DIY_EFI Digest Saturday, March 27 1999 Volume 04 : Number 196 In this issue: Siemens Injectors Re: Holley to GM EFI Re: identifying a Chevy 350 block and Trans Re: 454 TBI for 350 Re: MAF airflow numbers Re: 454 TBI for 350 Re: Holley to GM EFI Re: 454 TBI for 350 Re: 454 TBI for 350 Re: diy flow bench RE: identifying a Chevy 350 block and Trans FW: Hobbes Performance Engineering (http://spbted.gtri.gatech.edu/hpe/hpe.html) RE: MAF airflow numbers Re: 454 TBI for 350 Re: Holley to GM EFI Re: identifying a Chevy 350 block and Trans Re: A '747 for ignition only (tested) Re: Holley to GM EFI Re: A '747 for ignition only (tested) Nitrous Re: MAF airflow numbers Re: identifying a Chevy 350 block and Trans Re: identifying a Chevy 350 block and Trans OOOPPSS!! MAF airflow numbers Re: MAF airflow numbers Re: EFI Intake Conversion (1 of 2) Re: EFI Intake Conversion (1 of 2) AW: diy flow bench Re: O2 Sensor Current? See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Fri, 26 Mar 1999 15:58:08 PST From: "David Sagers" Subject: Siemens Injectors Has anyone ever used Siemens Injectors? What kind of quality, and are they priced fairly? Get Your Private, Free Email at http://www.hotmail.com ------------------------------ Date: Fri, 26 Mar 1999 19:31:35 -0500 From: "Bruce Plecan" Subject: Re: Holley to GM EFI - -----Original Message----- From: Vinnie Moscaritolo To: diy_efi Date: Friday, March 26, 1999 5:33 PM Subject: Holley to GM EFI Personally I'd just go to a junk yard and get a gm TB with a IAC, then use all gm stuff, for the system. Then use a 1227747 gm ecm, for more info on the 747 look for the stuff on programming 101. Bruce >Hi; > >I was thinking about converting my Holley EFI TBI unit (the old >analog 2bbl) to work with the GM ECU. As I understand this is what >Howell does, but they use an idle air control unit instead of the >solenoid that Holley uses. > >I have a few questions that the list might be able to help with. > >Can someone tell about Howells idle air control ? >Where can I get one to make my Holley (2bbl) compatible? >Is the GM ECU a good idea? > >I am using it on a International Harvester 304 and I have modified a >manifold to accept the TBI unit directly, Although I might mount a >1" spacer under the TBI to give it more clearance. I hear that this >is good for low end power, since the IH motor only revs about 4000 >rpm I think this would be fine. but I would like to know if this is >an OK idea? > >thanks again. > ------------------------------ Date: Fri, 26 Mar 1999 19:27:09 -0500 From: Shannen Durphey Subject: Re: identifying a Chevy 350 block and Trans Forgive me for butting in. I have a mystery s.b. chevy head I need identified. If you or anyone else can help, the casting # appears to be 8973370. TIA Shannen David wrote: > > Ted, > > If you can give me the casting numbers on the block, heads, intake, etc., I > can look them up and tell you more about the engine. > > David Edwards > > -----Original Message----- > From: Stowe, Ted-SEA > To: 'diy_efi@xxx.edu> > Date: Friday, March 26, 1999 11:38 AM > Subject: identifying a Chevy 350 block and Trans > > |hi. I just bought a jag with a Chevy 350 engine and Chevy trans. > | > |it is a constrained motor with what looks like a single barrel Rochester > and > |those rams horn exhaust manifolds. but I believe the manifolds need to stay > |there to fit in the engine compartment. The engine might have some height > |restrictions maybe that's why that carb is there. > | > | > |I would like to identify the engine for tune up purposes. Also the egr > valve > |is disconnected, and there are the usual 2-3 plugged up vacuum ports on the > |carb and manifold. I believe that having a working egr valve is a good > |thing, exactly where was that attached ? > | > |thanks, Ted Stowe > | ------------------------------ Date: Fri, 26 Mar 1999 19:36:50 -0500 From: Shannen Durphey Subject: Re: 454 TBI for 350 Bruce Plecan wrote: > > -----Original Message----- > From: David J Kennedy > To: