DIY_EFI Digest Tuesday, May 4 1999 Volume 04 : Number 262 In this issue: Pintle Caps alternative engines Re: Direct Injection - Stratified Re: ECU7 EFI project plans Re: Transplant Re: Fish Carbs Re: Fish Carbs Re: Reverse Cooling? Re: atomization enhancement Re: Flame - Not (Tornado engine?) Re: Direct Injection - Stratified Re: CFM Questions Re: Flame - Not (Tornado engine?) Re: Transplant Re: valve job question Re: Transplant Re: Transplant Re: Fish Carbs Inside the 99 Chrysler 300M ECM/TCM Re: valve job question Re: atomization enhancement Re: fuel line check valve reality check Re: Inside the 99 Chrysler 300M ECM/TCM Re: Re: Transplant Re: Reverse Cooling? Re: alternative engines Re: Fish Carbs Re: CFM Questions Re: Transplant See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Tue, 4 May 1999 12:25:56 +0300 From: "Tom Bennett" Subject: Pintle Caps Hi All, I have just received some new seals and caps for my Bosch injectors #0 280 150 164, The question is, the original Pintle cap has a slightly smaller hole than the new one, original stamped #3 new one #2. Is this going to be a major problem if I use the new ones? regards Tom ------------------------------ Date: Tue, 4 May 1999 05:32:36 +0000 From: xxalexx@xxx.com Subject: alternative engines Univ. of Alabamba is working on a anti-gravity car. Says could be ready within 10 yrs. Will not need fuel injection or conventional fuel as we know it. There is a photo of a car airborne, but did not say if prototype. article in this issue of Discover Magazine. alex ------------------------------ Date: Tue, 04 May 1999 06:09:58 -0500 From: Jim Zurlo Subject: Re: Direct Injection - Stratified Almost all large (>6 liters/cylinder) lean burn natural gas engines are stratified charge. They have a prechamber where fuel only is admitted. The spark plug is located in the prechamber. This allows the engine to run much leaner (lambda = 2) than an open chamber engine. For a given lambda stratified charge does produce more NOx, but the prechamber allows the engine to be run leaner where NOx emissions are lower. Prechamber engines have the best efficiency, topping out around 43% thermal efficiency now. For the ultimate in low NOx emissions nothing beats a stoichiometric engine with a three way converter. There has been a renewed interest in direct injection gasoline engines recently for improved fuel econonmy. The only sticking point is reducing the exhaust NOx emissions with a lean NOx catalyst. Lot's of people are working on that and there are solutions (Selective Catalytic Reduction) but they are really expensive and require a source of ammonia. Not something you want to carry around in a vehicle. Jim Zurlo zurlo@xxx.com At 02:30 PM 5/3/99 GMT, you wrote: >Contrary to public myth, there actually is more than one stratified charge >design - but then anyone who was not blindly prejudiced would have know that. > >For Example - the Texaco /MANN design where the fuel is injected past a >sparking plug that is firing repeatedly. Gets the best of both diesel for >economy and otto cause it can burn rich of stoic and great economy because it >can run WOT always and no denotation. > >Then there is the unscavenged "blind"prechamber also known as a torch cell, >which is not involved in air flow. > >The fuel scavenged prechamber ( the more common ) variant - which has fuel >shot thru it - kinda like the spark plug injector thingee that started this >thread. Its not involved in air flow. > >The air scavenged pre chamber ala Honda CVCC - which has a separate intake >valve ( very small ) and port and runner - again not interfering with flow - >Honda continued this design with a three valve head that had two intakes, one >exhaust and a cvcc valve. Didn't seem to slow them down much. Didn't seem to >have any negative impact on air flow or power or economy. > >In fact, excepting some obscure diesel designs, none of the popular >pre-chambers is a device that is involved in the main air flow so they can't >possible introduce a restriction into the path of fuel or air. > >The minor loss of theoretical peak thermal efficiency is greatly offset by the >vast increase in range of combustion, quality of fuel, and faster burning. > >But hey - I must be a dumbshit - I only researched it extensively instead of >simply anally extracting some spurious so there comment. > >------------------------------ > >Date: Sun, 02 May 1999 22:31:00 -0500 >From: