DIY_EFI Digest Tuesday, April 27 1999 Volume 04 : Number 245 In this issue: Re: [Off topic] ABS & synthetic brake fluid Re: Dodge D200 EFI Intake Conversion Re: [Off topic] ABS & synthetic brake fluid Re: 1227730/16196344 Re: [Off topic] ABS & synthetic brake fluid Re: 1227730/16196344 Re: 1227730/16196344 Re: 1227730/16196344 Re: MicroCap Simulator Charcoal Canister Re: [Off topic] ABS & synthetic brake fluid Off-topic questions Buick Update UEGO sensor instrument. Re: [Off topic] ABS & synthetic brake fluid Re: UEGO sensor instrument. Re: 747 tables Re: Bin needed Re: Alternative Engines Re: LUCAS P DIGITAL Some injector thoughts Re: Buick Update 5 h.p. engine fuel injection CALLING--CHRIS CONLON !!! Fuel injection plugs Re: Fuel injection plugs UEGO sensor instrument. See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Mon, 26 Apr 1999 07:09:15 -0400 From: "David A. Cooley" Subject: Re: [Off topic] ABS & synthetic brake fluid At 02:04 AM 4/26/99 -0400, you wrote: > I was under the impression, after having read it in some mag, that dot 5 >could be substituted in a dot 3 system. The only catch is that the old stuff >would have to be COMPLETELY flushed out and cleaned out. The dot 4 is higher >maintenence too right? It absorbs more moisture "hydroscopic?" The DOT 3 has to be totally flushed out to use DOT 5 fluid... that means also that all rubber parts (Pistons/seals etc) have to be replaced. DOT4 is a direct replacement for DOT3 and is miscible with DOT3. No higher maintenance than DOT3. =========================================================== David Cooley N5XMT Internet: N5XMT@xxx.net Packet: N5XMT@xxx. Member #7068 Sponges grow in the ocean... Wonder how deep it would be if they didn't?! =========================================================== ------------------------------ Date: Mon, 26 Apr 1999 07:22:10 -0400 From: Frederic Breitwieser Subject: Re: Dodge D200 EFI Intake Conversion > Jaguar xjs models use a square tube type fuel rail and square high pressure > SS tube should be available off the shelf. If what i'm doing doesn't quite work out... I'll look into this. Thanks for the lead Tom! ------------------------------ Date: Mon, 26 Apr 1999 08:10:32 -0400 From: "Gary Derian" Subject: Re: [Off topic] ABS & synthetic brake fluid DOT 3,4,5 are only levels of boiling points as specified in the Federal Motor Vehicle Safety Standards. DOT 5 is usually silicone fluid but does not have to be. It is now required that DOT 5 fluid be labeled silicone or non-silicone. Non silicone is generally referred to as DOT 5.1. Silicone can be added to a standard system, it will not mix, it just works along side the glycol fluid. There are no anti corrosion benefits either when used that way. To get the anti corrosion benefit of silicone, rebuild the entire system. All hydraulic fluids are compressible to some degree. So are solids. Silicone fluid does compress more than glycol. It still makes good brake fluid, though. Now, does anyone know about the new DOT 4.5 synthetic fluids? Gary Derian > Lyndon Wester wrote: > > > Mike, > > > > Was just cruising through these emails and ran across yours--do not replace > > DOT 3 for DOT5 fluid--they are incompatible. DOT 5 may have a higher boiling > > point, but requires more service, and the fluid is more hygroscopic. Another > > problem is your system design--it will not work properly with DOT 5 silicone > > fluid. You can go to a DOT 4 fluid--as it is the same polyglycol base > > product. > > > > Hope this helps. > > I was under the impression, after having read it in some mag, that dot 5 > could be substituted in a dot 3 system. The only catch is that the old stuff > would have to be COMPLETELY flushed out and cleaned out. The dot 4 is higher > maintenence too right? It absorbs more moisture "hydroscopic?" > > James Ballenger > ------------------------------ Date: Mon, 26 Apr 1999 09:02:57 -0400 From: Frederic Breitwieser Subject: Re: 1227730/16196344 > The 16196344 was also used in the ~88 Chev Celebrity 3.1 V6 multi port inj, I > have one ( ECM ) sitting on my desk. It also has a GM reman sticker on it. The interior mounted 16196355 ECM I got out of the Beretta has the GM reman sticker on it, where as the exterior (engine compartment) mounted version of the 1227730 ECM does not. I figured it didn't matter, right? LOL > Many V6 cars of this era were factory converted from MAF to MAP. All of the > wireing was there and only required a mamcal swap. I am waffling between MAP/MAF myself... the particular wiring harnesses I snagged (I have four