diy_efi@xxx.edu> > Date: Friday, March 26, 1999 12:52 PM > Subject: Re: 454 TBI for 350 > > I'm assuming this is a truck application: > The give away BBC to SBC TBs is the BBC has 2" butterflies, and the SBC have > 1.8"s. > Some variances in connetors for TPS. Large and not so large injectors, for > BBC Early bigger. > MAP, CTS, all the same. 87-91 all were 747s, > Bruce Some 454 pickups this vintage used the 748 ecm. Shannen > > I was wondering the opposite, I have a TBI 350 (1989) and would someday > like to step up to the 454. What I want to know is what can I keep of my > current TBI set up. Will I just need the 454 throttle body? It'd be great > if I could keep all my sensors/ecm and just move them to their new homes > on a big block. > I'd offer a trade, but I am not ready for that project yet- I don't > think:) > David Kennedy ------------------------------ Date: Fri, 26 Mar 1999 19:38:37 -0500 From: "Bruce Plecan" Subject: Re: MAF airflow numbers - -----Original Message----- From: A70Duster@xxx.com> To: diy_efi@xxx.edu> Date: Friday, March 26, 1999 5:02 PM Subject: MAF airflow numbers Don't "we" need volume?. I'm missing something about how velocity equates to CFM?. Bruce >The test was done at an elevation of 5300 ft. at a temp of 69 F. I couldn't >draw any more air from the setup. That's why it stops at 2.19 volts (sorry). >I measured feet per minute from the aneometer. > >Ane. MAF >FPM volts > >113 0.200 >145 0.300 >187 0.470 >228 0.605 >251 0.665 >270 0.720 >420 0.995 >481 1.085 >580 1.210 >605 1.245 >710 1.375 >840 1.515 >920 1.595 >1170 1.770 >1220 1.805 >1530 2.025 >1810 2.190 > >Plot the data.... It looks parabolicish to me :) > >See ya, > >Mike > ------------------------------ Date: Fri, 26 Mar 1999 19:49:28 -0800 From: "Walter Sherwin" Subject: Re: 454 TBI for 350 >I have recently acquired a throttle body for an 89 GMC pickup with >a 454 in it. I plan on using it on a 76 Chevy 350 in a 1/2 ton 4x4. I >don't know if I could use this throttle body using the bin for a 350 >engine or not. Hopefully I will be receiving a programmer so I could >reset some values but don't know what to reset to. I am certain >that the injectors will flow more fuel than is needed during normal >driving but will need that extra during WOT because the throttle >body flows more air also. I could use some expertise on this >project. I will be using the well known 7747 computer. > I just got home from a marathon injector testing spree, on a friend's injector flow bench (what a coincidence). Your 89 454 TBI probably has two injectors marked either 5235231 (service part number 17111784) or 17084304 (service part number 17112560)??? You would save yourself a lot of programming headaches by switching to a good 350 TBI injector like the 5235206 (service part number 17112493). Don't worry about the additional top-end airflow from the BBC TBI casting ontop of your SBC. You can deal with that through the program. Of course my friend said I seemed "high" after 6 hours of fumes, so take this for what it's worth :) Walt. ------------------------------ Date: Fri, 26 Mar 1999 19:44:53 -0500 From: Shannen Durphey Subject: Re: Holley to GM EFI Vinnie Moscaritolo wrote: > > Hi; > > I was thinking about converting my Holley EFI TBI unit (the old > analog 2bbl) to work with the GM ECU. As I understand this is what > Howell does, but they use an idle air control unit instead of the > solenoid that Holley uses. > > I have a few questions that the list might be able to help with. > > Can someone tell about Howells idle air control ? > Where can I get one to make my Holley (2bbl) compatible? > Is the GM ECU a good idea? > I believe Howell uses a GM IAC motor and machines the TB to accept it. Junkyard or GM dealer I think so. Shannen ------------------------------ Date: Fri, 26 Mar 1999 20:01:17 -0800 From: "Walter Sherwin" Subject: Re: 454 TBI for 350 >I was wondering the opposite, I have a TBI 350 (1989) and would someday >like to step up to the 454. What I