DIY_EFI Digest Friday, May 7 1999 Volume 04 : Number 268 In this issue: FI pressure Re: alternative engines Re: CFM Continued... Re: Reverse Cooling patents Re: alternative engines Re: FI pressure Re: O2 == 1.00? volts? FI pressure Sensors Re: O2 == 1.00? volts? Re: FI pressure Re: FI pressure Sensors Re: Injectors & harness Re: FI pressure Re: Reverse Cooling patents Re: Reverse Cooling patents Re: absurd pressures figures was: atomization enhancement Re: CFM Continued... Re: Jeep 4.0 Liter MPI (circa 1987-1991) Re: Reverse Cooling patents Re: CFM Continued... SV: absurd pressures figures was: atomization enhancement Re: Espen's Reed Valves Re: Need Fuel Injector Data See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Thu, 06 May 1999 17:24:28 -0400 From: Barry Tisdale Subject: FI pressure At what inlet pressure are injectors rated in pounds per hour? Thanks - Barry ------------------------------ Date: Thu, 06 May 1999 17:00:53 -0700 From: "Todd....!!" Subject: Re: alternative engines Thanks for that insight Mike! However, I must ask: You mention that the Sun warps space... If Space is a LACK of everything, thus meaning that it is truly NOTHING, then how can NOTHING be WARPED?? Please explain? Thanks! Todd....!! - --------- A70Duster@xxx.com wrote: > > In a message dated 5/6/1999 10:25:36 AM Mountain Daylight Time, > Steve.Ravet@xxx.com writes: > > << Gravity and acceleration are equivalent in relativistic physics. There > is an "equivalence principle" proposed by Einstein that states that no > experiment can be devised that can distinguish between gravitational > forces produced by mass, and acceleration forces produced by changes in > velocity. This principle caused him to propose that light is bent by > the sun, and although that particular experiment was flawed, it's been > established since that gravity does in fact cause light to bend. >> > > The light does not bend, it is the mass of the sun that "warps" space, giving > the light photos a nonuniform path to traverse. Starts getting weird when > space becomes non homogeneous. > > Just a couple of cents, > > See ya, > > Mike ------------------------------ Date: Thu, 06 May 1999 18:18:01 -0400 From: Frederic Breitwieser Subject: Re: CFM Continued... > a stock 350 ci engine. I’m looking for an EFI intake system for my twin > turbo 434 ci engine. Aaaaah. > The guy putting the turbos together said that the stock TPI is a good choice > because it will give me something really important for a fun to drive street > car, great throttle response and low end torque. This is true, because the runners are smoothly curved, and long. Typically longer runners give you more low-end torque, however at higher RPMs your engine will wease to death. Several manufacturers have come up with variable length runners... the one that sits in my mind is the new Ford Taurus... long runners for low end grunt, and shorter parallel runners for higher RPMs. Instead of a 2500/3000rpm spool up range you could size for smaller turbos and have them spool up faster, thus taking even more advantage of the longer runners... but then your high end will suffer from runner length as before, but even more from grossly undersized turbos. but, it will take off the line quite nicely. I'm doing this with my Dodge truck actually... 383 cid stroked to 431, two small turbos, then a max RPM of 4000 RPM. Great for towing, not top speed. Its a 6000lb truck anyway :) You might get more performance by using a much larger throttle body, and doing some runner port work. > with 15 lbs of boost it seems to me that the stock TPI is still small for a > 434 performance engine, or will the boost really make up the difference for > the small tubes? I believe the velocity would be too great for your engine... but I am not an expert in this area. For my dodge engine, I've already drilled out the manifold, welded in injector bungs, and going to use the TPI GM setup to manage the dodge motor, and instead of the GM TPI manifold, I'm just using the dodge intake with all the GM "stuff" attached. You might consider that approach for your engine... chose a carb manifold that suits your needs and application, then mill into it some injector bungs. Its a fair amount of work, but in the end I believe its worth it. - -- 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: Thu, 06 May 1999 17:20:43 -0500 From: Thomas Martin Subject: Re: Reverse Cooling patents I have not had one to look closely