at this point) are wired for MAP only... however since I'm wiring the whole truck front to back from scratch, using snippets of various wiring harnesses I've yanked, what I will be doing is mixing the leads from different ECM harnesses together so every pin on whichever ECM I use will be connected to the harness, to a large terminal block. This way, I can change the code and not worry about not having enough wires down the road. > The 89 Beretta 2.5L 4 cly is a single point TBI / MAP car, any chance it was > a 2.3 Quad 4? Sounds like the 16196344 could be a universal ECM. I am not sure what was in the Beretta, it was upside down, no engine, no doors (i.e. no engine size labels sticking anywhere), and I don't want to guess. It is true that the 16196344 (later version of the 1227730) was used in a lot of vehicles... One of the new options I have, which Dr. Plecan turned me onto, is to utilize a Sy/Ty ecm (1227749) and merely "throw" it into V8 mode rather than V6 mode. Quite honestly, it doesn't matter to me which ecm I use, as long as the code can be leached from somewhere, or modified with software VERY easily. PromEdit, as nice as it is, just seems to display hex codes, which doesn't mean a lot to me at this point. For 7749 ECM there is a "Programmer98" which I downloaded last night to take a looksee... Java application which enables us to edit the ECM's parameters in a major way, with a GUI interface. oh well :) - -- 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: Mon, 26 Apr 1999 07:04:47 -0600 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: [Off topic] ABS & synthetic brake fluid > I work with DOT 5 often when doing restorations etc. It works very well, in >particular in vehicles which see limited driving time or severe braking. I >have never noticed a problem with loss of pressure or a spongy feel either >unless there was air in the system. Last I heard you can't compress a liquid >unless it has exceeded it's boiling point and is in a gaseous state. > >DOT 5 better known as Silicone fluid is not hydroscopic at all. This is why >many people use it in their antiques. It doesn't cause the wheel cylinders >and the master cylinder to corrode. It is recomended you flush the system. >It also works better if you rebuild the cylinders and nearly polish the seal >areas as it tends to leak easier than DOT 3 or 4 fluid. > >It is very hard to keep it from aerating. This is why it is not recommended >for ABS systems. When bleeding the system you should not "pump" the brake >pedal. Either bleed by using a pressure bleeder or by pushing the pedal to >the floor once, releasing the pressure at the cylinder, slowly allow pedal >to return, then repeat until all the air has been removed. Very time >consuming. Once all the air has been remove check levels often. If the fluid >becomes aerated it is very hard to remove the air. While it is true that a DOT-5 fluid is not hygroscopic, that does not stop moisture from finding its way into a brake system (when it breathes with changing temperature, just like with a fuel tank, among other things.) Because the fluid is not hygroscopic, the water that does get into the system collects in pockets in the system over time--causing localized corrosion, and--in cold weather--causing the possibility of freezing and maybe plugging part of the system with ice. Also--when the brakes are used hard--causing the possibility of boiling if the water is at a hot spot. So--it is NOT wise to use DOT-5 fluid in a street vehicle unless you flush the brake fluid out every six months or year. A DOT 4.5 (a high temp 4) is a better deal for street vehicles. You still need to flush it annually to keep the boiling point up, since 4.5's ARE hygroscopic. Regards, Greg > >Scott ------------------------------ Date: Mon, 26 Apr 1999 08:15:22 -0500 (CDT) From: "Gregory A. Parmer" Subject: Re: 1227730/16196344 > ecm I use, as long as the code can be leached from somewhere, or > modified with software VERY easily. PromEdit, as nice as it is, just > seems to display hex codes, which doesn't mean a lot to me at this > point. For 7749 ECM there is a "Programmer98" which I downloaded last FWIW--Promedit displays the decimal values nicely if you just put the conversion factor in the config (.ecu) file. The "x" key toggles between raw hex data and the converted decimal data. It makes graphs too, unlessed your only idea of a graph is a shaded, multicolor, rendered, 3D smellavision. If the up and coming GUI stuff is as functional/versatile as promedit someone will have done