DIY_EFI Digest Thursday, April 1 1999 Volume 04 : Number 204 In this issue: Re: Shutting fuel off whie driving.......rpm limiter Re: Shutting fuel off whie driving. Re: Shutting fuel off whie driving. RE: Formulas... RE: Camshaft Selection Re: Shutting fuel off whie driving. Re: l-jet characteristics Re: Camshaft Selection Re: Formulas... Re: unknown computer Re: Shutting fuel off whie driving. Re: Chip for Northstar Re: Shutting fuel off whie driving. Re: Shutting fuel off whie driving. Re: Shutting fuel off whie driving. Re: Shutting fuel off whie driving. Re: unknown computer Re: l-jet characteristics RE: Formulas... Re: Formulas... Re: Shutting fuel off whie driving. Re: Shutting fuel off whie driving. Martin S Re: Chip for Northstar See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Thu, 01 Apr 1999 10:40:11 +1200 From: Simon Quested Subject: Re: Shutting fuel off whie driving.......rpm limiter Hi All I have an old analog ecu, MAP only, Batch fire, fires every time the coil fires. The 4 injectors are in parallel and 2 wires go from the injectors to the ecu I was thinking that if I use an rpm switch triggered from the -ve of the coil to control a power transistor (used as a switch) that is in the positive side of the injector feed this would give me an RPM limiter. Is stopping the fuel a good idea? >From what I have gathered most rev limiters kill the spark but the rpm switch I'm using triggers from the coil so if the spark gets killed the rpm switch will think there is 0 rpm. My only other option is to get the rpm signal from the dizzy but my dizzy is a Hall effect and I'm not to familiar with how to get a useful signal from it. Cheers  Simon +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Simon Quested Computer Engineer, Silicon Graphics & Windows NT Support LINCOLN UNIVERSITY OF NEW ZEALAND Phone (64)(03) 3252811 Ext. 8087 +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ The two most common elements in the universe are hydrogen and stupidity....... ------------------------------ Date: Wed, 31 Mar 1999 18:40:14 -0800 From: "Walter Sherwin" Subject: Re: Shutting fuel off whie driving. >>Flashing at this rate would not appear as constant. However, the pulse >>width at idle would be so short that we might not even see it flicker. In >>fact, the duty cycle will always be so low (12.5% max on 8 cyl) that the >LED >>will only ever appear dimly lit at best. >> >> > >When we talk duty cycle on any engine's injectors, is it the percentage of >open time to time between intake events or percentage of open time to closed >time regardless of RPM etc... >Reason I ask, is if my V6 is at 5200 RPM (see's it at least once a day!) >then it is running 5200/60/2 43.3 intake cycles per second or intake events >every 23.1ms. With a 23.1ms injector PW, that would be 100% duty cycle >correct? The English language is a terribly convoluted thing! "Injector Duty Cycle" by definition, is the ratio of the time during which the injector is asserted (ON), over the time during which it could be asserted (ON), irregardless of the engine's mechanical state. An injector's "Duty Cycle" is primarily applicable to "Control Theory", and as such one would be interested in "how much of the available time have I used versus the time that could be used?" Duty Meters, do not give an accurate representation of injector duty cycle. The calculation of "Injector Duty Cycle" will depend upon the software that is used in your application, and it's trigger sequence. If you have access to an oscilloscope, then this can be immediately deduced. There is no easy answer! You have to know the firing schedule of your individual injectors, before you