at, but I have been told by many that the 55 and 56 Pontiac V8 (287 CID) was a reverse cooled engine. They changed for 1957 with the introduction of the 317 V8, and went to the conventional cooling system used up through 1981. So if anyone would have patented it, Pontiac would have had first dibs, 45 years ago. Is there anyone who can research this? Thomas Martin ------------------------------ Date: Thu, 06 May 1999 17:18:18 -0700 From: rr Subject: Re: alternative engines Well, I'm trying to be nice to mommy's in law, as her day is coming this Sunday. BobR. Who is going to be hosting a mommy's (and in law) day dinner... >Hey, just think about what would have happened if I mentioned Mommy in law. >She had the special slippers to go along with the broom >Grumpy > >> Now Bruce, see what you've gone and done... I've >> got miller all over the keyboard, >> BobR... >> Subject: Re: alternative engines >> Ex-Wife had anti-gravity Broom 10+ years ago. >> Grumpy >> (Pardon, lack of efi content) >> > >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: Thu, 6 May 1999 19:33:46 -0400 From: "Bruce Plecan" Subject: Re: FI pressure - ----- Original Message ----- From: Barry Tisdale Subject: FI pressure I'm gonna make a wild jump here and just cover the, the high pressure TPI "style", like a GM 89 Camaro. If there is a SAE or industry stnadand I haven't seen it, and not many poeple are following it: Pressures range from 38-45 PSI. Other items to consider Voltage Duty Cycle Test Fluid Doc He guys ya know they have free magazines at the Dentist's Office?. > At what inlet pressure are injectors rated in pounds per hour? > Thanks - Barry ------------------------------ Date: Thu, 06 May 1999 18:31:52 -0500 From: Steve Gorkowski Subject: Re: O2 == 1.00? volts? Yes Ford O2 will go over 1v seen on my bench with a scope. Steve Bruce Plecan wrote: > ----- Original Message ----- > From: Ludis Langens > To: Diy_efi > Sent: Thursday, May 06, 1999 4:58 AM > Subject: O2 == 1.00? volts? > > On a GM: > I've seen a few go over 1.00v, I think the record has been 1,06v. I know 0 > about the Ford stuff, > Bruce > > > Is it possible for an O2 sensor to output a full volt (plus a few > > millivolts)? I thought they peaked out at 9/10ths of a volt or so. The > > 1+ volts were measured with a DVM. The meter's ground lead was clipped > > to the engine<->body braid. The engine end of this braid is where the > > computer picks up the O2 ground. This was on an EEC-IV w/ Motorcraft > > 2150 feedback carb. > > > > I got the 1+ volt reading just after starting a cold engine. The temp > > guage hadn't even reached "C" yet. This engine is freshly rebuilt - I > > was continuing the initial fast idle break-in after fixing a vacuum leak > > / major lean misfire problem. At the time, the engine had 20 to 25 > > minutes of running time. Once the engine started warming up a bit, the > > computer took over and the O2 started swinging back and forth. > > > > > > In a related matter, what is the proper position of the idle mixture > > adjustment screws? I assume that they should be set so that the > > feedback solenoid is running at around 50%. > > > > -- > > Ludis Langens ludis (at) cruzers (dot) com > > Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ > > > > ------------------------------ Date: Thu, 06 May 1999 19:16:59 -0500 From: Thomas McCabe Subject: FI pressure Sensors I am trying to locate a fuel pressure sensor for my engine monitoring system I am wanting to build. I know Motorola made some custom sensors for someone, but their web page does not list numbers. Does anyone know what vehicles used a fuel pressure sensor and a differential fuel pressure sensor? A vehicle application or a part number would be appreciated. Thanks for any help provided! L8r - -- Thomas McCabe - mccabet@xxx.net '85 D250, 340 on Propane, Auto '89 Lebaron GTC, 2.2L Turbo II, A-555 5 Speed, MPSBEC - 1 of 1033 '90 Dodge Caravan, 2.5L N/A, A-523 5 Speed (Soon to be Turbo) '91 Spirit R/T, 2.2L DOHC 16 Valve T3, A568 5 Speed - 1 of 1208 '96 Dakota SLT Club Cab, Brilliant Blue, 5.2L, Auto, 3.55 SG ------------------------------ Date: Thu, 6 May 1999 20:16:04 +0000 From: xxalexx@xxx.com Subject: Re: O2 == 1.00? volts? With O2 cold the bias voltage has rather large contribution to total output voltage. With hot sensor or no bias you will probably never see 1 volt. You might try a 4 wire to see if grd. loop From what I recall the solenoids were run under 