well. - -greg ------------------------------ Date: Mon, 26 Apr 1999 09:06:24 -0400 From: Frederic Breitwieser Subject: Re: 1227730/16196344 > The 16196344 was also used in the ~88 Chev Celebrity 3.1 V6 multi port inj, I > have one ( ECM ) sitting on my desk. It also has a GM reman sticker on it. The interior mounted 16196355 ECM I got out of the Beretta has the GM reman sticker on it, where as the exterior (engine compartment) mounted version of the 1227730 ECM does not. I figured it didn't matter, right? LOL > Many V6 cars of this era were factory converted from MAF to MAP. All of the > wireing was there and only required a mamcal swap. I am waffling between MAP/MAF myself... the particular wiring harnesses I snagged (I have four at this point) are wired for MAP only... however since I'm wiring the whole truck front to back from scratch, using snippets of various wiring harnesses I've yanked, what I will be doing is mixing the leads from different ECM harnesses together so every pin on whichever ECM I use will be connected to the harness, to a large terminal block. This way, I can change the code and not worry about not having enough wires down the road. > The 89 Beretta 2.5L 4 cly is a single point TBI / MAP car, any chance it was > a 2.3 Quad 4? Sounds like the 16196344 could be a universal ECM. I am not sure what was in the Beretta, it was upside down, no engine, no doors (i.e. no engine size labels sticking anywhere), and I don't want to guess. It is true that the 16196344 (later version of the 1227730) was used in a lot of vehicles... One of the new options I have, which Dr. Plecan turned me onto, is to utilize a Sy/Ty ecm (1227749) and merely "throw" it into V8 mode rather than V6 mode. Quite honestly, it doesn't matter to me which ecm I use, as long as the code can be leached from somewhere, or modified with software VERY easily. PromEdit, as nice as it is, just seems to display hex codes, which doesn't mean a lot to me at this point. For 7749 ECM there is a "Programmer98" which I downloaded last night to take a looksee... Java application which enables us to edit the ECM's parameters in a major way, with a GUI interface. oh well :) - -- 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: Mon, 26 Apr 1999 10:14:13 -0400 From: Frederic Breitwieser Subject: Re: 1227730/16196344 > FWIW--Promedit displays the decimal values nicely if you just > put the conversion factor in the config (.ecu) file. The "x" > key toggles between raw hex data and the converted decimal data. > It makes graphs too, unlessed your only idea of a graph is a > shaded, multicolor, rendered, 3D smellavision. Its theoretically possible I have an old version - clicking on it results in a DOS box being opened :) Us NT guys like GUI :) GUI GUI GUI. Since I'm not an EFI programmer, I do prefer the interface that Electromotive and Haltach have, therefore my desire for something I can intuitively figure out. Guess I am a visual creater :) - -- 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: Mon, 26 Apr 1999 07:52:21 -0700 From: "Peter Fenske" Subject: Re: MicroCap Simulator Howday Gang Don't know how appropriate this is but Spectrum Software produces a circuit simulator called Micro-Cap V. Spectrum has all of the features of the high cost version on the student version and more are available in what they now call their free demo that is available for download from the web site www.spectrum-soft.com ------------------------------ Date: Mon, 26 Apr 1999 09:04:29 -0600 From: kv@xxx.com Subject: Charcoal Canister I need some space under my hood to mount an air compressor- but want to remain somewhat legal (smog-able)- has anyone seen after-market charcoal canisters (GM) that are smaller than the big nasty huge OEM models? Thanks! ________________________________________________ Kevin Vannorsdel IBM Arm Electronics Development 408-256-6492 Tie 276-6492 kv@xxx.com ------------------------------ Date: Mon, 26 Apr 1999 13:34:16 -0400 From: "Peter D. Hipson" Subject: Re: [Off topic] ABS & synthetic brake fluid Dot 3 and Dot 5 don't mix... Literally! One will sit on top of the other. I understand that the brake components must have the correct seals to use DOT 5, but since DOT 5 is so expensive, no one will use it without a real need to. DOT 5 is *not* hodroscopic, does not absorbe moisture. For that reason, DOT 5 doesn't need to be flushed on a regular basis, like DOT 3. BTW, my truck uses DOT 5, and I can tell you that finding that stuff is a real PITA! At 02:04 AM 4/26/99 -0400, you wrote: > > >Lyndon Wester wrote: > >> Mike, >> >> Was just cruising through these emails and ran across yours--do not replace >> DOT 3 for DOT5 fluid--they are incompatible. DOT 5 may have a higher boiling >> point, but requires more service, and the fluid is more hygroscopic. Another >> problem is your system design--it will not work properly with DOT 5 silicone >> fluid. You can go to a DOT 4 fluid--as it is the same polyglycol base >> product. >> >> Hope this helps. > > I was under the impression, after having read it in some mag, that dot 5 >could be substituted in a dot 3 system. The only catch is that the old stuff >would have to be COMPLETELY flushed out and cleaned out. The dot 4 is higher >maintenence too right? It absorbs more moisture "hydroscopic?" > >James Ballenger > > > > Thanks, Peter Hipson (founder, NEHOG) 1995 White NA Hummer Wagon ------------------------------ Date: Sun, 25 Apr 1999 14:37:06 -0300 From: "Ord Millar" Subject: Off-topic questions Does anyone know a source for parts to rebuild a Dodge stealth 3l engine? (Maybe adding turbos at the same time...) Thanks, Ord ------------------------------ Date: Mon, 26 Apr 1999 14:38:37 -0400 From: Teller.John@xxx.com Subject: Buick Update Well it turned out to be a really minor problem. One of the rocker arm bolts got loose, and the rocker arm was just banging around in there without opening cylinder #1's intake port much. The biggest problem I had was getting the valve cover off, after gluing it down with "The Right Stuff" - not the right stuff at all, since it still leaked around cylinder #4 where oil tends to pool. I torqued those buggers down to what the manual said, and one of them got loose anyway. I think I will re-do all the bolts using a little lock-tite on the threads for good measure. This time I will use the valve cover gasket Fel-Pro provided with my kit along with a little blue RTV. No big deal. - --- John ------------------------------ Date: Mon, 26 Apr 1999 23:50:23 +0200 From: "Espen Hilde" Subject: UEGO sensor instrument. Hi I have made a inquery on this instrument . We are offered 5 % educational discount, and 5% more if we are buying 10..... The price is 1995US$ Here is a answer I got. - ---------- > From: Powertrain Electronics > To: Espen Hilde > Subject: Re: AFM1000 price > Date: 26. april 1999 12:23 > > Hi Espen, > The Honda sensor is not compatible with the AFM1000. The Honda sensor is > not designed to be used at a rich air-fuel ratio and when exposed to a power > air-fuel ratio (rich exhaust), its life is very short. The AFM1000 uses a > wide-range, industrial, high quality UEGO sensor. It is designed to > function monitoring a power air-fuel ratio. The AFM1000 accuracy is very > good (1.5%). The output is linear with air-fuel ratio and can be calibrated > daily while holding the sensor in air. > > I do not know the accuracy of the Fel-Pro system or if it currently uses > the Honda sensor. I do know the Fel-Pro system requires a special > calibration for each sensor and is only provided by Fel-Pro. For the > AFM1000, the original and all replacement sensors can be calibrated every > day by the end user. Each sensor costs $400. This is very reasonable for > the quality and repeatability. Do your care if the air-fuel ratio is off by > one air-fuel ratio? Competitor air-fuel ratio monitors may not be as > repeatable or accurate. > > I know you are on a budget, but this cost is very reasonable. The AFM1000 > will provide data that is equal to or better than a $8500 instrument. This > AFM1000 will provide many years of valuable data. There are many years of > development and hundreds of hours engineering this product. > > > ------------------------------ Date: Mon, 26 Apr 1999 16:21:30 -0600 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: [Off topic] ABS & synthetic brake fluid >Dot 3 and Dot 5 don't mix... Literally! One will sit on top of the >other. I understand that the brake components must have the correct seals >to use DOT 5, but since DOT 5 is so expensive, no one will use it without a >real need to. DOT 5 is *not* hodroscopic, does not absorbe moisture. For >that reason, DOT 5 doesn't need to be flushed on a regular basis, like DOT 3. > You DO still have to flush it occasionally--as posted earlier, water gets into the system as the system "breathes"--via humidity in the air. The water does not mix with the fluid, but it collects wherever in the system that whim suits it, and then corrodes things, and also can boil or freeze. Regards, Greg ------------------------------ Date: Mon, 26 Apr 1999 18:49:16 -0700 