DIY_EFI Digest Friday, April 2 1999 Volume 04 : Number 205 In this issue: [none] 16045154 chip info Diesels Diesels Re: Shutting fuel off whie driving. Into fluorescent lights Re: Diesels Re: Diesels Re: Shutting fuel off whie driving. Into fluorescent lights Re: Diesels Re: Diesels RE: Camshaft Selection 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: Camshaft Selection Re: Cam Suggestions for 4x4 Ford 429 Re: unknown computer Re: Shutting fuel off whie driving. Re: Formulas... kalmaker , discontinued Re: Shutting fuel off whie driving. Into fluorescent lights See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Thu, 1 Apr 1999 06:10:02 -0500 From: jsg@xxx.edu Subject: [none] Subject: [admin] List services (automated monthly post) This message is post monthly as a reminder of the available list services. For help: Send "help" to Majordomo@xxx. To post: Send to "[list name]@xxx.edu" To subscribe: Send to Majordomo@xxx.edu subscribe [list name] [your email address *only* if different than your "From" address] To unsubscribe: Send to Majordomo@xxx.edu unsubscribe [list name] [your *registered* email address if different than your "From" address] The archive to each mailing list is available through the following sources: 1) WWW. http://efi332.eng.ohio-state.edu/ 2) ftp. ftp://efi332.eng.ohio-state.edu/ 3) Majordomo. Send "index [list name]" to Majordomo@xxx. You will find a file "archive_date_index" whose contents show the period covered by each of the archive files "archive_num_*". Digest mode is available for each mailing list. Send "lists" to Majordomo for a listing a mailing lists served. To switch to the digest mode, unsubscribe from the regular list and then subscribe to the digest version (i.e., diy_efi-digest). WWW site (for diy_efi and efi332): http://efi332.eng.ohio-state.edu/ now mirrored at http://tech.buffalostate.edu/efi Please send information to be added to this posting to jsg@xxx. John ------------------------------ Date: Thu, 01 Apr 1999 05:15:30 -0800 From: Ludis Langens Subject: 16045154 chip info To solve a VSS problem, I just investigated the '45154 chip in a 1227727 ECM. This chip is used in the '7727, '7730, and '7749 ECMs. It is _not_ used in the '7165, '7748, and '7808. Below is what I figured out about this chip. The '45154 is in a 28 pin PLCC package. The MPU communicates with it over the SPI peripheral interface. It has both an input port and an output port. It also multiplexes the two styles of VSS input. Here is a partial pinout: Pin 8 Input bit, to bit %00000001 of the SPI byte. Pin 9 Output bit, from bit %10000000 of the SPI byte. Pin 10 Output bit, from bit %01000000. Pin 11 Output bit, from bit %00100000. Pin 12 SPI clock (from MPU). Pin 14 GND Pin 15 SPI ~CS (from MPU). Pin 16 ~LIMP, aka ~RESET. Pin 21 SPI MOSI (from MPU). Pin 22 Optical (aka digital) VSS input signal. Pin 23 Magnetic (aka analog) VSS input signal. Pin 26 Selected VSS signal (output). Pin 27 SPI MISO (to MPU). Pin 28 VCC The input port bits are transferred to the SPI shift register on the falling edge of pin 15. The SPI shift register is transferred to the output port on the rising edge of pin 15. The SPI shifter is only 8 bits wide. If the MPU attempts multiple byte transfers without releasing pin 15, the previous output byte will simple loop back into the MPU. If pin 16 is low, the output bits and VSS mux select will be forced to 0. Input bits can still be read via the SPI port though. Bit %00010000 of the output byte selects between the two VSS sources. When this bit is set, pin 22 is routed to pin 26. When clear, the signal on pin 23 is divided by two - the result is output on pin 26. Here is how the pins are connected in a '7727/'7730/'7749: Pin 8 From Quad Driver U20 pin 1, ~FAULT. Pin 9 To U24 ('64992, magnetic VSS interface) pin 10, DivisorA. Pin 10 To U24 pin 9, DivisorB. Pin 11 To U24 pin 8, DivisorC. Pin 12 From U1 (MPU) pin 50. Pin 15 From U1 pin 3, bit %10000000 of port $4002. Pin 16 From U13 (I/O buffer) pin 20, ~LIMP. Pin 21 From U1 pin 49. Pin 22 From U13 pin 12, complement of ECM optical VSS input. Pin 23 From U24 pin 5, magnetic VSS zero crossing. Pin 26 