50% for durability and better tip in control, (these were Carter with air bleed feedback) alex > Yes Ford O2 will go over 1v seen on my bench with a scope. > > Steve > > Bruce Plecan wrote: > > > ----- Original Message ----- > > From: Ludis Langens > > To: Diy_efi > > Sent: Thursday, May 06, 1999 4:58 AM > > Subject: O2 == 1.00? volts? > > > > On a GM: > > I've seen a few go over 1.00v, I think the record has been 1,06v. I know 0 > > about the Ford stuff, > > Bruce > > > > > Is it possible for an O2 sensor to output a full volt (plus a few > > > millivolts)? I thought they peaked out at 9/10ths of a volt or so. The > > > 1+ volts were measured with a DVM. The meter's ground lead was clipped > > > to the engine<->body braid. The engine end of this braid is where the > > > computer picks up the O2 ground. This was on an EEC-IV w/ Motorcraft > > > 2150 feedback carb. > > > > > > I got the 1+ volt reading just after starting a cold engine. The temp > > > guage hadn't even reached "C" yet. This engine is freshly rebuilt - I > > > was continuing the initial fast idle break-in after fixing a vacuum leak > > > / major lean misfire problem. At the time, the engine had 20 to 25 > > > minutes of running time. Once the engine started warming up a bit, the > > > computer took over and the O2 started swinging back and forth. > > > > > > > > > In a related matter, what is the proper position of the idle mixture > > > adjustment screws? I assume that they should be set so that the > > > feedback solenoid is running at around 50%. > > > > > > -- > > > Ludis Langens ludis (at) cruzers (dot) com > > > Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ > > > > > > > > > > > ------------------------------ Date: Thu, 06 May 1999 21:21:04 -0400 From: Barry Tisdale Subject: Re: FI pressure Well, on my test rig, all injectors put out 16.8-17.1 grams of gasoline in around 10 seconds (555 timer) @xxx. Guess they're ok - *now*, what to do with this engine???????????????? Once pulled a Nixonian 'dirty trick' on one of my competitors - made up phony address label w/ his info on it; stuck it to an issue of the "Man-Boy Love Association" publication - left it in his waiting room. Harharhar! Barry BTW, we *never* keep anyone waiting, so's nobody ever gets to read any mags. At 07:33 PM 5/6/99 -0400, you wrote: >He guys ya know they have free magazines at the Dentist's Office?. ------------------------------ Date: Thu, 6 May 1999 21:26:07 EDT From: JRECPA@xxx.com Subject: Re: FI pressure Sensors In a message dated 5/6/99 6:15:06 PM US Mountain Standard Time, mccabet@xxx.net writes: << I am trying to locate a fuel pressure sensor for my engine monitoring system I am wanting to build. I know Motorola made some custom sensors for someone, but their web page does not list numbers. Does anyone know what vehicles used a fuel pressure sensor and a differential fuel pressure sensor? A vehicle application or a part number would be appreciated. Thanks for any help provided! >> I am getting one for a digital guage from summit racing. James ------------------------------ Date: Thu, 06 May 1999 22:02:00 -0400 From: Shannen Durphey Subject: Re: Injectors & harness Dave Williams wrote: > > -> Hope the description works. Think of the plumbing like a single > -> injector TBI system, with the injector at regulated pressure. The > -> poppets, connected to the injector, require a minimum pressure to > -> open. Injector opens, pressure opens poppet valves, fuel's squirted. > > The description is adequate, I just don't see how it can work unless > the injector's flow rate is *much* larger than what can be handled by > all the nozzles together. Hmm... come to think of it, since it's an > intermittent system it just might work that way. Do you have any idea > what the flow rating of the injector is? > No, but maybe it would help if we called it a valve instead of an injector. Shannen ------------------------------ Date: Thu, 6 May 1999 22:37:14 -0400 From: "Bruce Plecan" Subject: Re: FI pressure - ----- Original Message ----- From: Barry Tisdale To: Sent: Thursday, May 06, 1999 9:21 PM Subject: Re: FI pressure Well, I'd suggest using them. FWIW, 1% or less is nicer. Oldies, can run 12%. Usually that acts like a dead hole (depending on displcement, number of cylinders). Next time, ya do it it's kinda neat to get a knock sensor, and scope, and "look" at the injector for opening, and closing. Kinda like using a diagnostic scope for looking