From: "Walter Sherwin" Subject: Re: UEGO sensor instrument. >Hi I have made a inquery on this instrument . >We are offered 5 % educational discount, and 5% more if we are buying >10..... >The price is 1995US$ >Here is a answer I got. This shows great resourcefulness on your part, but how about posting your "questions" to the group also, so as to provide a frame of reference for the answers provided. Almost everything in life (and text) is rooted in "context". Walt. ------------------------------ Date: Mon, 26 Apr 1999 18:57:20 +0000 From: xxalexx@xxx.com 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 > Since gov. could be with DARPA, DEA or other high budget programs with acess to a CRAY 5 with artificial intelligence voice recognition, or if CIA will have acess to GM's database. If Chineese and work at Los Alamos, it will take longer. alex ------------------------------ Date: Mon, 26 Apr 1999 19:25:19 -0400 From: "Bruce Plecan" Subject: Re: Bin needed - ----- Original Message ----- From: Richard Wakeling To: Sent: Monday, April 26, 1999 4:02 AM Subject: Bin needed I do not have a BUA, I do have a BUC. They both were cures for 86 vettes with autos, cording to my ref., but different gearing. Bottom line, if ya want that holler. Bruce > Anybody got BUA.bin > > Thanks in advance. > Richard. > ------------------------------ Date: Mon, 26 Apr 1999 20:39:43 +0000 From: xxalexx@xxx.com Subject: Re: Alternative Engines In recent NASA tech briefs. there is picture of a IC engine with a turbo system that is about 3 times larger than the engine. Says works better than turbines, for high altitude spy planes. Also to any Aircraft Maintenance Engineers there was a article in a past issue of Parks Alumni magaazine of some former grads about to release there turbine engine to general public as a low cost alternative. alex ------------------------------ Date: Mon, 26 Apr 1999 20:39:43 +0000 From: xxalexx@xxx.com Subject: Re: LUCAS P DIGITAL > 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 met to say the car had this head in describing the model, I did nothing to the head > 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? > It has been over 10 yrs since I worked on one, we tried increasing the range of pot adjustment. You could measure resistance and hook up a some other pot. Maybe American car or even Rad Shack. alex ------------------------------ Date: Mon, 26 Apr 1999 21:15:24 EDT From: AL8001@xxx.com Subject: Some injector thoughts Every so often, some one is looking for a low flow injector for a single cyl engine. Here are some untested possibilities. 1. Use a cold start injector at a main inj. Since it's designed for short term use, a peak and hold driver would probably be a good idea. 2. Use a K-Jet poppet inj and add a bleeder. : Fuel pump---------------------------- K-jet inj I I I I port type inj I I I I fuel tank The port inj would act as a "electronic pressure regulator" full open would = low flow at the K jet inj. The fuel tables would need to operate inverse. Harold ------------------------------ Date: Mon, 26 Apr 1999 23:07:56 -0400 From: Shannen Durphey Subject: Re: Buick Update Teller.John@xxx.com wrote: > > Well it turned out to be a really minor problem. One of the rocker arm bolts > got loose, and the rocker arm was just banging around in there without opening > cylinder #1's intake port much. The biggest problem I had was getting the valve > cover off, after gluing it down with "The Right Stuff" - not the right stuff at > all, since it still leaked around cylinder #4 where oil tends to pool. > > I torqued those buggers down to what the manual said, and one of them got loose > anyway. I think I will re-do all the bolts using a little lock-tite on the > threads for good measure. This time I will use the valve cover gasket Fel-Pro > provided with my kit along with a little blue RTV. > > No big deal. > > --- John Glad to hear it's small. When I need to "refresh" a locking nut, I'll set it on a vice or anvil and hit the top with a hammer. The threads distort, and voila, one more use from the locking nut. I like right stuff, but usally in conjunction with a gasket. Shannen ------------------------------ Date: Mon, 26 Apr 1999 21:17:37 -0600 (MDT) From: Christopher M Ortega Subject: 5 h.p. engine fuel injection To whomever is listening, I was wondering if anybody out there would happen to have any information concerning the design of a single port fuel injection system for a Briggs and Stratton 5 HP engine? I just need a little boost on the timing mechanism, the