DIY_EFI Digest Sunday, April 25 1999 Volume 04 : Number 243 In this issue: Re: 747 tables RE: Alternative engines Re: 747 tables Re: 747 tables 1227730 Re: Alternative engines Dodge D200 EFI Intake Conversion Re: Dodge D200 EFI Intake Conversion Re: [Off topic] ABS & synthetic brake fluid Re: Dodge D200 EFI Intake Conversion Re: LUCAS P DIGITAL Re: 730edit program Re: [Off topic] ABS & synthetic brake fluid Re: Dodge D200 EFI Intake Conversion See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Sat, 24 Apr 1999 13:00:52 +0200 From: "Espen Hilde" Subject: Re: 747 tables > It will only take a few hours for him to write as soon as he gets > time from the government software he is currently working on. A few hours.......amasing! How is this done? Espen Hilde ------------------------------ Date: Sat, 24 Apr 1999 07:44:51 -0600 From: bearbvd@xxx.net (Greg Hermann) Subject: RE: Alternative engines >>The M1 tanks use turbins for power, and they are quite loud, but I >>have been told that they are quieter that the diesels the previous >>generation used at full bore. I don't know how they made them work >>in a tank and solved these problems. >> >> Roger >> > What you would want I believe is a "Turboshaft" type turbine. >Most modern turbines use two or more compressor/turbine shaft's >running at different speeds. This is done with the the center shaft >being solid and having bearings around it and the next shaft is >hollow and rides around the first shaft. Different stages in the >compressor and turbine sections work more efficently at different >RPM's. > Turboshaft engines, like a turboprop airplane(C-130, or most >commuter aircraft),turboshaft helicopters Commercial jet liners with "fan-jet" engines are also this type of engine, virtually identical to a turbo-prop type engine. It is just that the output shaft drives the "fan" --which is really nothing more than a ducted propellor. Greg ------------------------------ Date: Sat, 24 Apr 1999 16:35:32 GMT From: "The Punisher" Subject: Re: 747 tables >> It will only take a few hours for him to write as soon as he gets >> time from the government software he is currently working on. >A few hours.......amasing! How is this done? >Espen Hilde His current work is very similar and he will mostly use components he has already written. All we need are all the tables and switch locations, along with correction formulas to convert them to real world numbers. _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ------------------------------ Date: Sat, 24 Apr 1999 01:05:18 -0700 From: "Bruce & Lisa Wilcox" Subject: Re: 747 tables Hi, Can the program be developed as a general purpose editor / programmer ??? Like many of the other editors, a configuration file that defines the table locations and unit conversions is ideal. My main interest is with the 1127165 MAF based systems. I am presently working on an Excel spreadsheet that defines the known table locations and switches. Best Regards, Bruce Wilcox - -----Original Message----- From: The Punisher To: diy_efi@xxx.edu> Date: Saturday, April 24, 1999 2:22 AM Subject: 747 tables > A friend of mine who is an incredible programmer, has agreed to >write an editor for 747's (maby others later). I sent him the tuning >tips and programming 101 files but the tables and switches listed in >these files seem VERY incomplete. If anybody has found more tables >and such please send me whatever you have. He will include EVRYTHING >in the editor that we can get the memory locations and descriptions >for. > He says the program will have graphs and the whole nine yards! > It will only take a few hours for him to write as soon as he gets >time from the government software he is currently working on. > > Any info will help. > >_______________________________________________________________ >Get Free Email and Do More On The Web. Visit http://www.msn.com > ------------------------------ Date: Sat, 24 Apr 1999 13:27:20 -0400 From: Frederic Breitwieser Subject: 1227730 Hi Guys! After swapping the 318 in my Dodge, I went to one of the local junkyards and found (I think) my elusive V8 TPI ECM. 89 Beretta, 4 cyl, which contained the 16196344, which according to Ludis's site is a later version of the 1227730. Before I start hacking this into my truck, I wanted to clarify that this is in fact the case. Not having opened one of this recent vintage before, I found the memcal / eprom was actually a module, with the EPROM, a white "glazed" board with eight leads which I would imagine is the "limp home" portion of the unit. I started to pull this apart, since I obviously will be replacing the eprom with modified TPI V8 code, and found that the pins of the header pull out as well. I didn't want to break this piece, and was curious if anyone else pulled it apart as I plan to, or if they just cut the pins on the old eprom and soldered on the new one. I expected a socket for the eprom, and a socket for the limp chip to be on the system board. Anyway, open to suggestions, what did you guys do? ------------------------------ Date: Sat, 24 Apr 1999 11:49:00 -0400 From: "Joe Piche" Subject: Re: Alternative engines Howard Wilkinson wrote: > > Joe: > you seem to be somewhat well versed in the matter of turbine > engines. I'm curious about one thing here. Several folks in the > experimental aviation community have tried to use APU engines for > power in light aircraft and had poor luck..... engine troubles. I > have a theory on this. From what little I can gather about it, and APU engines are designed to do 2 things. Create bleed air (compressor section discharge), and run a generator. Your right, they are governed to a