at firing voltages etc onna ICE. Grumpy Waiting?, hell I just walk in and read till I find one worth taking. Then take it home, trouble is tooo much M Stewart stuff. > Well, on my test rig, all injectors put out 16.8-17.1 grams of gasoline in around 10 seconds (555 timer) @xxx. > > Guess they're ok - *now*, what to do with this engine???????????????? > > Once pulled a Nixonian 'dirty trick' on one of my competitors - made up phony address label w/ his info on it; stuck it to an issue of the "Man-Boy Love Association" publication - left it in his waiting room. > > Harharhar! > > Barry > > BTW, we *never* keep anyone waiting, so's nobody ever gets to read any mags. > > At 07:33 PM 5/6/99 -0400, you wrote: > >He guys ya know they have free magazines at the Dentist's Office?. > ------------------------------ Date: Thu, 06 May 1999 22:50:23 -0400 From: Shannen Durphey Subject: Re: Reverse Cooling patents Thomas Martin wrote: > > I have not had one to look closely at, but I have been told by many that the 55 and 56 > Pontiac V8 (287 CID) was a reverse cooled engine. They changed for 1957 with the > introduction of the 317 V8, and went to the conventional cooling system used up through > 1981. > > So if anyone would have patented it, Pontiac would have had first dibs, 45 years ago. > > Is there anyone who can research this? > > Thomas Martin I'll let ya know if there's any visible difference between the 55 Poncho and other engines around this time next week. Shannen ------------------------------ Date: Thu, 6 May 1999 23:47:22 -0400 From: "Bruce Plecan" Subject: Re: Reverse Cooling patents Bending light, now this time next week, Time Travel???. Shannen ya got the other little guys mutering Grumpy > > I have not had one to look closely at, but I have been told by many that the 55 and 56 > > Pontiac V8 (287 CID) was a reverse cooled engine. They changed for 1957 with the > > introduction of the 317 V8, and went to the conventional cooling system used up through > > 1981. > > So if anyone would have patented it, Pontiac would have had first dibs, 45 years ago. > > Is there anyone who can research this? > > Thomas Martin > I'll let ya know if there's any visible difference between the 55 > Poncho and other engines around this time next week. > Shannen ------------------------------ Date: Sat, 8 May 1999 20:10:33 -0700 From: "Howard Wilkinson" Subject: Re: absurd pressures figures was: atomization enhancement Fredrik: I don't find it hard to believe that the magazines and Bosch book all quote the same figures.... where do you think the figures came from? I've encountered erroneous figures in the past which were echoed throughout several publications.... not an uncommon thing. I do however find it highly improbable that a fuel injection system could have a pressure range of 1600bar with a breaking pressure of a small fraction of that number..... I have yet to see any injector breaking pressures listed which suggest line pressures of this magnitude. That such pressures could be associated with a common rail system is simply beyond belief....... I'm a stubborn sort of guy I guess, but if it makes no sense to me I must assume it to be false unless I have some verification that I consider satisfactory. Too many falsehoods have been repeated over and over again until they are believed. When I see an injector which as a breaking pressure of 1600 bar, I will have no difficulty in believing that the system produces that pressure. ;-) H.W. > I have a hard time believing that all the magazines "and" the Bosch handbook all have the wrong numbers. And the Bosch handbook says pressures between 350 and 1600 bar and I have a hard time believing you can make a typo like that. It's also hard to believe that 3-4 different independet automotive magazines would make the same typos. Even a harvester machine use up to 200 bar in the hydraulics system in steel braided rubber hoses so I don't see why these figures would be so hard to achieve in steel lines. Just my opinion.... - ---------------------------------------------------------------------- - -------- Student at the Department of Computing Science Umeå University Fredrik Skog E-mail: c95fsg@xxx.se Taffelstråket 51 WWW: http://www.acc.umu.se/~skog 903 53 Umeå Phone: +46-(0)90-136365 Mobile: +46-(0)70-3041729 Living and dying laughing and crying Once you have seen it you will never be the same Life in the fast lane is just how it seems Hard and it is heavy