dave.williams@xxx.us (Dave Williams) >Subject: Re: Direct Injection - Stratified > >- -> Any time a device that restricts flow is introduced into the path of >- -> air and fuel, power is reduced. A pre-chamber is such a device and >- -> such an engine will lose efficiency compared to an open chamber >- -> design. > > A prechamber doesn't necessarily have to restrict flow. It can be *in >addition* to normal flow, as was used in various Japanese automobile >engines a few years ago. > >==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: Tue, 04 May 1999 07:24:21 -0400 From: Frederic Breitwieser Subject: Re: ECU7 EFI project plans > Unfortunately, it is expensive to have a small quantity of PC boards made > (close to $500), so I've been unable to move ahead until I can either find If your design calls for a single sided or double sided PC board, there is a product I saw at a tradeshow a year or two ago that you can plot your board using a special tonor to contact paper, then rub the pcboard onto the copper clad board, then etch. I'll see if I can find the brochure and get more information... I had saved it because it would facilitate my being able to make one-offs. Since you posted the pcboard routes on the ftp site... it might be a cheesy way of one making their own boards. I'll see what I can dig up. - --- Frederic Breitwieser Xephic Technology "Leadership in IT" Bridgeport, CT 06606 Web: http://www.xephic.dynip.com Voice: (203) 372-2707 Fax: (603) 372-1147 ------------------------------ Date: Tue, 04 May 1999 07:25:17 -0400 From: "Peter D. Hipson" Subject: Re: Transplant There were (aftermarket) roller bearings available for VW air cooled engines (probably still are). At 09:13 PM 5/3/99 -0400, you wrote: >CLsnyder wrote: > >> > >> Some engines were MADE with spinning inserts - bearing material on both >> sides. Others use a loose cage rollers, with the rod being the outer race, >> and the crank the inner. Obviously the latter are NOT pressure lubed. >What engines used roller bearings? What applications? >Shannen > > > Thanks, Peter Hipson (founder, NEHOG) 1995 White NA Hummer Wagon ------------------------------ Date: Tue, 04 May 1999 11:54:07 +0000 From: jweir@xxx.net Subject: Re: Fish Carbs Ahh this might be a great time to bring up the triangle of truisms GOOD ^ / \ / \ / \ ------- CHEAP EASY when any too are true the third must be false. Jason - -- 88 Wrangler - 155K miles and counting 258 I6, 4.0 head, Cherokee header, 2 1/2 exhaust with high flow cat & Flowmaster GM TBI, Crane 260H Cam TJ Fender Flares http://home.att.net/~jweir CNC 4X4 Member - http://cnc.4x4.org/ > Same reason as the valve in block L head "Flat Head" reigned supreme for 40 > odd years. Just because it is very good doesn't make it cheap - and to the > vast majority of the automotive purchasers cheap is the only virtue. Never > confuse good with cheap - or you will buy Compak Packard Bell Hewlett Packard > Gateway Cyrix and AMD etc. > > > Date: Mon, 3 May 1999 11:48:36 -0400 > From: "Gary Derian" > Subject: Re: Direct Injection - Stratified > > Gee Robert, if all these engines are so good, why aren't they used by > anyone? Maybe they are in the same vault with the Fish carburetor. > > Gary Derian > > > > Contrary to public myth, there actually is more than one stratified charge > > design - but then anyone who was not blindly prejudiced would have know > that. > snip > > -- ------------------------------ Date: Tue, 04 May 1999 08:28:58 -0400 From: Frederic Breitwieser Subject: Re: Fish Carbs > GOOD > ^ > / \ > / \ > / \ > ------- > CHEAP EASY Good one Jason... good one. I wonder how my twin-turbo 431 efi stroker fits into this... unreliable ^ / \ / \ ----- expensive complex ROFL - -- 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: Tue, 04 May 1999 07:24:24 -0500 From: Matt S Bower Subject: Re: Reverse Cooling? GM went to it earlier than the LT1. If you look at late 80's IROC's TA's and vettes they should all be reverse flowed. The reason as I can recall was something to do with trying to control the head temps for emmisions. They were able to get around the need with the LS1 engine and went back to the standard flow which I believe keeps the whole system at a more uniform temp. Bottom line still is that the gains weren't high enough for anyone else to fool with it. Thomas Martin wrote: > > Has anyone retorfitted an older V8 (non LT1) with reverse cooling? > > Is there any drawbacks