want to know is what can I keep of my >current TBI set up. Will I just need the 454 throttle body? It'd be great >if I could keep all my sensors/ecm and just move them to their new homes >on a big block. >I'd offer a trade, but I am not ready for that project yet- I don't >think:) >David Kennedy Yes, keep everything you have and seek out a 454 TBI. The 454 has 52mm (2.05") throttle blades. Make sure that it has injector pairs marked as either 5235231 or 5235134 or 17084304, and you will be smiling while enjoying your 454. Walt. ------------------------------ Date: Fri, 26 Mar 1999 20:18:06 -0500 From: "Bruce Plecan" Subject: Re: 454 TBI for 350 - -----Original Message----- From: Shannen Durphey To: diy_efi@xxx.edu> Date: Friday, March 26, 1999 8:05 PM Subject: Re: 454 TBI for 350 Hmm. your right 91 BBC used the 748. Bruce >Bruce Plecan wrote: >> >> -----Original Message----- >> From: David J Kennedy >> To: diy_efi@xxx.edu> >> Date: Friday, March 26, 1999 12:52 PM >> Subject: Re: 454 TBI for 350 >> >> I'm assuming this is a truck application: >> The give away BBC to SBC TBs is the BBC has 2" butterflies, and the SBC have >> 1.8"s. >> Some variances in connetors for TPS. Large and not so large injectors, for >> BBC Early bigger. >> MAP, CTS, all the same. 87-91 all were 747s, >> Bruce > >Some 454 pickups this vintage used the 748 ecm. >Shannen > > >> >> I was wondering the opposite, I have a TBI 350 (1989) and would someday >> like to step up to the 454. What I want to know is what can I keep of my >> current TBI set up. Will I just need the 454 throttle body? It'd be great >> if I could keep all my sensors/ecm and just move them to their new homes >> on a big block. >> I'd offer a trade, but I am not ready for that project yet- I don't >> think:) >> David Kennedy > ------------------------------ Date: Fri, 26 Mar 1999 20:15:26 EST From: WLundquist@xxx.com Subject: Re: diy flow bench Matt, If you are interested in a diy flowbench Popular Hotting had a two part story on building a very good flow bench. The articles were dated Sept. 93 and Oct. 93. I know it is accurate as I have built a 600 cfm version and am very pleased with the results. Cost was about $700. Another style of flowbench was articled in Mopar Tech Special issue #7. It would be cheaper but I don't know how accurate it would be. Hope this helps. If you can't find the articles I would be glad to send you my drawing of the flowbench. TIA Wayne ------------------------------ Date: Fri, 26 Mar 1999 20:27:04 -0500 From: "Gwyn Reedy" Subject: RE: identifying a Chevy 350 block and Trans I don't follow your logic, Clarence. I have two C-50 Chevy trucks with 350 engines and both have 2 barrel Rochesters. Dunno how many bolts on the main caps, tho. Gwyn Reedy Brandon, Florida mailto:mgr@xxx.com > -----Original Message----- > From: owner-diy_efi@xxx.edu > [mailto:owner-diy_efi@xxx.edu]On Behalf Of Clarence > L.Snyder > Sent: Friday, March 26, 1999 1:47 PM > To: diy_efi@xxx.edu > Subject: Re: identifying a Chevy 350 block and Trans > > > > t is a constrained motor with what looks like a single barrel > Rochester and > > those rams horn exhaust manifolds. but I believe the manifolds > need to stay > > there to fit in the engine compartment. The engine might have > some height > > restrictions maybe that's why that carb is there. > > I've never seen a single barrel carb on a small-block chevy. My guess > would be a standard rochester 2 bbl, meaning the engine is NOT from a > truck and is not a 4 bolt main, in all likelihood. > ------------------------------ Date: Fri, 26 Mar 1999 19:05:43 -0700 From: Marc Piccioni Subject: FW: Hobbes Performance Engineering (http://spbted.gtri.gatech.edu/hpe/hpe.html) - ---------- From: Piccioni, Marc[SMTP:marc.piccioni@xxx.com] Sent: March 26, 1999 4:35 PM To: 'HOME' Subject: Hobbes Performance Engineering (http://spbted.gtri.gatech.edu/hpe /hpe.html) <> http://spbted.gtri.gatech.edu/hpe/hpe.html begin 600 Hobbes Performance Engineering.url