To U2 (TPU) pin 43, VSS1 capture @xxx. Pin 27 To U1 pin 48. The '64992 zero crossing output pulses whenever the magnetic VSS input crosses zero volts. This essentially frequency doubles the VSS signal. In magnetic VSS mode, the '45154 divides this back to the original frequency. The signal it sends to the TPU may, or may not, be in phase with the ECM's magnetic VSS input. The TPU "captures" this signal once per cycle. In optical VSS mode, the U13's VSS output is sent to the TPU. Because the I/O buffer inverts the signal, the TPU input will be out of phase with the ECM's optical VSS input. The '64992 outputs several digital VSS signals for use by cruise control and the instrument cluster. It has two 2000 ppm and two 4000 ppm output drivers. The '64992 can divide the VSS frequency before sending it to these outputs. The Divisor[ABC] bits select the divisor. Note that the ECM never sees this frequency division internally. Here are the divisors: A B C 0 0 0 Divide by 1 (ie for a 4000 ppm VSS) 0 0 1 Divide by 9 (36000 ppm VSS) 0 1 0 Divide by 7 (28000 ppm VSS) 0 1 1 Divide by 11 (44000 ppm VSS) 1 0 0 Divide by 6 (24000 ppm VSS) 1 0 1 Divide by 10 (40000 ppm VSS) 1 1 0 Divide by 8 (32000 ppm VSS) 1 1 1 Divisor disabled, no output - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ Date: Thu, 01 Apr 1999 14:10:13 GMT From: nitrambod@xxx.uk (nitrambod) Subject: Diesels Any body know the typical cetane rating of Diesel fuel and how it compares to heating oil. My brother-in-law tells me that he occasionally runs his farm land rover (2.5 Turbo D) on oil from the central heating tank when he runs low on the farm tractor (diesel) tank. Is this going to break his motor ? NBD ------------------------------ Date: Thu, 01 Apr 1999 14:13:17 GMT From: nitrambod@xxx.uk (nitrambod) Subject: Diesels Any body know the typical cetane rating of Diesel fuel and how it compares to heating oil. My brother-in-law tells me that he occasionally runs his farm land rover (2.5 Turbo D in line 4) on oil from the farm heating tank when he runs low on the farm tractor (diesel) tank. Is this going to break his motor ? NBD ------------------------------ Date: Wed, 31 Mar 1999 19:21:00 -0500 From: dave.williams@xxx.us (Dave Williams) Subject: Re: Shutting fuel off whie driving. Into fluorescent lights - -> Actually fluorescent lights flicker on and off 120 times a second. - -> Fluorescent lights flicker on the positive side AND negative side of Still doesn't matter. It takes time for a flourescent to turn on or off; the 'flicker' is just a slight change in intensity, not actually going from bright to dark. ------------------------------ Date: Thu, 1 Apr 1999 09:30:50 -0700 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: Diesels >Any body know the typical cetane rating of Diesel fuel >and how it compares to heating oil. > >My brother-in-law tells me that he occasionally runs >his farm land rover (2.5 Turbo D) on >oil from the central heating tank when he runs >low on the farm tractor (diesel) tank. Is this going to break his >motor ? Should not hurt it. heating oil is pretty close to #1 diesel, but is not rated as to cetane. Greg > >NBD ------------------------------ Date: Thu, 1 Apr 1999 11:47:44 -0500 From: Pat Ford Subject: Re: Diesels On Thu, 1 Apr 1999, nitrambod wrote: > Date: Thu, 01 Apr 1999 14:10:13 GMT > From: nitrambod > To: diy_efi@xxx.edu > Subject: Diesels > > Any body know the typical cetane rating of Diesel fuel > and how it compares to heating oil. > > My brother-in-law tells me that he occasionally runs > his farm land rover (2.5 Turbo D) on > oil from the central heating tank when he runs > low on the farm tractor (diesel) tank. Is this going to break his > motor ? > > NBD I've seen rover marine diesels that have furnace oil for years, they seem to have more of a problem with the filters, and dirty injectors. The other thing is that the fuel waxes ( sorta freezes) and a higher temp then diesel fuel 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 ------------------------------ Date: Thu, 01 Apr 1999 12:59:13 -0500 From: Matt S Bower Subject: Re: Shutting fuel off whie driving. Into