can estimate the "Duty Cycle". Walt. ------------------------------ Date: Wed, 31 Mar 1999 18:52:22 -0800 From: "Walter Sherwin" Subject: Re: Shutting fuel off whie driving. >>>Flashing at this rate would not appear as constant. However, the pulse >>>width at idle would be so short that we might not even see it flicker. In >>>fact, the duty cycle will always be so low (12.5% max on 8 cyl) that the >>LED >>>will only ever appear dimly lit at best. >>> >>> >> >>When we talk duty cycle on any engine's injectors, is it the percentage of >>open time to time between intake events or percentage of open time to closed >>time regardless of RPM etc... > > >----------------------------------------------- > >>Reason I ask, is if my V6 is at 5200 RPM (see's it at least once a day!) >>then it is running 5200/60/2 43.3 intake cycles per second or intake events >>every 23.1ms. With a 23.1ms injector PW, that would be 100% duty cycle >>correct? > >YES--Dave, you are correct with this statement! > >Greg > Sorry Greg! Bzzzzztttttttt! Walt. ------------------------------ Date: Wed, 31 Mar 1999 17:58:29 -0600 From: "Form, Tom" Subject: RE: Formulas... 1 Kg has a weight of 2.205Lb when g=9.80m/s^2 sooooo 2.4642g/Sec * 1Kg/1000g = .002464Kg/Sec Then .002462Kg/Sec * 2.205Lb/1Kg = .005434Lb/Sec Then .005434Lb/sec * 60sec/1Minute = .326 Lb/Minute Then .326Lb/Min * 60Minutes/Hr = 19.56 Lb/Hr Swell beav, Tom - -----Original Message----- From: David A. Cooley [mailto:n5xmt@xxx.net] Sent: Wednesday, March 31, 1999 3:16 PM To: DIY_EFI Subject: Formulas... How many grams to a pound? Trying to convert my injectors flow rate (2.4642 G/Sec) to Lbs/hr... Thanks, Dave ------------------------------ Date: Wed, 31 Mar 1999 17:08:21 -0700 From: bearbvd@xxx.net (Greg Hermann) Subject: RE: Camshaft Selection >David, > >I'm running an old fashion Quadrajet. No electronics at all. (So why am I >talking about it on the DIY-EFI list? More engine expertise here than >anywhere else I've found.) > >Gwyn (W1BEL FYI) > >> Gwyn, >> Not sure what engine management you have (ECM etc) but the Ford, Chrysler >> and GM units have TONS of problems when you run Rhodes lifters.. Gwyn-- If you wanna spend a bit of money, and want more bottom end than you have now, and also a bunch more top end, convert the puppy to hydraulic rollers, with a rather short duration, but moderate lift cam, with fairly wide lobe centers. Maybe 202/208 @xxx.485 lift, (I , then e in both cases) with 112 degree lobe centers. A hydraulic roller grind with numbers like this would prolly break U-joints at will in the lower gears with enough weight in the bed of the truck (unless you upgrade to 1350's), and run STRONG up to about 4800 if you have enough intake and exhaust (but not too big a carby.) Run it straight up. Plus--an HR cam like this will ALSO get you somewhat better mileage (town and highway). (Although there is a certain assumption about position of right foot being made here!!) :-) Same sort of specs go for the guy who was talking about a cam for a 385 series Ford (429 cid) for a 4x4 the other day. For this one, mebbe try 113 degree lobe centers and two degrees advanced. (Shorter stroke here.) Regards, Greg ------------------------------ Date: Thu, 01 Apr 1999 10:19:52 +1000 From: Matt Boland Subject: Re: Shutting fuel off whie driving. Mike Brown wrote: > I think this is closer... > > 800 rpm / 8 cylinders = 100 rpm Doesn't matter how many cylinders you have, you will still be doin' 800rpm... They're all in parallel. - -- Matt Boland m.boland@xxx.au CSIRO Division of Exploration and Mining Phone: +61 7 3212-4482 PO Box 883 Kenmore Fax: +61 7 3212-4455 QLD 4069 Australia ------------------------------ Date: Wed, 31 Mar 1999 21:20:03 -0300 From: Ricardo Seixas Subject: Re: l-jet characteristics >Hi all, > >I have an Alfa 2.5V6 with Bosch L-Jet engine control. All this talk about >fuel shutoff at overrun (well 2 posts anyway), got me to ask the question: >Does L-Jet have this feature? I Have a 92 VW 2.0L with L-jet, the L-Jet cuts the fuel every 2 cycles when the throttle is closed, I've read this a few years ago, and the pulse width is reduced also, so a small mass of fuel is used just to keep the engine "alive". > >Also, does L-Jet have an idle control speed set point? that is, when a load >is present on the engine (like air-con, etc), does it try to speed up the >idle to compensate for the load? I know it has the idle air bypass (IAC?) >but isn't that just used on start up? In my car there's a solenoid to raise the rpm when the A/C is on. > >If it has the idle speed control, is that set anywhere? (apart form the >idle speed screw on the throttle body). I only know this one. Ricardo Seixas > >Thanks for any help and for setting me straight if I am way of the mark. > >Anthony >Sydney, Australia. > > ------------------------------ Date: Wed, 31 Mar 1999 19:20:52 -0500 From: Shannen Durphey Subject: Re: Camshaft Selection But you're planning to swap to EFI if all works out, yes? Shannen Gwyn Reedy wrote: > > David, > > I'm running an old fashion Quadrajet. No electronics at all. (So why am I > talking about it on the DIY-EFI list? More engine expertise here than > anywhere else I've found.) > > Gwyn (W1BEL FYI) > > > -----Original Message----- > > From: owner-diy_efi@xxx.edu > > [mailto:owner-diy_efi@xxx. > > Cooley > > Sent: Wednesday, March 31, 1999 11:55 AM > > To: diy_efi@xxx.edu > > Subject: Re: Camshaft Selection > > > > > > Gwyn, > > Not sure what engine management you have (ECM etc) but the Ford, Chrysler > > and GM units have TONS of problems when you run Rhodes lifters... Knock > > retard goes through the roof as they seem to resonate at the freq > > the Knock > > sensor likes to hear... > > Know plenty of people that put them in with a bigger cam and wound up > > tearing them out and going with standard lifters as it totally killed the > > performance due to the constantly retarded timing. > > ------------------------------ Date: Wed, 31 Mar 1999 16:30:02 -0800 From: "soren" Subject: Re: Formulas... >How many grams to a pound? >Trying to convert my injectors flow rate (2.4642 G/Sec) to Lbs/hr... >Thanks, >Dave You should go to www.joshmadison.com/software and download a program called "convert". I have found it to be indispensable, and use it for things ranging from automotive calculations to chemistry lab reports to cooking. Soren Rounds ------------------------------ Date: Wed, 31 Mar 1999 16:45:54 +0000 From: "Fran and Bud" Subject: Re: unknown computer Which reference book has this data? and where do you buy it? Bud - ---------- >From: Shannen Durphey >To: diy_efi@xxx.edu >Subject: Re: unknown computer >Date: Wed, Mar 31, 1999, 7:42 PM > >cwagner@xxx.net wrote: >> >> I was given a GM computer that was not labelled and don't know >> what kind it is. The EPROM chip has a label with ABYU on it. I >> could use some ideas on what computer it is and what it was used >> in and if it could be reprogramed easily. > >Found my reference book. ABYU/4317 and ABYU/9010 fit 1986 3.8l HO >(VIN 3) A body cars (Buick Century).ECM# is 1227148 >Shannen > ------------------------------ Date: Wed, 31 Mar 1999 17:10:37 -0800 From: Eric Aos Subject: Re: Shutting fuel off whie driving. > As an "electronocally challeged" participant, > I'd use a resistor and an led connected to the > injector harness. Not sure of