M6TEN=&5R;F5T4VAO Subject: RE: MAF airflow numbers Which MAF were you using ? - ---------- From: A70Duster@xxx.com] Sent: March 26, 1999 2:39 PM To: diy_efi@xxx.edu Subject: MAF airflow numbers The test was done at an elevation of 5300 ft. at a temp of 69 F. I couldn't draw any more air from the setup. That's why it stops at 2.19 volts (sorry). I measured feet per minute from the aneometer. Ane. MAF FPM volts 113 0.200 145 0.300 187 0.470 228 0.605 251 0.665 270 0.720 420 0.995 481 1.085 580 1.210 605 1.245 710 1.375 840 1.515 920 1.595 1170 1.770 1220 1.805 1530 2.025 1810 2.190 Plot the data.... It looks parabolicish to me :) See ya, Mike begin 600 WINMAIL.DAT M>)\^(@("`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`" $```"````% ````,``# %````"P`/#@`````"`?\/ M`0```%L`````````@2L?I+ZC$!F=;@#=`0]4`@````!D:7E?969I0&5S;"YE M;F`!H``0```!0```!215!/ M4E0N25!-+DY/5$4N3D12`$ `,@"@8/HZ]G>^`0,`! P``````P`%#/____\# M`!4,````$ ,`_@\&````'@`!$ $```!$````3F\@=')A;G-P;W)T('!R;W9I M9&5R('=A``$P`0```"$````G9&EY7V5F:4!E5]E9FE 97-L+F5N9RYO:&EO+7-T871E+F5D=0!33510 M`&1I>5]E9FE 97-L+F5N9RYO:&EO+7-T871E+F5D=0``'@xxx.@$````A```` M)V1I>5]E9FE 97-L+F5N9RYO:&EO+7-T871E+F5D=2<``````@xxx.@$````D M````4TU44#I$25E?149)0$533"Y%3D`!H``0````@```!)4$TN3D]4 M10,`%0P!`````P#^#P8````>``$P`0```"$````G9&EY7V5F:4!E`' ``0```!@```!213H@34%& M(&%I`!X,`0````4```!33510`````!X`'PP!````& ```&UP:6-C M:6]N:4!A='1C86YA9&$N;F5T``,`!A N5H1D`P`'$.0!```>``@0`0```&4` M``!72$E#2$U!1E=%4D593U554TE.1S\M+2TM+2TM+2TM1E)/33I!-S!$55-4 M15) 04],0T]-4TU44#I!-S!$55-415) 04],0T]-4T5.5#I-05)#2#(V+#$Y M.3DR.C,Y4$U43SI$``````(!"1 !````10,``$$#``!1!@``3%I&=9<?,C4U`H '"H$-L0M@;F5\-P&E !Y C)Z )\&2DN_PJ%07 '@#WP"' )@#_@">#=!4!P!)!#``N =1/00YA]`'!E`W 1 MP 201T8*A4'O/D! $#C6"H5&+M FDT9SYPJ&)J(*A3$Q%% FHB:3W# N`= * M=B `-4[Z/[%I3E8X-T[Z-";P"H4RK#(X3OH[P#53!C4`4'U3NC94AR;P3OH! MP0J%-$\,`4\)+D!4AC0X52DQ:"XP.%2&-1^06>HROQK "H5485M[4& *A3<: MP.E9ZC,W5(8X("):"%40_52&.5@Z8,%9)T[ 5J5:@/HW4N=48B"G9="H50%S %0$/R9#1@89XN:9%!405 %S!O:P0@ M_PJQ`: &\!R@xxx.VX58B]3 M<"&7"H46P0!R``````,`$! ``````P`1$ ````! `` Subject: Re: 454 TBI for 350 > >Hmm. your right 91 BBC used the 748. >Bruce > > Actually, some of the 91's were 16147060 (auto with MT1, of course). Walt. ------------------------------ Date: Fri, 26 Mar 1999 21:50:11 -0800 From: "Walter Sherwin" Subject: Re: Holley to GM EFI > >Can someone tell about Howells idle air control ? >Where can I get one to make my Holley (2bbl) compatible? >Is the GM ECU a good idea? > The Howell/Holley IAC's are GM/Chrysler compatible. In days of old, castings were machined and/or modified for same. But, now Holley casts them with the IAC in mind. Why not give Howell a call. He's got lots of other "stuff" you may also need?! Walt. ------------------------------ Date: Fri, 26 Mar 1999 21:46:08 -0500 From: Shannen Durphey Subject: Re: identifying a Chevy 350 block and Trans Vintage 73 with governed carbs, yes? Shannen Gwyn Reedy wrote: > > I don't follow your logic, Clarence. > > I have two C-50 Chevy trucks with 350 engines and both have 2 barrel > Rochesters. Dunno how many bolts on the main caps, tho. > > Gwyn Reedy > Brandon, Florida > mailto:mgr@xxx.com > > > -----Original Message----- > > From: owner-diy_efi@xxx.edu > > [mailto:owner-diy_efi@xxx.edu]On Behalf Of Clarence > > L.Snyder > > Sent: Friday, March 26, 1999 1:47 PM > > To: diy_efi@xxx.edu > > Subject: Re: identifying a Chevy 350 block and Trans > > > > > > > t is a constrained motor with what looks like a single barrel > > Rochester and > > > those rams horn exhaust manifolds. but I believe the manifolds > > need to stay > > > there to fit in the engine compartment. The engine might have > > some height > > > restrictions maybe that's why that carb is there. > > > > I've never seen a single barrel carb on a small-block chevy. My guess > > would be a standard rochester 2 bbl, meaning the engine is NOT from a > > truck and is not a 4 bolt main, in all likelihood. > > ------------------------------ Date: Fri, 26 