to reverse cooling vs conventional? It is worth the > mechanical rework to do? > > I am curious to see why GM did it on the LT1, and from what I have gathered, dropped > it on the LS1. Knowing GM, there MUST have been a good reason. > > Thanks! > Thomas Martin ------------------------------ Date: Tue, 4 May 1999 05:41:05 -0700 (PDT) From: Roy Subject: Re: atomization enhancement > Hi all The Bosch single rail system being introduced on diesels uses a mechanical pump to generate a fuel rail pressure of around 1800 bar. The injectors are triggered like petrol injection injectors by a signal from the ECU. - --- Greg Hermann wrote: > >A "puddle" of fuel in this context can mean a cloud > of droplets in the port. > >The shock wave that hits this breaks up the drops > into smaller ones. Sure > >it gets diluted, etc. but its the best we have for > now and it does work > >pretty well. The only way to inject atomized fuel > in a short period of time > >is with a mechanical injection pump except maybe > the stuff used in single > >rail diesels. > > Or with an air boost. > > Does anyone know what the single rail diesels use > for > >pressure and injectors? > > The injectors are directly above the chambers, and > are actuated by an extra > cam lobe/rocker arm. No idea what the pressure in > the injector itself goes > up to when it gets actuated--but HIGH--Probably > hydraulic tappet style > pressures. On a Cummins PT system (Pressure/Time) > the fuel rail pressure > varies with engine speed/ load, as this pressure is > what determines how > full the injectors get before getting activated by > the cam. Up to maybe 300 > psi in the rail. Changing the "button" in the > Cummins fuel pump changes the > pressure /speed output curve of the pump, and thus > changes the amount of > fuel injected at full load on a Cummins. (Not all > Cummins B series > (pick-up) engines have PT injection. This is 855, > KT, and triple nickel > stuff.) > > On Jimmys, there is a rack the length of the head > which varies injector > stroke, (adjusting the lash on the injector rockers > and adjusting to > equalize the strokes of the injectors is the source > of the term "running > the rack" or "running the overhead") and the fuel > rail in the head is at > relatively constant pressure, maybe 150 psi?? > But--again, the actual > injection pressure is on up there. > > Regards, Greg > > > > > _________________________________________________________ Do You Yahoo!? Get your free @xxx.com ------------------------------ Date: Tue, 4 May 1999 08:57:02 -0400 From: "CLsnyder" Subject: Re: Flame - Not (Tornado engine?) - ----- Original Message ----- From: Gary Derian To: Sent: Monday, May 03, 1999 8:09 AM Subject: Re: Flame - Not (Tornado engine?) > Wasn't one of these engines also used in the Checker Marathon before they > switched to Chevy? > No, Checker used Continental flat heads, and an overhead valve version of the same engine before switching to Chevy (1964). A few Chrysler engines were also used. > Gary Derian > ------------------------------ Date: Tue, 4 May 1999 09:03:27 -0400 From: "CLsnyder" Subject: Re: Direct Injection - Stratified - ----- Original Message ----- From: Gary Derian To: Sent: Monday, May 03, 1999 11:48 AM Subject: Re: Direct Injection - Stratified > Gee Robert, if all these engines are so good, why aren't they used by > anyone? Maybe they are in the same vault with the Fish carburetor. > > Gary Derian > > > > Contrary to public myth, there actually is more than one stratified charge > > design - but then anyone who was not blindly prejudiced would have know > that. > snip > Can anybody spell COST? As long as the bean-counters and stock prices have more to say about automotive design than the engineers they will not see the light of day. > > ------------------------------ Date: Tue, 04 May 1999 09:09:44 -0400 From: Ken Kelly Subject: Re: CFM Questions Dave, Flow is measured for a given pressure drop across the runner. I really can't imagine that this means a 600cfm flow with a 15 psi pressure drop. Who would ever spec a runner with that much drop. What is the pressure differential that creates a 600cfm flow through the tube. Then can you live with that much pressure drop? Ken David Sagers wrote: > > Anyone know how to calculate CFM rates? I was talking to the shop that's > building the turbo set up for my chevy engine. He said that at 15 lbs of > boost each runner on a stock TPI