the exact value. > If you have constant LED activity while accellerating, > but none during coast-down, you have your answer.. Here's a couple of links to Bowling's PW Measurement Circuits if anyone doesn't already have them :) http://sura1.jlab.org/~bowling/pwmeasure.html PIC based and http://sura1.jlab.org/~bowling/fieye.html Tri-Color LED ------------------------------ Date: Wed, 31 Mar 1999 19:31:24 -0600 From: Tom Sharpe Subject: Re: Chip for Northstar Frederic Breitwieser wrote: > > I did hook up the brake module which is the traction control and the > >abs control computer. I do not have any wheel inputs though. > > Well, that is probably your problem - the ECM does expect > it. I helped a friend transplant a Northstar into a Nova > (everything has been in this poor Nova LOL) and we had to > machine the spindles to accept the sensors, which we had. You can get the sensors from any AutoZone. It may take a while but the GM front drive wheel bearings (with hub and sensor attached) are mostly interchangeable and there is no core charge. Just find someone who needs new wheel bearings and offer a few bucks for the cores. I just put two on my Aurora and pitched the old ones. You might try GM also. Sharpe ------------------------------ Date: Wed, 31 Mar 1999 18:48:32 -0700 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: Shutting fuel off whie driving. >-----Original Message----- >From: Greg Hermann >To: diy_efi@xxx.edu> >Date: Wednesday, March 31, 1999 5:30 PM >Subject: Re: Shutting fuel off whie driving. > > >>>>Flashing at this rate would not appear as constant. However, the pulse >>>>width at idle would be so short that we might not even see it flicker. >In >>>>fact, the duty cycle will always be so low (12.5% max on 8 cyl) that the >>>LED >>>>will only ever appear dimly lit at best. >> >>>When we talk duty cycle on any engine's injectors, is it the percentage of >>>open time to time between intake events or percentage of open time to >closed >>>time regardless of RPM etc... >>----------------------------------------------- >>>Reason I ask, is if my V6 is at 5200 RPM (see's it at least once a day!) >>>then it is running 5200/60/2 43.3 intake cycles per second or intake >events >>>every 23.1ms. With a 23.1ms injector PW, that would be 100% duty cycle >>>correct? >> >>YES--Dave, you are correct with this statement! > >Uh, for SEFI, only right?. >Batch fire 1/2 of that. >Bruce OK--but what Steve said is correct! Duty cycle (a %) is = [TIME ON/(TIME ON + TIME OFF)] * 100. This applies across MANY knids of things--for instance lots of welders are rated at a given number of amps of welding current based on a given duty cycle. The duty cycle % number has not a thing to do with frequency of on and off! Regards, Greg ------------------------------ Date: Wed, 31 Mar 1999 20:53:34 -0800 From: "Walter Sherwin" Subject: Re: Shutting fuel off whie driving. >> >> >Flashing at this rate would not appear as constant. However, the pulse >> >width at idle would be so short that we might not even see it flicker. In >> >fact, the duty cycle will always be so low (12.5% max on 8 cyl) that the >> LED >> >will only ever appear dimly lit at best. >> > >> > >> >> When we talk duty cycle on any engine's injectors, is it the percentage of >> open time to time between intake events or percentage of open time to closed >> time regardless of RPM etc... >> Reason I ask, is if my V6 is at 5200 RPM (see's it at least once a day!) >> then it is running 5200/60/2 43.3 intake cycles per second or intake events >> every 23.1ms. With a 23.1ms injector PW, that would be 100% duty cycle >> correct? > >Yes. duty cycle is always "on time" as a