Mar 1999 21:07:12 -0800 From: rr Subject: Re: A '747 for ignition only (tested) Yes, I was concerned about the same. Without a moving TPS, I figured the least I might get is some substituted values that would throw things askew. It's an interesting test of the system, to say the least. The amazing part to me, was watching the ecm adjusting the BLM's and INT's, just like a tbi was there. I have some additional work to do, checking the max/mins on those. But the ecm was staying in closed loop & learn mode. I had thought that they would have topped/bottomed out, and put me in limp mode. Bruce, I'll get the bin off to you, if anyone else would like to get it, post or email. I don't think it would be a correct item for the 'incoming' site... (Being the odd-ball that it is) I'll be driving it some more this weekend. I plan on changing the bin a little, just need more time behind the wheel for some fine tuning/learning. BobR. rrauscher@xxx.com P.S. I really want to thank all the folks on this list, I wouldn't have had such success without all the contributions. >If ya wouldn't mind, I'd like a copy of the bin, just incase someone tries >this. >I was concerned that it would have been in limp home mode. >Interesting, that it works that well. >Bruce nacelp@xxx.net - -- ------------------------------ Date: Fri, 26 Mar 1999 19:32:41 +0000 From: "Fran and Bud" Subject: Re: Holley to GM EFI Machining the Holley 2bbl throttle body can be avoided by getting a housing from BDS, Kinsler, or ?? that accepts a 4 pin square connector GM IAC (20mm x1.5 thread) on one end and a 1/4 or 3/8 NPT on the end that connects to the manifold plenum. Very easy to drill/tap NPT - not so easy to machine TB to work with the IAC. The $ to buy the Kinsler parts wouldnt pay for much machine shop time at flat rate unless you have your own milling machine. Kinsler P/N 10662 Housing and 10663 Filter. Bud - ---------------------------------------------------------------------------- - ------------------------ >From: Vinnie Moscaritolo >To: diy_efi >Subject: Holley to GM EFI >Date: Fri, Mar 26, 1999, 10:01 PM > >Hi; > >I was thinking about converting my Holley EFI TBI unit (the old >analog 2bbl) to work with the GM ECU. As I understand this is what >Howell does, but they use an idle air control unit instead of the >solenoid that Holley uses. > >I have a few questions that the list might be able to help with. > >Can someone tell about Howells idle air control ? >Where can I get one to make my Holley (2bbl) compatible? >Is the GM ECU a good idea? > >I am using it on a International Harvester 304 and I have modified a >manifold to accept the TBI unit directly, Although I might mount a >1" spacer under the TBI to give it more clearance. I hear that this >is good for low end power, since the IH motor only revs about 4000 >rpm I think this would be fine. but I would like to know if this is >an OK idea? > >thanks again. ------------------------------ Date: Fri, 26 Mar 1999 22:10:33 +0000 From: steve ravet Subject: Re: A '747 for ignition only (tested) Putting it on the ftp site is no problem as long as it is labelled so people know what it is. - --steve rr wrote: > Bruce, I'll get the bin off to you, if anyone else would like > to get it, post or email. I don't think it would be a correct > item for the 'incoming' site... (Being the odd-ball that it is) - -- Steve Ravet ARM, INC steve.ravet@xxx.com www.arm.com ------------------------------ Date: Fri, 26 Mar 1999 23:50:42 EST From: WATCHmeDRV@xxx.com Subject: Nitrous Hi all I am a distributor for Compucar Nitrous Oxide Systems, if anyone on the lists would like a kit for their engine please e-mail me or leave a message on my voice mail an I will return your call ASAP 706-339-1687. Thanks DETROIT AMERSON ------------------------------ Date: Sat, 27 Mar 1999 00:07:21 -0500 From: "Clarence L.Snyder" Subject: Re: MAF airflow numbers > Don't "we" need volume?. I'm missing something about how velocity equates > to CFM?. velocity