components needed, and possibly any recommendations for a company. Any information at all would be extremely helpful!! Thank you very much for your time, Chris Ortega ------------------------------ Date: Mon, 26 Apr 1999 22:46:58 -0600 From: bearbvd@xxx.net (Greg Hermann) Subject: CALLING--CHRIS CONLON !!! YO-- If you are still out there, drop me a line off list, Chris! Cannot find your e-addy! Regards, Greg ------------------------------ Date: Tue, 27 Apr 1999 01:31:15 EDT From: Regnirps@xxx.com Subject: Fuel injection plugs I have asked this before, but mixed in with another topic. Has anyone heard of or seen a combination injector/spark plug for conversion to direct fuel injection without changing heads? If not, would you like one? Charlie Springer ------------------------------ Date: Tue, 27 Apr 1999 01:57:00 EDT From: JRECPA@xxx.com Subject: Re: Fuel injection plugs In a message dated 4/26/99 10:35:41 PM US Mountain Standard Time, Regnirps@xxx.com writes: << Has anyone heard of or seen a combination injector/spark plug for conversion to direct fuel injection without changing heads? If not, would you like one? Charlie Springer >> It has been tried. Most of the problems are electrical interference between the injector coil and spark energy. Plus the fact that the fuel concentration next to the plug may be too rich to fire the plug without fouling over time. James ------------------------------ Date: Tue, 27 Apr 1999 10:19:16 +0200 From: "Espen Hilde" Subject: UEGO sensor instrument. Hi. I felt some parts was a little private for sending but ok..since its you! I dont know if its the information you are looking for. Espen Hilde - ---------- > > > dear sirs > I am interested in a air fuel ratio meter, but its to expensive...many on > the diy_efi mailing list allso wants one ,can you give a group discount? > We have been discussing how to make one but I think its to > complicated.....with the UEGO or LSM 11 sensor. > Can you sell kits? > best regards > Espen Hilde > > Hi Espen, > > Thank you for you interest in the AFM1000. I can offer a discount for > large > > number of units purchased at one time. What is the number of AFM1000 > that > > you would like to purchase? I know that you might think the cost is > high, > > but consider this. The AFM1000 is a real wide ratio air-fuel ratio > monitor. > > It does not use a O2 sensor (LSM11) that can not read rich air-fuel > ratio's > > very well. The accuracy of the AFM1000 is 1.5%. > > > > There are many patents and licensing agreements that are necessary to > build > > and sell using the UEGO sensor. I would not recommend manufacturing a > > Air-fuel ratio meter. Something interesting? > > The AFM1000 is the most economical, accurate, repeatable air-fuel ratio > > monitor available. It is a very good purchase for the price. I am > looking > > into leasing the AFM1000 on a monthly basis. Would this be of an > interest > > for your membership? The unit must be returned, and the sensor > functioning. > > If the sensor failed, the customer must purchase the sensor. Let me > know. > > Thanks you. Regards, Dave Darge > > > > > > - ---------- > Hi Dave! > Thanks for the respond to my inquery. > What is the best price you can give for 5 and 10 units . with uego sensor > and without? > I can post the prices and ask. > Best regards > Espen Hilde > ---------- > > > > Hi Espen, > > What is the name of your club? What type of cars do you support? The > > educational discount is 5% or $1895 each. The AFM1000 will not work with > > any other UEGO sensor. If you would like, I can sell the AFM1000 without > > any sensor, but why would you want to. If you can purchase 10 units at > one > > time, I can take off another 5%. You can post the price, but it should > be > > the list price of $1995 each. This is to protect the dealers already > > established. Thanks for you interest. Regards, Dave Darge> AFM1000 price > Hi Dave Darge. > Its a mailing list , Do it yourself fuel injection. DIY_EFI. > Do you use the NTK sensor found on certain Hondas?We have found a cheep > source of these sensors, maybe cheeper than you can offer. > Rememer this is a do it yourself list,we are doing this to learn,and have > fun, > on a low budget. > If you could offer it for 50% discount it would be interesting. > for 2000$ I can allmost buy a felpro ecu with automatic calibration using > the UEGO sensor. > Best regards > Espen Hilde > ------------------------------ End of DIY_EFI Digest V4 #245 ***************************** 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".