will flow 600 cfm. I think the stock > runners are 1.25" But 600 cfm sounds really high for such a small tube, > even at 15 lbs of boost. > > _______________________________________________________________ > Get Free Email and Do More On The Web. Visit http://www.msn.com ------------------------------ Date: Tue, 4 May 1999 09:10:14 -0400 From: "CLsnyder" Subject: Re: Flame - Not (Tornado engine?) - ----- Original Message ----- From: Rudi Machilek To: Sent: Monday, May 03, 1999 1:05 PM Subject: RE: Flame - Not (Tornado engine?) > Entire Toronado front drive assemble was also used in the GM Transmode RV. As I recall, the carburetor was a Carter Thermo-quad that was prone to warping and leaking. Would have loved an EFI set-up. We loaded them down with gas analyzers and mini lab set-ups and drove them all over the US. Pretty decent gas mileage but prone to overheating. Another great idea not engineered thoroughly. TOTALLY different engine you are speaking of here Rudy. The TORNADO was a Willys engine - used in the Jeeps. The Buick V6 engine used in the Jeepster was also branded a TORNADO for a few years. The TORONADO was the Olds monster. > > Rudi Machilek > > >In this country--the Tornado engines only came with an eight port head > >(individual exhausts, but two logged intakes), and obviously without the > >good rods. It came in early sixties Gladiator pick-ups and Wagoneers. And, > >as one might expect for a hemi head with a short duration cam with > >aggressive valve lift rates, it got rather good mileage--about 17.5 mpg, > >highway--- in a well tuned 4x4 Gladiator. But--no, it was not a high > >revver. > > ------------------------------ Date: Tue, 04 May 1999 09:12:16 -0400 From: Ken Kelly Subject: Re: Transplant Most 60's outboard engines used roller bearings, the 2 cycle versions probably still do. In a 2 cycle engine they are common because the lubrication (oiling) is only from the Fuel mix. Ken Shannen Durphey wrote: > > CLsnyder wrote: > > > > > > Some engines were MADE with spinning inserts - bearing material on both > > sides. Others use a loose cage rollers, with the rod being the outer race, > > and the crank the inner. Obviously the latter are NOT pressure lubed. > What engines used roller bearings? What applications? > Shannen ------------------------------ Date: Tue, 4 May 1999 09:18:21 -0400 From: "CLsnyder" Subject: Re: valve job question - ----- Original Message ----- From: William T Wilson To: Sent: Monday, May 03, 1999 2:23 PM Subject: Re: valve job question > On Sun, 2 May 1999, Shannen Durphey wrote: > > > > Cleaning the carbon deposits off of the piston isn't really all that > > > important because they just come right back when the engine runs the next > > > time. > > > > Sounds like a tire shop I went to once. "No need to clean the mud off > > the wheel before we balance it. It just gets muddy again anyway." > > Heh. No, that's different, because the carbon deposits don't affect the > operation of the engine. Really. Unless there's so much of it that it > causes dieseling. > > My suggestion is more akin to saying "no need to clean the mud off the > wheel before you rotate the tires." > Actually, carbon deposits CAN affect engine running. Compression ratio is increased, making the engine more prone to detonation. If the cabon starts to flake you get hot spots, making the engine more prone to detonation. Soft carbon absorbs some fuel, causing cold low-speed driveability problems and causing engines to fail sniffer tests. Coating the cyl wall with grease before bringing the piston to TDC for decarbonizing was standard procedure - along with washing the cyl walls and rings down with ATF any time a head was removed to remove ALL traces of glycol from the rings before re-assembly. Glycol on the rings can cause an oil consumption problem on an otherwise OK engine very quickly. 