dirty and mean /MetallicA ------------------------------ Date: Thu, 6 May 1999 22:08:25 -0600 From: bearbvd@xxx.net (Greg Hermann) Subject: Re: CFM Continued... >Thanks to Ken, Todd & Gary for your answers regarding CFM. Perhaps I didnít >ask the question correctly. A stock TPI runs out of flow about 4800 rpm on >a stock 350 ci engine. Iím looking for an EFI intake system for my twin >turbo 434 ci engine. > >The guy putting the turbos together said that the stock TPI is a good choice >because it will give me something really important for a fun to drive street >car, great throttle response and low end torque. > How fast are you planning to turn the engine? Say for a 434, 5400 will be it? Then, the engine will be trying to breathe in 434 x 5400 x 0.5 x 1/1728 , or 678 cfm at the highest speed you will be turning it. The runners to each cylinder will be wanting to flow 1/8 of this much, or about 85 cfm each. The trick is to size everything in the flow path so that you do not have excessive pressure drop at any one point in the path at the amount of flow the engine wants to draw in. What the guy talking to you is missing is that with a pressurized intake--the pressure drop in the runners is proportional to the density of the air flowing through them! Of course--you will also have proportionally more pressure you can afford to lose with the turbo motor, So whatever will work well with the same size and speed range NA motor is pretty close for a turbo motor. Going maybe a fuzz BIGGER than what you would use for a similar size/speed NA motor will tend to lower backpressure from the turbo on the motor, and lower EGT's some. Going any smaller than what you would run on an NA 434 would hurt performance some, and durability more. Flow on the inlet side of the turbos will be the amount of air the engine breathes times the manifold density ratio--a LOT more cfm. Everything on the inlet side of the turbos should be sized accordingly, and also to have VERY low pressure losses at this design flow The amount of back pressure which the turbo(s) will put on the engine to make a given amount of boost is EXTREMELY sensitive to losses in the inlet tract to the turbos!. Regards, Greg ------------------------------ Date: Wed, 5 May 1999 23:21:13 -0600 From: "Programmer" Subject: Re: Jeep 4.0 Liter MPI (circa 1987-1991) Hi, Jim-- If this thing used a make up of a cam sensor with no location for number one--the ECU used a calculation of reading the cam sensor along with the crank--this alloted a full two crankshaft locations before #1 cylinder is found--the other problem on those earlier ones is the cam/crank sensor at the back of the engine gets oil soaked and messes up--reading the thing with a labscope makes diagnostics easier. Lyndon IP TECH LWester@xxx.com - -----Original Message----- From: Simpson, James H To: diy_efi@xxx.edu> Date: Tuesday, May 04, 1999 5:13 PM Subject: Jeep 4.0 Liter MPI (circa 1987-1991) >Hi, > >I have a 1987 Jeep Cherokee 4.0 Liter MPI engine installed in a 1982 Jeep >CJ7. I have discovered that AMC used a Renault (Renix?) computer system in >the 1987-1991 Cherokees, and that information on this computer system is, so >far, impossible to obtain. I'm having some troubles starting the engine; it >cranks for several seconds (15-30) before it starts, if it starts at all. >I've been through all of the static tests (sensor resistance/function, fuel >pressure, etc.) and everything looks OK. I've been looking for information >on computer codes and commands with no success. > >Q. Does anyone have information on the Renix computer system? > >Q. Is it possible to retrofit a different computer system to this engine? >Has anyone done this? I guess GM would be my first choice. > >Thanks for any help you might be able to give! > >Jim Simpson > > ------------------------------ Date: Fri, 7 May 1999 01:17:48 -0400 From: "CLsnyder" Subject: Re: Reverse Cooling patents - ----- Original Message ----- From: Thomas Martin To: Sent: Thursday, May 06, 1999 6:20 PM Subject: Re: Reverse Cooling patents > I have not had one to look closely at, but I have been told by many that the 55 and 56 > Pontiac V8 (287 CID) was a reverse cooled engine. They changed for 1957 with the > introduction of the 317 V8, and went to the conventional cooling system used up through > 1981. > > So if anyone would have patented it, Pontiac would have had first dibs, 45 years ago. > > Is there anyone who can research this? > > Thomas Martin > > > In '56 both the Cheiftain and Star Cheif engines were 316.6 cubic inch, not 287. 