percentage of "on time" plus >"off time". The fact that it's a car, and there's some kind of intake >event somewhere, does not bear on making duty cycle measurements. the >sum of on+off time does change with RPM, but the formula on/(on+off) >doesn't change. > >--steve Actually, no. Ponder many of the late model SEFI's (LS1 for example), or even some of the older OE stuff, and you'll see why. The injector's duty cycle is, by definition the "time that it is open versus the time that it could be open". Depending upon the software (OE or otherwise) this can be drastically different than what you are portraying, or what is relevant to the "Injector". Injector duty cycle is not a durability "thing", it is a control "thing". Walt. ------------------------------ Date: Wed, 31 Mar 1999 20:03:04 -0600 From: Tom Sharpe Subject: Re: Shutting fuel off whie driving. ECMnut@xxx.com wrote: > Hi Ben, > most efi systems do this. They 'blip' the injectors once in > a while to keep the cat fed (meow) but coast down usually > results in ijectors being shut off at rpms above 1500 or so. > HTH. MV Be sure to open the iac to slow the coast down . Tom S ------------------------------ Date: Wed, 31 Mar 1999 20:04:23 -0600 From: Tom Sharpe Subject: Re: Shutting fuel off whie driving. Frederic Breitwieser wrote: > > As an "electronocally challeged" participant, > > Being a non-electronically challenged participant, I will add... > > > I'd use a resistor and an led connected to the > > injector harness. Not sure of the exact value. > > A generic Radioshack LED with a 1K ohm resistor in series would > display light when the injector is fired, however even at idle, it > would be difficult to see it going on and off. Lets see why. > > Assume a V8. > On true sequential injection, one injector pulse per intake stroke, > would result in 50 injector pulses per rotation at an idle of 800 > RPM. 800 rpm / 8 cyls = 100, 100 / 2 (four stroke) = 50. > > At 800 RPM, the led would pulse at or about 50 hz, which your eye > really cannot see, and would view as constant illumination. > Flourescent lights actually flicker on and off 60 times a second, and > the light appears constant to most people, thus illustrating my point. > Add a capacitor???????????????????????????? Tom > > If you have constant LED activity while accellerating, > > but none during coast-down, you have your answer.. > > Often on deceleration, the injector just misses certain cycles, and is > not closed off entirely, therefore the LED would still be on more > often than not. > > And oscilloscope would help :) > > -- > > Frederic Breitwieser > Bridgeport CT 06606 > > 1993 Supercharged Lincoln Continental > 1989 HWMMV w/turbocharged 500cid Caddy > 1975 Dodge D200 Club Cab soon to have 431 stroker + turbos > 2000 (I hope) Buick GTP (Mid-Engined Sports Car) ------------------------------ Date: Wed, 31 Mar 1999 19:13:58 -0700 From: cwagner@xxx.net Subject: Re: unknown computer Date sent: Wed, 31 Mar 1999 14:42:19 -0500 From: Shannen Durphey To: diy_efi@xxx.edu Subject: Re: unknown computer Send reply to: diy_efi@xxx.edu > cwagner@xxx.net wrote: > > > > I was given a GM computer that was not labelled and don't know > > what kind it is. The EPROM chip has a label with ABYU on it. I > > could use some ideas on what computer it is and what it was used > > in and if it could be reprogramed easily. > > Found my reference book. ABYU/4317 and ABYU/9010 fit 1986 3.8l HO > (VIN 3) A body cars (Buick Century).ECM# is 1227148 > Shannen Would this lend itself to reprograming for any other type of engine like a straight six or even a V8? If not, could anybody use it for one of there projects? I might toy with the