25 years as an auto mechanic - a good number of rebuilds, valve jobs, and decarbs under my belt. Never a problem with ring / cyl damage. > :} > > ------------------------------ Date: Tue, 4 May 1999 09:45:31 -0400 From: "CLsnyder" Subject: Re: Transplant - ----- Original Message ----- From: Shannen Durphey To: Sent: Monday, May 03, 1999 9:13 PM Subject: Re: Transplant > CLsnyder wrote: > > > > > > Some engines were MADE with spinning inserts - bearing material on both > > sides. Others use a loose cage rollers, with the rod being the outer race, > > and the crank the inner. Obviously the latter are NOT pressure lubed. > What engines used roller bearings? What applications? > Shannen > MOST 2 strokers use roller bearings, and some obscure 4 strokes - I believe a few high speed Euro motorcycle engines. A few OLD splash lubed engines also used them. ------------------------------ Date: Tue, 4 May 1999 09:48:27 -0400 From: "CLsnyder" Subject: Re: Transplant - ----- Original Message ----- From: James Montebello To: Sent: Monday, May 03, 1999 11:17 PM Subject: RE: Transplant > > What engines used roller bearings? What applications? > > Shannen > > A great many engines use roller bearings. The bottom ends > of most two-stroke engines are all roller bearings. > SNIPP > In all cases, the crankshafts are multiple pieces pressed > together around the bearings and one-piece rods. For very > high-stress operation, these bits would be welded together. > If the crank needed to be rebuilt, the weld was ground off, > and the parts pressed apart. > No, not all. OMC uses an automotive style crank with split caps and rollers. > Most of these engines are not low power applications, either. > The two-stroke GP machines made today produce in excess of > 400hp/liter unsupercharged. The big roller bearing Suzuki > and Kawasaki engines are very popular in drag-bike applications. > > james montebello > > ------------------------------ Date: Tue, 4 May 1999 09:52:58 -0400 From: "CLsnyder" Subject: Re: Fish Carbs - ----- Original Message ----- From: Robert Harris To: Sent: Tuesday, May 04, 1999 1:12 AM Subject: Fish Carbs > Same reason as the valve in block L head "Flat Head" reigned supreme for 40 > odd years. Just because it is very good doesn't make it cheap - and to the > vast majority of the automotive purchasers cheap is the only virtue. Never > confuse good with cheap - or you will buy Compak Packard Bell Hewlett Packard > Gateway Cyrix and AMD etc. > > Sounds like the "voice of experience" speaking!! Like I always say, "If you want first quality oats, you have to pay first quality price. If, on the other hand, you wish to settle for oats that have already been through the horse, they come a bit cheaper" ------------------------------ Date: Tue, 4 May 1999 09:51:35 EDT From: AL8001@xxx.com Subject: Inside the 99 Chrysler 300M ECM/TCM For a upcoming project, I've purchased a 99 Chrysler 300M V6 3.5L engine/trans/computer. At some point in the future I would like to alter the speed limiter/rev limiter and possibly some other items. For general information I will post some of the major chips in the ECM and the Trans controll module. All of these numbers have shown up on the www.jjsurface.com web site, even though they don't show up on the chips manufacturers site. JJ surface states they will sell in quanities of 1 to 1,000,000. Perhaps they could help with other automotive chips. Engine Module PN 04606840AP It also has a serial number, wonder if it's also imbeded in the flash chip? Potted in clear/amber silicone. Device purpose Memory PN M28F220-90M3 Brand ST ( www.st.com) Package SO44 4M Flash memory, soldered to the board Device purpose Unknown PN 4745389 Brand ST Package Rectangular, pins on all sides ~ 18 pin X ~26 pin Shows up on the www.jjsurface.com site, but not on www.st.com Device Purpose CPU PN SC435409MFC16 (Copyright Chrysler 95) Brand Motorola Package Square, pins on all sides ~110 total Shows up on the www.jjsurface.com site but not on the search.motorola.com site Device Purpose Unknown PN 04812391AB Chry Corp97 H9833BRJN Brand H in a square, Harris ( www.semi.harris.com) Package Rectangular 28 pin surface mount It's listed on the JJ Surface site but not on the Harris site. Dosn't seem to be knock sensing, the KS IC on the Harris site has 20 pins. Harris seems to have a good automotive area http://www.semi.harris.com/auto/index.htm Trans Computer PN 04606936AD It also has a serial number, wonder if it's also imbeded in the flash chip? Potted in clear/amber silicone. Device purpose Memory PN M28F102-150XK3 Brand ST Package Square, pins on all sides PN says it is a PLCC44 package, but it is a soldered surface mount. I'll post more info as it becomes available. Harold ------------------------------ Date: Tue, 04 May 1999 09:49:17 -0400 From: Shannen Durphey Subject: Re: valve job question William T Wilson wrote: > > On Sun, 2 May 1999, Shannen Durphey wrote: > > > > Cleaning the carbon deposits off of the piston isn't really all that > > > important because they just come right back when the engine runs the next > > > time. > > > > Sounds like a tire shop I went to once. "No need to clean the mud off > > the wheel before we balance it. It just gets muddy again anyway." > > Heh. No, that's different, because the carbon deposits don't affect the > operation of the engine. Really. Unless there's so much of it that it > causes dieseling. > > My suggestion is more akin to saying "no need to clean the mud off the > wheel before you rotate the tires." > > :} WHAT??? Carbon doesn't affect engine operation??? Where, pray tell, did you get that information? If you're sending an aluminum head out for a valve job, typically the gasket surface gets planed in the process. Now you leave the carbon on the pistons, knowing full well it wasn't dieseling before the head job. The head comes back with slightly smaller chambers and nice tight valves, and you bolt it on and go. If the engine's a high compression, late model type (like a Geo Metro at 13:1), there's a good chance you'll burn the exhaust valves the first time you head out on the highway. But it won't diesel. But hey, the engine this original question was about is a small block Chevy. Pretty durable, probably 8.5:1 compression, iron heads. No problems there, right? But maybe there's a bunch of carbon built up on numbers 6 and 8 cylinders from worn guides. So ya take the car out with your nice, tight valves, and get on it 'cause you know it's got more power. There's some rattling, not too much, probably just too much timing advance. So you play with the timing, get on it some more, play with the timing, but you end up with your total advance pretty low and not as much power as you expected. But it doesn't diesel, it's only two cylinders, and they're only showing problems at higher RPM, so the carbon can't be causing it. Must be, oh, a mystery. Sure the carbon comes back when you run the engine. But what you see during a tear down is an accumulation over a large period of time and after a fair amount of wear. Putting an engine back together like that is asking for trouble, and I would consider it a sign of laziness knowing how easily carbon buildup can be removed. Shannen ------------------------------ Date: Tue, 4 May 1999 08:05:16 -0600 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: atomization enhancement Scuse me-- Perhaps I misunderstood what was meant by a single rail system--the Jimmy's--a mid 1930's design-- hardly had an ecu! Greg >> Hi all > > The Bosch single rail system being introduced on >diesels uses a mechanical pump to generate a fuel >rail pressure of around 1800 bar. The injectors are >triggered like petrol injection injectors by a >signal from the ECU. > >--- Greg Hermann wrote: >> >A "puddle" of fuel in this context can mean a cloud >> of droplets in the port. >> >The shock wave that hits this breaks up the drops >> into smaller ones. Sure >> >it gets diluted, etc. but its the best we have for >> now and it does work >> >pretty well. The only way to inject atomized fuel >> in a short period of time >> >is with a mechanical injection pump except maybe >> the stuff used in single >> >rail diesels. >> >> Or with an air boost. >> >> Does anyone know what the single rail diesels use >> for >> >pressure and injectors? >> >> The injectors are directly above the chambers, and >> are actuated by an extra >> cam lobe/rocker arm. No idea what the pressure in >> the injector itself goes >> up to when it gets actuated--but HIGH--Probably >> hydraulic tappet style >> pressures. On a Cummins PT system (Pressure/Time) >> the fuel rail pressure >> varies with engine speed/ load, as this pressure is >> what determines how >> full the injectors get before getting activated by >> the cam. Up to maybe 300 >> psi in the rail. Changing the "button" in the >> Cummins fuel pump changes the >> pressure /speed output curve of the pump, and thus >> changes the amount of >> fuel injected at full load on a Cummins. (Not all >> Cummins B series >> (pick-up) engines have PT injection. This is 855, >> KT, and triple nickel >> stuff.) >> >> On Jimmys, there is a rack the length of the head >> which varies injector >> stroke, (adjusting the lash on the injector rockers >> and adjusting to >> equalize the strokes of the injectors is the source >> of the term "running >> the rack" or "running the overhead") and the fuel >> rail in the head is at >> relatively