fluorescent lights Dave Williams wrote: > > -> Actually fluorescent lights flicker on and off 120 times a second. > -> Fluorescent lights flicker on the positive side AND negative side of > > Still doesn't matter. It takes time for a flourescent to turn on or > off; the 'flicker' is just a slight change in intensity, not actually > going from bright to dark. > Yes but if you use an optical tach the light does flicker enough to give you a reading of 7200 RPM (ie 7200RPM / 60 Sec. = 120 Hz). They are also known to give a lot of people a headache from being under them to long. So whether the light goes all the way off or not it does still flicker and 120 Hz is the edge of the perceptible to human vision range. ------------------------------ Date: Thu, 01 Apr 1999 14:18:35 -0500 From: "Peter D. Hipson" Subject: Re: Diesels Though they are the same stuff, heating oil (not Kero, though) is dyed to indicate that road taxes were *not* paid. Being caught on the road can spell trouble. On private property, you can go for it, though I'd check the fuel filter a bit more often to ensure that the dye doesn't cause problems. Now this applies to the US, so take it with a grain of salt if you are not in the states! At 02:10 PM 4/1/99 GMT, you wrote: >Any body know the typical cetane rating of Diesel fuel >and how it compares to heating oil. > >My brother-in-law tells me that he occasionally runs >his farm land rover (2.5 Turbo D) on >oil from the central heating tank when he runs >low on the farm tractor (diesel) tank. Is this going to break his >motor ? > >NBD > > Thanks, Peter Hipson (founder, NEHOG) 1995 White NA Hummer Wagon ------------------------------ Date: Thu, 01 Apr 1999 12:16:15 -0700 From: "Michael D. Porter" Subject: Re: Diesels Pat Ford wrote: > > On Thu, 1 Apr 1999, nitrambod wrote: > > My brother-in-law tells me that he occasionally runs > > his farm land rover (2.5 Turbo D) on > > oil from the central heating tank when he runs > > low on the farm tractor (diesel) tank. Is this going to break his > > motor ? > > > > NBD > > I've seen rover marine diesels that have furnace oil for years, they seem > to have more of a problem with the filters, and dirty injectors. The > other thing is that the fuel waxes ( sorta freezes) and a higher temp > then diesel fuel > > > Pat Ford Pat, and all, the problem with with filters, dirty injectors, etc., derives from using fuel stored in home or farm tanks for a long period. There is an algae-like microbe which likes, and grows in, #1 diesel or home heating fuel. That's what causes the accelerated clogging. One doesn't notice it in normal automotive use, because the fuel is expended much more quickly. For people who do want to use home or farm heating fuels in diesel engines, there is an algicide available to minimize growth of the little beastie. Cheers. ------------------------------ Date: Thu, 01 Apr 1999 10:09:00 -0500 From: dave.williams@xxx.us (Dave Williams) Subject: RE: Camshaft Selection - -> 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. Those duration and lobe center numbers are right in there for stock flat tappet cams. All you've done is increase lift, which could be done more cheaply by swapping to high ratio rockers if available. - -> A hydraulic roller grind with numbers - -> like this would prolly break U-joints at will in the lower gears with It "prolly" wouldn't, unless the engine was strong enough to perform these feats with the stock cam. ==dave.williams@xxx.us====================================== I've got a secret / I've been hiding / under my skin / | Who are you? my heart is human / my blood is boiling / my brain IBM | who, who? =================================== http://home1.gte.net/42/index.htm ------------------------------ 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: Wed, 31 Mar 1999 20:30:46 -0600 From: Tom Sharpe Subject: Re: Camshaft Selection Gwyn Reedy wrote: > Rhodes bleed-down lifters. Hope is that the > lifters will make the cam look just about the same as the stocker at 2200 > RPM and less and then pump up and give the benefit of the increased lift > above 3-3500 RPM. You will love them ... just