idea of maybe putting it to good use on an old Toyota engine out of a LandCruiser and put that engine in my Toyota for good drivability and economy. ------------------------------ Date: Thu, 1 Apr 1999 00:09:55 EST From: JCsDOOR@xxx.com Subject: Re: l-jet characteristics HI , YOU WILL FIND THAT THAT IAC VALVE WORKS ALL THE TIME, IT WILL BE SET AT A HIGHER SETTING WHEN COLD BY WAY OF A NTC INPUT TO ECU. ALSO AC INPUT TO ECU ECU OPENS IAC TO MAKE UP FOR AC LOAD. THE FUEL SHUT OFF IS DONE BY THE CONTROL VALVE ON THE FUEL HEAD. HAS BEEN A MOST DEPENDABLE SYSTEM ON MY AUDI QUATTRO JIM CRANCE COLORADO SPRINGS COLORADO ------------------------------ Date: Thu, 1 Apr 1999 08:13:55 +0200 From: Putter C Subject: RE: Formulas... This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. - ------_=_NextPart_000_01BE7C06.D54B1A60 Content-Type: text/plain Hi 1 pond = 454g carlo > -----Original Message----- > From: David A. Cooley [SMTP:n5xmt@xxx.net] > Sent: Wednesday, March 31, 1999 11:16 PM > To: DIY_EFI > Subject: Formulas... > > How many grams to a pound? > Trying to convert my injectors flow rate (2.4642 G/Sec) to Lbs/hr... > Thanks, > Dave > > - ------_=_NextPart_000_01BE7C06.D54B1A60 Content-Type: application/ms-tnef Content-Transfer-Encoding: base64 eJ8+IgIGAQaQCAAEAAAAAAABAAEAAQeQBgAIAAAA5AQAAAAAAADoAAEIgAcAGAAAAElQTS5NaWNy b3NvZnQgTWFpbC5Ob3RlADEIAQWAAwAOAAAAzwcEAAEACAANADcABAArAQEggAMADgAAAM8HBAAB AAgADgAAAAQA9QABCYABACEAAAAxQjA5MTg4M0VERTVEMjExODY5QjAwQTBDOTAxOTUxMQDyBgEE gAEAEAAAAFJFOiBGb3JtdWxhcy4uLgDEBAENgAQAAgAAAAIAAgABA5AGAPQGAAAuAAAAAwA2AAAA AAADAAWACCAGAAAAAADAAAAAAAAARgAAAABShQAAtw0AAB4AGIAIIAYAAAAAAMAAAAAAAABGAAAA AFSFAAABAAAABAAAADguMAADABGACCAGAAAAAADAAAAAAAAARgAAAAABhQAAAAAAAAsAAIAIIAYA AAAAAMAAAAAAAABGAAAAAAOFAAAAAAAACwAcgAggBgAAAAAAwAAAAAAAAEYAAAAADoUAAAAAAAAD AAKACCAGAAAAAADAAAAAAAAARgAAAAAQhQAAAAAAAAMACIAIIAYAAAAAAMAAAAAAAABGAAAAABGF AAAAAAAAAwAegAggBgAAAAAAwAAAAAAAAEYAAAAAGIUAAAAAAAAeAC2ACCAGAAAAAADAAAAAAAAA RgAAAAA2hQAAAQAAAAEAAAAAAAAAHgAugAggBgAAAAAAwAAAAAAAAEYAAAAAN4UAAAEAAAABAAAA AAAAAB4AL4AIIAYAAAAAAMAAAAAAAABGAAAAADiFAAABAAAAAQAAAAAAAAACAQkQAQAAAOYBAADi AQAAuQIAAExaRnVQOJwPAwAKAHJjcGcxMjV2MgD0AfcgAqQD4wIAY4JoCsBzZXQwIAcThwKDAFAP tnBycTIQtmZ9CoAIyCA7CW8OMDWzAoAKgXVjAFALA2MAQUULYG4OEDAzMwumIB5IAKAKsQqECoAx IHABAiBkID0gNDU0emcXSmMKwAkAF0oK9Gx4aTM2AUAV0AFAEgBvCnQFkHQRRDE2IC31HKJPBRBn C4AHQAXQB5Dwc2FnZRyjF0YbtBuBgwsTG7ZpLTE0NAFAcRsAMTgwAUAM0CBDYlQgRgNhOgyDYhCg RIhhdmkYUEEuIAhQAQbwZXkgW1NNVABQOm41eG10QCBiZWxscwhgdGj0Lm4QgF0XRSFwBmACMA0h 11cJgCTAc2RheY4sBdAKwBAwIDMxJvBMMTknwCegMToccVASTSUHVG8h2ElZX4hFRkklCHViahvh JSHXRgWwbXULYHMuPyxAHk8fWhsEC7YXU0hvTwfgA4EjQAnAYW0EIHSobyBhGBF1GEA/F0RoVHJ5 C4BnMFIFoG72dgSQBUBtI0ALgCryBbA9BCBmCQAH4DAQG9AgKCAyLjQ2NBIwRy8JBmBjKTBSTGJz LxRocixHVBBAbmtzdiwXRCJhZRnuCoASwQABOIAAAAMAJgAAAAAAAwAuAAAAAAALAAIAAQAAAB4A cAABAAAAEAAAAFJFOiBGb3JtdWxhcy4uLgACAXEAAQAAABYAAAABvnwGN+2SaPTO6AgR0r5JAADo LhEaAABAADkA0ONo0gZ8vgEDAPE/CQQAAB4AMUABAAAABwAAAENBUkxPUAAAAwAaQAAAAAAeADBA AQAAAAcAAABDQVJMT1AAAAMAGUAAAAAAAwD9P+QEAAADAIAQ/////wIBRwABAAAAKwAAAGM9WkE7 YT0gO3A9U3VuO2w9SU5HV0VCLTk5MDQwMTA2MTM1NVotMTE5MgAAAgH5PwEAAABLAAAAAAAAANyn QMjAQhAatLkIACsv4YIBAAAAAAAAAC9PPVNVTi9PVT1JTkcvQ049UkVDSVBJRU5UUy9DTj1VU0VS Uy9DTj1DQVJMT1AAAB4A+D8BAAAACQAAAFB1dHRlciBDAAAAAB4AOEABAAAABwAAAENBUkxPUAAA AgH7PwEAAABLAAAAAAAAANynQMjAQhAatLkIACsv4YIBAAAAAAAAAC9PPVNVTi9PVT1JTkcvQ049 UkVDSVBJRU5UUy9DTj1VU0VSUy9DTj1DQVJMT1AAAB4A+j8BAAAACQAAAFB1dHRlciBDAAAAAB4A OUABAAAABwAAAENBUkxPUAAAQAAHMLDfX9IGfL4BQAAIMGAaS9UGfL4BHgA9AAEAAAAFAAAAUkU6 IAAAAAAeAB0OAQAAAAwAAABGb3JtdWxhcy4uLgAeADUQAQAAAD4AAAA8NzExODc4MDA4NUY4RDEx MTg2NzIwMEEwQzkwMTk1MTEwQUU4MkVAaW5nd2ViLmluZy5zdW4uYWMuemE+AAAACwApAAAAAAAL