constant pressure, maybe 150 psi?? >> But--again, the actual >> injection pressure is on up there. >> >> Regards, Greg >> >> >> >> >> > >_________________________________________________________ >Do You Yahoo!? >Get your free @xxx.com ------------------------------ Date: Tue, 4 May 1999 10:16:36 EDT From: Tedscj@xxx.com Subject: Re: fuel line check valve reality check In a message dated 5/4/99, 2:13:32 AM, diy_efi@xxx.edu writes: <> The SII and SIII XJ6 uses valves that are both one-way and electric shut-off. I think they are $30 - $40 a piece new, and of course if you can find one in a junk yard that would be even better. They are located in the rear wheel well, next to the gas tank, and behind a shield. I think they are probably exactly what you need since you will still be able to maintain the ability to switch between tanks. I have tried to simplify the system in my SII but have found there is no way around using the electric valves. Otherwise you have problems with one tank emptying before the other and introducing air into the gas line. Ted ------------------------------ Date: Tue, 4 May 1999 10:18:03 -0400 From: "David A. Cooley" Subject: Re: Inside the 99 Chrysler 300M ECM/TCM >Engine Module >PN 04606840AP >It also has a serial number, wonder if it's also imbeded in the flash chip? Yes it is... > >Device purpose Memory >PN M28F220-90M3 >Brand ST ( www.st.com) >Package SO44 >4M Flash memory, soldered to the board > >Device purpose Unknown >PN 4745389 >Brand ST >Package Rectangular, pins on all sides ~ 18 pin X ~26 pin >Shows up on the www.jjsurface.com site, but not on www.st.com > >Device Purpose CPU >PN SC435409MFC16 (Copyright Chrysler 95) >Brand Motorola >Package Square, pins on all sides ~110 total >Shows up on the www.jjsurface.com site but not on the search.motorola.com > site > Sounds like the MC68HC16... there are a few variants, one or two of which include OBD_II J1850 messaging capabilities >Device Purpose Unknown >PN 04812391AB Chry Corp97 > H9833BRJN >Brand H in a square, Harris ( www.semi.harris.com) >Package Rectangular 28 pin surface mount >It's listed on the JJ Surface site but not on the Harris site. Dosn't seem to >be knock sensing, the KS IC on the Harris site has 20 pins. Harris seems >to have a good automotive area >http://www.semi.harris.com/auto/index.htm This could also be a J1850 controller... HIP7030 series ------------------------------ Date: Tue, 4 May 1999 10:19:55 EDT From: Tedscj@xxx.com Subject: Re: Re: Transplant In a message dated 5/4/99, 9:51:47 AM, diy_efi@xxx.edu writes: <> I think '50s Prsche high performance engine with the OHC used them (Carrera?). ------------------------------ Date: Tue, 04 May 1999 10:17:01 -0400 From: Shannen Durphey Subject: Re: Reverse Cooling? Matt S Bower wrote: > > GM went to it earlier than the LT1. If you look at late 80's IROC's > TA's and vettes they should all be reverse flowed. Nope. Not reverse flow. Only rev. flow V8s were LT1 and LT4 engines. Waterpump rotation was reverse of Vee belt models, but coolant flow was in block, out manifold like previous years. > The reason as I can > recall was something to do with trying to control the head temps for > emmisions. Reduces head temps allowing higher compression without detonation. Same effect can be achieved with ceramic coatings. >They were able to get around the need with the LS1 engine > and went back to the standard flow which I believe keeps the whole > system at a more uniform temp. Bottom line still is that the gains > weren't high enough for anyone else to fool with it. > > Thomas Martin wrote: > > > > Has anyone retorfitted an older V8 (non LT1) with reverse cooling? > > > > Is there any drawbacks to reverse cooling vs conventional? It is worth the > > mechanical rework to do? > > > > I am curious to see why GM did it on the LT1, and from what I have gathered, dropped > > it on the LS1. Knowing GM, there MUST have been a good reason. Who really knows GM? Shannen > > > > Thanks! > > Thomas Martin ------------------------------ Date: Tue, 4 May 1999 07:33:03 -0700 From: "soren" Subject: Re: alternative engines >Univ. of Alabamba is working on a anti-gravity car. >Says could be ready within 10 yrs. That's what they have been saying about fusion power for the last 30 years or so.... Soren ------------------------------ Date: Tue, 4 May 1999 10:39:50 -0400 (EDT) From: "Clive Apps Techno-Logicals 416 510 0020" Subject: Re: Fish