through a given area equates to a specific volume flow. if air flows 1 foot per minute through a one square foot hole, you have 1 cubic foot per minute. If you know the pressure you can calculate mass flow rate as well. ------------------------------ Date: Sat, 27 Mar 1999 00:12:57 -0500 From: "Clarence L.Snyder" Subject: Re: identifying a Chevy 350 block and Trans I don't follow your logic, Clarence. I have two C-50 Chevy trucks with 350 engines and both have 2 barrel Rochesters. Dunno how many bolts on the main caps, tho. Up here most 350 truck engines were 4bbl 4 bolt, very few if any 4 bolts had 2 bbls. There were undoubtably some 350 2 bbl trucks, and likely some 4bbl 2 bolt truck engines as well, but odds are in your favour of 4bbl truck engines to be 4 bolt, and also for 4 bbl 4 bolts to be truck engines. For putting out moderately serious power without extensive modifications, the truck engine lends itself well to the task. ------------------------------ Date: Sat, 27 Mar 1999 00:24:18 -0500 From: "Clarence L.Snyder" Subject: Re: identifying a Chevy 350 block and Trans > I have two C-50 Chevy trucks with 350 engines and both have 2 barrel > Rochesters. Dunno how many bolts on the main caps, tho. > > Up here most 350 truck engines were 4bbl 4 bolt, very few if any 4 bolts > had 2 bbls. There were undoubtably some 350 2 bbl trucks, and likely > some 4bbl 2 bolt truck engines as well, but odds are in your favour of > 4bbl truck engines to be 4 bolt, and also for 4 bbl 4 bolts to be truck > engines. For putting out moderately serious power without extensive > modifications, the truck engine lends itself well to the task. > One major exception to what I just stated is the medium duty truck engine with the BIG 2bbl and governor. I was thinking more Pick-up and van. A C50 350 would be the small engine for the C50 line - with the 427 and other big-block variants being more popular. This would be one of the possible 2bbl 4 bolt scenarios. ------------------------------ Date: Sat, 27 Mar 1999 00:22:12 EST From: A70Duster@xxx.com Subject: OOOPPSS!! MAF airflow numbers Sorry sorry, I did the test with a Bosch 2 7/8 inch diameter MAF. Multiply area of MAF sensor to FPM. Bosch numbers 365 17 1 a 0 280 213 009 10 005 877 ------------------------------ Date: Sat, 27 Mar 1999 00:57:44 -0500 From: "Bruce Plecan" Subject: Re: MAF airflow numbers - -----Original Message----- From: Clarence L.Snyder To: diy_efi@xxx.edu> Date: Saturday, March 27, 1999 12:39 AM Subject: Re: MAF airflow numbers Ya, fine, but all he gave was FPM Bruce >> Don't "we" need volume?. I'm missing something about how velocity equates >> to CFM?. >velocity through a given area equates to a specific volume flow. >if air flows 1 foot per minute through a one square foot hole, you have >1 cubic foot per minute. If you know the pressure you can calculate mass >flow rate as well. > ------------------------------ Date: Sat, 27 Mar 1999 00:23:21 -0600 From: DC Smith Subject: Re: EFI Intake Conversion (1 of 2) Hey Guys, I saw a neat little drill bit at a Accell or something, truck at the Craftsman Nationals last summer. It was a stepped injector drill bit, for cutting injector holes in intakes. Can't give you any more info than that I saw one and know they exist. Prolly nothing special, looked like a double ended, stepped, industrial type drill bit to me. Wish I could give you more info.. Dan Frederic Breitwieser wrote: > > > own bosses from 6061 tubing (27/32 O.D., why that size I don't know, may > > be it was supossed to be 7/8). The holes I drilled in the intake were > > Nope, prolly 27/32 is right for that tubing if you are > talking inside diameter - that's the right hole to drill if > you want to tap the tubing to 7/8, therefore that tubing was > for tie rods, suspension pieces, etc. > > Neat little useless fact :) > > > I finished to inside of the boss with a 14mm ream and lots of cutting > > fluid to make a smooth cut. > > Yeah, I ground a lot off too top and bottom. Not