ACMAAAAAAAMABhDV7JR7AwAHEOMAAAADABAQAAAAAAMAERACAAAAHgAIEAEAAABlAAAASEkxUE9O RD00NTRHQ0FSTE8tLS0tLU9SSUdJTkFMTUVTU0FHRS0tLS0tRlJPTTpEQVZJREFDT09MRVlTTVRQ Ok41WE1UQEJFTExTT1VUSE5FVFNFTlQ6V0VETkVTREFZLE1BUgAAAAACAX8AAQAAAD4AAAA8NzEx ODc4MDA4NUY4RDExMTg2NzIwMEEwQzkwMTk1MTEwQUU4MkVAaW5nd2ViLmluZy5zdW4uYWMuemE+ AAAA2F4= - ------_=_NextPart_000_01BE7C06.D54B1A60-- ------------------------------ Date: Thu, 1 Apr 1999 00:43:01 -0500 (EST) From: "Clive Apps Techno-Logicals 416 510 0020" Subject: Re: Formulas... > > > > >How many grams to a pound? > >Trying to convert my injectors flow rate (2.4642 G/Sec) to Lbs/hr... > >Thanks, > >Dave 454 Clive > > > You should go to www.joshmadison.com/software and download a program > called "convert". I have found it to be indispensable, and use it for > things ranging from automotive calculations to chemistry lab reports to > cooking. > > Soren Rounds > ------------------------------ Date: Wed, 31 Mar 1999 23:23:17 -0500 From: Chris Conlon Subject: Re: Shutting fuel off whie driving. At 04:11 PM 3/31/99 -0500, Bruce Plecan wrote: >Just for grins I actually hooked up a LED (well it already was). On a Just get a "high intensity" led, something 2000mcd or above, and size the resistor to give it the full rated current at 12v. Many are rated 20ma or 30ma, which would be a 600 and 400 ohm resistor respectively. Feel free to cut the R in half or so if it's too dim, but if you get an ultra- bright type (6000mcd are available even at radio shack) you won't need to. Did this on my car lately, the pulsing was very easily visible. As for L-Jetronic details, I have an 88 Toyota MR2 which I'm pretty sure is L-Jet. (Damn if I can keep L-Jet and D-Jet straight though.) It has: Screw-adjustable idle air bypass in throttle body; Computer controlled idle air bypass in throttle body (which I think has only 2-3 settings); And a couple idle-up air solenoids, one for general stuff like alternator-on and I think another one just for the A/C. The throttle body is also heated by coolant, and I *think* there's a bimetal strip type idle air valve in there too, possibly as part of either the screw bypass or the computer controlled bypass. I wish I could be more clear but the factory manual isn't too plain about exactly what's going on. It cuts fuel when the engine is warm, TPS idle switch closed, and rpm above 1600. I *believe* this fuel cut is 100%, but have not tested it. Chris C. ------------------------------ Date: Thu, 1 Apr 1999 06:02:37 +0200 From: "Espen Hilde" Subject: Re: Shutting fuel off whie driving. I tryed once to determine if my electromotive unit was alternating the injector outputs , I used led,s . I could see it pulsing at idle, and was able to see if all outputs was syncronized ,it was........ Espen Hilde ------------------------------ Date: Wed, 31 Mar 1999 22:45:56 -0500 From: "Bruce Plecan" Subject: Martin S Sorry all. Martin S I keep getting your mail back Bruce ------------------------------ Date: Thu, 01 Apr 1999 02:20:42 +0000 From: Frederic Breitwieser Subject: Re: Chip for Northstar > You can get the sensors from any AutoZone. It may take a while but the GM > front drive wheel bearings (with hub and sensor attached) are mostly > interchangeable and there is no core charge. Just find someone who needs This is true. I have verified for my own project that the LeSabre/Bonneville and similar body styles are the same, and the Eldorado, STS, Seville, and Corvette wheel bearings are the same as each other. Thanks Tom! - -- 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) ------------------------------ End of DIY_EFI Digest V4 #204 ***************************** 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".