constant speed. The APU units I've seen, and operated, have simple off -- start -- on controls. I don't think they'd be very good for much with out serious mod's to the FCU. In fact, all jet engines that I'm aware of, are governed. Just the fact that the speed is controllable. > My thinking is that the correct way to use one of these is to have > a controllable prop and operate at a constant RPM.... forget about > controlling RPM.... let the system operate as it was originally > intended and use the stock fuel control / governor system. I strongly > suspect that the problems people have had originated from changing > RPM. A constant speed prop might do the trick. Can't say for sure. Depends if the engine can put out enough power to successfully accelerate the a/c at a decent rate when the prop is in coarse pitch. Getting the oil pressures correct for prop control unit could be a treat too. I've heard of a company in the US (don't know the name), that sells converted jet turbine starter units (a mini gas turbine). Might be the ticket. Joe ------------------------------ Date: Sat, 24 Apr 1999 18:09:07 -0400 From: Frederic Breitwieser Subject: Dodge D200 EFI Intake Conversion Greetings, I just finished painting my EFI intake conversion, and about to start making fuel rails. Took a break and snapped a few high-res 640x480x64mil pictures for you guys to see if you are interested in what I did here. The machine shop that "decked" the injector bungs for me (so they are the same height within a thou) gave me a can of aluminum paint of some sort so I can protect the intake from rust. Generic white can, no label, so not sure what it is, however it seems to be epoxy based... sticks well and seems to be chip resistant. Here is the link: http://www.xephic.dynip.com/dodge/383intake.htm ------------------------------ Date: Sun, 25 Apr 1999 01:16:34 +0200 From: "Espen Hilde" Subject: Re: Dodge D200 EFI Intake Conversion Nice weld Fredric! - ----------http://www.xephic.dynip.com/dodge/383intake.htm ------------------------------ Date: Sat, 24 Apr 1999 22:17:45 -0400 From: "Gary Derian" Subject: Re: [Off topic] ABS & synthetic brake fluid Synthetic fluid, I think you mean the silicone variety, has two faults, it is more compressible than glycol based brake fluid and is traps bubbles of air in it. You have to be very careful when bleeding. Just pouring fluid into the reservoir and bleeding will fill the system with air. You must let it sit a while to let the air out. Even when you do this correctly, you will still have a softer brake pedal. Gary Derian > All my rowdy friends tell me not to use synthetic brake fluid in an 86 > ABS corvette (autocross car). Can anyone tell me why since the bottle > say ok for ABS? ------------------------------ Date: Sun, 25 Apr 1999 06:13:33 +0300 From: "Tom Bennett" Subject: Re: Dodge D200 EFI Intake Conversion Hi Frederic, Jaguar xjs models use a square tube type fuel rail and square high pressure SS tube should be available off the shelf. regards Tom ------------------------------ Date: Sun, 25 Apr 1999 06:32:27 +0300 From: "Tom Bennett" Subject: Re: LUCAS P DIGITAL Hi Alex, Thanks for the reply, I worked on the externals on the European XJS high compression lean burn "Ed May Fireball Head?" What did you actually do to the head? I have heard that porting and polishing these heads is not really worthwhile. I could richen the mixture by inserting a t-bleed needle valve in the trunk vaccum line. Very clean combustion, and good metering got it to pass federal emissions with no o2 sensors. That was no mean feat:-) I am in the Middle East so emissions are not a problem, I would like to have more control over this system though. Adjustments to TPS seemed to do nothing. Funny you should mention that! I need to replace the Throttle pot, the Jag item is deadly in price, any suggestions for a workable alternative? Alex regards Tom ------------------------------ Date: Sat, 24 Apr 1999 20:46:23 -0700 (PDT) From: Squash Subject: Re: 730edit program Go to www.elknet.net/squash, not the geocities place. I will be posting the latest version there! Andy - --- The Punisher wrote: > > > > > > >I've begun work on the 730 AUJP editor. > > > >If you would like a copy of the VERY immature > version, > >e-mail me. I'll be posting updates on a website > soon. > > > > > I would love to look at it. > > > _______________________________________________________________ > Get Free Email and Do More On The Web. Visit > http://www.msn.com > _________________________________________________________ Do You Yahoo!? Get your free @xxx.com ------------------------------ Date: Sun, 25 Apr 1999 00:40:01 -0400 (EDT) From: William T Wilson Subject: Re: [Off topic] ABS & synthetic brake fluid On Sat, 24 Apr 1999, Gary Derian wrote: > Synthetic fluid, I think you mean the silicone variety, has two faults, it Synthetic fluid is not the same as silicone fluid, although both are synthetic. Silicone (DOT 5) should be used only in systems that already have silicone fluid in them. It is best not to change between silicone and non-silicone. Synthetic, on the other hand (DOT 4.5) is comparable to regular DOT 3 or DOT 4 glycol fluid and basically is just better than those. Use this if you want, it has similar properties but, I think, a higher boiling point. ------------------------------ Date: Sun, 25 Apr 1999 03:49:50 -0400 From: Frederic Breitwieser Subject: Re: Dodge D200 EFI Intake Conversion > Nice weld Fredric! Thank you :) Took a lot of practice! ------------------------------ End of DIY_EFI Digest V4 #243 ***************************** 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".