ) ITALIA Tel/Fax : +39-(0)542-681936 m.cortecchia@xxx.it www.3wad.com/efi ------------------------------ End of DIY_EFI Digest V4 #167 ***************************** 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".