exactly > the way I want, but all eight injectors are the same height, > so right or wrong, its consistant. > > -- > 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) - -- *********************************************************************** Dan Smith 84 Regal 12.13@112 GSCA# 1459 St.Charles, Missouri mailto:dcsmith@xxx.net http://www.tetranet.net/users/morepoweral *********************************************************************** ------------------------------ Date: Fri, 26 Mar 1999 23:12:41 -0800 (PST) From: James Weiler Subject: Re: EFI Intake Conversion (1 of 2) I made myself one of these but now realize that it was unecessary. I used a 27/32 bit and had a friend with a lathe cut the tip down to 13 mm. Then used a grinding wheel to put a proper edge on the cutting surface. hope that made sense, jw On Sat, 27 Mar 1999, DC Smith wrote: > Hey Guys, > > I saw a neat little drill bit at a Accell or something, truck at the > Craftsman Nationals last summer. It was a stepped injector drill bit, > for cutting injector holes in intakes. Can't give you any more info than > that I saw one and know they exist. > Prolly nothing special, looked like a double ended, stepped, industrial > type drill bit to me. Wish I could give you more info.. > > Dan > > Frederic Breitwieser wrote: > > > > > own bosses from 6061 tubing (27/32 O.D., why that size I don't know, may > > > be it was supossed to be 7/8). The holes I drilled in the intake were > > > > Nope, prolly 27/32 is right for that tubing if you are > > talking inside diameter - that's the right hole to drill if > > you want to tap the tubing to 7/8, therefore that tubing was > > for tie rods, suspension pieces, etc. > > > > Neat little useless fact :) > > > > > I finished to inside of the boss with a 14mm ream and lots of cutting > > > fluid to make a smooth cut. > > > > Yeah, I ground a lot off too top and bottom. Not exactly > > the way I want, but all eight injectors are the same height, > > so right or wrong, its consistant. > > > > -- > > 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) > > -- > *********************************************************************** > Dan Smith 84 Regal 12.13@112 GSCA# 1459 > St.Charles, Missouri > mailto:dcsmith@xxx.net > http://www.tetranet.net/users/morepoweral > *********************************************************************** > ------------------------------ Date: Sat, 27 Mar 1999 09:53:44 -0000 From: "Rausch, Bernd" Subject: AW: diy flow bench Hi Wayne, I would be interested in your drawins, too. mfg b. rausch rausch netzwerktechnik - -----Ursprüngliche Nachricht----- Von: WLundquist@xxx.com] Gesendet am: Samstag, 27. März 1999 02:15 An: diy_efi@xxx.edu Betreff: Re: diy flow bench Matt, If you are interested in a diy flowbench Popular Hotting had a two part story on building a very good flow bench. The articles were dated Sept. 93 and Oct. 93. I know it is accurate as I have built a 600 cfm version and am very pleased with the results. Cost was about $700. Another style of flowbench was articled in Mopar Tech Special issue #7. It would be cheaper but I don't know how accurate it would be. Hope this helps. If you can't find the articles I would be glad to send you my drawing of the flowbench. TIA Wayne ------------------------------ Date: Sat, 27 Mar 1999 01:18:08 -0800 From: Ludis Langens Subject: Re: O2 Sensor Current? Thomas Martin wrote: > I did not see anything about the 27S181 on the http://www.cruzers.com/~ludis/ website, am I blind? Look at http://www.cruzers.com/~ludis/c3pinouts.html#16006630 To read (only!) this PROM, you can bend out pin 18, jumper it to VCC, and read it as a 2732. The reader/programmer will permute the other enable pins so that 1/4 of the dump will be the PROM contents. If you need it, the 2732 pinout is on the same page. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ End of DIY_EFI Digest V4 #196 ***************************** 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".