Carbs > > > GOOD > > ^ > > / \ > > / \ > > / \ > > ------- > > CHEAP EASY > > Good one Jason... good one. I wonder how my twin-turbo 431 efi > stroker fits into this... > > unreliable > ^ > / \ > / \ > ----- > expensive complex > I think this is developing into a graphical representation of the Fangle Quotient. See the 2 dimensional representation of the 4 dimensional FQ quantification below. w Fangle-O-Meter Graphic Representation easy cheap | practical \ | / \ | / \ | / \ | / \ | / \ | / \ | / unreliable--------------|--------------------good / | \ / | \ / | \ / | \ / | \ / | \ useless | difficult expensive | You will notice that we have 4 axis, which represent the major properties of good Fanglage. As we move in the positive direction on each axis we have the desirable properties of good Fanglage, and as we move in the other direction we have the undesirable properties, many government projects seem to end up in this region, "The Black Hole of Resources", whether intentionally or otherwise. The scales are limitless and measured in the following units: The u-g scale in Yugo-Rollses with 0 being approximately 1 Chevy. The e-c scale in money with 0 being a budget the average Fangler could afford, ie. cheaper than a mobile home in Ohio. The d-e scale in SHM-CDB (shade tree howls-can do blindfolded) with 0 requiring a moderate amount of attention, but no use of "magic words" or tools of destruction, ie. replacing a bolt on carburator setup, or adjusting valve lash. The u-p scale in GE-ME (government employees-mechanical engineers) with 0 being 1 7-11 night clerk. Can now give meaningful fanglage co-ordinates to all ouf our projects. As an example, Fred's EFI-383 project would come in about at Toyota, VCR, 4 SHMs, Marine Mechanic. Totally understandable units, that explain the workings of the projects in Fangler's terms. Clive Clive ------------------------------ Date: Tue, 04 May 1999 08:59:35 -0700 From: "Todd....!!" Subject: Re: CFM Questions Can't help ya with the CFM Calc Formula, sorry, However, a Stock 426 Hemi only flows between 300-400 cfm per runner and it was supposed to outflow ANYTHING... Good luck with your project... Do you have a web site which details your build up? ALSO, is it a single or dual turbo setup? Thanks! Todd....!! - ---------- David Sagers wrote: > > Anyone know how to calculate CFM rates? I was talking to the shop that's > building the turbo set up for my chevy engine. He said that at 15 lbs of > boost each runner on a stock TPI will flow 600 cfm. I think the stock > runners are 1.25" But 600 cfm sounds really high for such a small tube, > even at 15 lbs of boost. > > _______________________________________________________________ > Get Free Email and Do More On The Web. Visit http://www.msn.com ------------------------------ Date: Tue, 04 May 1999 09:09:39 -0700 From: "Todd....!!" Subject: Re: Transplant COOL DEAL! Thanks for sharing that info, haven't ever heard/read about stock roller bearing apps! Only Hig Dollar Race setups!! Good to know! LATER! Todd....!! - ---------- James Montebello wrote: > > > What engines used roller bearings? What applications? > > Shannen > > A great many engines use roller bearings. The bottom ends > of most two-stroke engines are all roller bearings. > > A good many four-stroke motorcycle engines have also been made > using rolling-element bottom ends. Harleys use them, most > four-stroke singles, and quite a few large displacement fours > made by Suzuki and Kawasaki used rollers. Even on engines > with plain main and big end bearings, rollers are typically > used at the ends of the crankshaft, and in the gearboxes. > > Porsche made a few racing engines that used roller bearing > bottom ends in the '50s, and '60s. > > In all cases, the crankshafts are multiple pieces pressed > together around the bearings and one-piece rods. For very > high-stress operation, these bits would be welded together. > If the crank needed to be rebuilt, the weld was ground off, > and the parts pressed apart. > > Most of these engines are not low power applications, either. > The two-stroke GP machines made today produce in excess of > 400hp/liter unsupercharged. The big roller bearing Suzuki > and Kawasaki engines are very popular in drag-bike applications. > > james montebello ------------------------------ End of DIY_EFI Digest V4 #262 ***************************** 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".