run a good valve spring - maybe get a replacement aftermarket set. Sharpe ------------------------------ Date: Wed, 31 Mar 1999 20:27:32 -0600 From: Tom Sharpe Subject: Re: Cam Suggestions for 4x4 Ford 429 Brent W wrote: > It would be difficult to beat the factory heavy duty truck application cam > shaft for the Ford 429 > The power curve was from 500-3500 rpm. It is a good low > rpm cam which is optimized for low speed torque applications. Well stated and true. The problem with Turbo / Torque motors is detonation. They are so efficient that cylinder pressure gets out of hand rapidly, requiring lots of retard under say 2500 rpm. You really need to re-engineer compression ratios, ignition timing, turbo boost, fuel mixture and camshaft as a "system". Over, say 3000 rpm, it's harder to get a motor to detonate, but Fred can do it. Some builders use a larger than normal cam to "kill" some of the low rpm boost and problems. I personally ran a 10" converter in an offroad Jeep with "too much" cam. Heat was a problem but creeping and log/hill climbing was easy, the cam rpm range and the converter stall were compatable. Just stab the throttle and all four would spin then let off and creep along at any speed, just use the brakes or low range. I also ran a T04B on a 350 in a CJ and boost in low gear from a standing start with a stock converter and cam was impossible. It was a dog from a standing start but from a 2000 rpm roll, boost was right there. I suggest that you run a BIG N/A motor (460?) with slightly too much cam, compression, converter, and EFI. The throttle response and torque will scare you and the power available at 4000-6000 rpm will rival the turbo/torque motor with no problems except your envious friends. just my $.02 Keep us posted... Sharpe ------------------------------ Date: Wed, 31 Mar 1999 22:15:19 -0500 From: Shannen Durphey Subject: Re: unknown computer It's a Snap-on book that came with a $500 scanner cartridge. There's a chance that it's available separately, part number is ZMT2500-2995-2. It's 138 pages long, small type. Shannen Fran and Bud wrote: > > 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 23:04:28 -0500 From: "Ord Millar" Subject: Re: Shutting fuel off whie driving. No - number of cylinders is irrelevant. 800 RPM / 2 revs per injection / 60 seconds per minute = 6.6666 / second # of cylinders only matters if you want to know the total number of injections on all cylinders, and then we would multiply by 8, to get 53.333 injections per second (SEFI) - -----Original Message----- From: Mike Brown To: diy_efi@xxx.edu> Date: Wednesday, March 31, 1999 7:11 PM Subject: Re: Shutting fuel off whie driving. >I think this is closer... > >800 rpm / 8 cylinders = 100 rpm >100 rpm / 2 cycles = 50 rpm >50 rpm / 60 seconds_per_minute = .833 rps (seconds) >freq = 1/.833 = 1.2 Hz > >mike > >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. >> >> > 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: Thu, 01 Apr 1999 20:48:33 +0000 From: H Villemure Subject: Re: Formulas... For all it's worth, 28 grams make one ounce... Clive Apps Techno-Logicals 416 510 0020 wrote: > > > > > > > > > >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 > > - -- Helene V. ___________________ welcome to mk2@xxx.com visit us at http://come.to/helene-and-matti ------------------------------ Date: Thu, 1 Apr 1999 21:06:32 -0500 From: "Bruce Plecan" Subject: kalmaker , discontinued Hope, noone is waiting for their's, or has one and needs help... Bruce >http://www.efidirect.com.au/kal_over.htm ------------------------------ Date: Thu, 1 Apr 1999 21:12:34 EST From: KD6JDJ@xxx.com Subject: Re: Shutting fuel off whie driving. Into fluorescent lights For what it is worth --- The halogen street lights also 'flicker'. And the TDC marking line may be "stopped" to display its self at two diameterically oposite places when the RPM is 3,600 . 2,400 RPM will illuminate the marking in three places, 120 degrees apart. Jerry (too cheap to buy a timing light) ------------------------------ End of DIY_EFI Digest V4 #205 ***************************** 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".