1955 was a 287 cuber. This engine was apparently only made for the one year, as the '54 was still the old flathead straight eight. It is quite possible this 287 was reverse cooled. ------------------------------ Date: Fri, 7 May 1999 01:20:55 -0400 From: "CLsnyder" Subject: Re: CFM Continued... - ----- Original Message ----- From: Frederic Breitwieser To: Sent: Thursday, May 06, 1999 6:18 PM Subject: Re: CFM Continued... > a stock 350 ci engine. I'm looking for an EFI intake system for my twin > turbo 434 ci engine. Aaaaah. > The guy putting the turbos together said that the stock TPI is a good choice > because it will give me something really important for a fun to drive street > car, great throttle response and low end torque. >This is true, because the runners are smoothly curved, and long. Typically >longer runners give you more low-end torque, however at higher RPMs your engine >will wease to death. Several manufacturers have come up with variable length >runners... the one that sits in my mind is the new Ford Taurus... long runners >for low end grunt, and shorter parallel runners for higher RPMs. When it comes to forced induction RAM tuning has a lot less advantage than in NA engines. The turbo does the ramming for you, so short and sweet reduces flow restrictions - particularly if run off a fairly large plenum. Instead of a 2500/3000rpm spool up range you could size for smaller turbos and have them spool up faster, thus taking even more advantage of the longer runners... but then your high end will suffer from runner length as before, but even more from grossly undersized turbos. but, it will take off the line quite nicely. I'm doing this with my Dodge truck actually... 383 cid stroked to 431, two small turbos, then a max RPM of 4000 RPM. Great for towing, not top speed. Its a 6000lb truck anyway :) You might get more performance by using a much larger throttle body, and doing some runner port work. > with 15 lbs of boost it seems to me that the stock TPI is still small for a > 434 performance engine, or will the boost really make up the difference for > the small tubes? I believe the velocity would be too great for your engine... but I am not an expert in this area. For my dodge engine, I've already drilled out the manifold, welded in injector bungs, and going to use the TPI GM setup to manage the dodge motor, and instead of the GM TPI manifold, I'm just using the dodge intake with all the GM "stuff" attached. You might consider that approach for your engine... chose a carb manifold that suits your needs and application, then mill into it some injector bungs. Its a fair amount of work, but in the end I believe its worth it. - -- 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: Fri, 7 May 1999 08:07:40 +0200 From: "Gustaf Ulander" Subject: SV: absurd pressures figures was: atomization enhancement List As a fellow Swede I feel I have to back Fredrik up here. http://www.audi.com/java/models/stage/technic/v6tdi/e_v6tdi.html a link to Audis TDI homepage, 1500 bar. Trust us, there IS no typing error, in fact, those high pressures has been discussed in european magazines for the last 3 years. Questioning information given is sound, but I feel we're passing the limit of being plain stubborn here... //Gustaf, regular lurker - -----Ursprungligt meddelande----- Från: Fredrik Skog Till: diy_efi@xxx.edu> Datum: den 6 maj 1999 23:25 Ämne: Re: absurd pressures figures was: atomization enhancement On Sat, 8 May 1999, Howard Wilkinson wrote: > Fredrik: > I don't doubt that Bosch has experimented with extreme pressures, but > find it impossible to believe the they have actually released systems > with the figures you quote. As I said previously these pressures are > deadly, not to mention problems of nozzle erosion when extreme > pressures are used. > > These numbers are in my opinion nonsense...... regardless of what the > Bosch book says.... there's an error someplace. H.W. > I have a hard time believing that all the magazines "and" the Bosch handbook all have the wrong numbers. And the Bosch handbook says pressures between 350 and 1600 bar and I have a hard time believing you can make a typo like that. It's also hard to believe that 3-4 different independet automotive magazines would make the same typos. Even a harvester machine use up to 200 bar in the hydraulics system in steel braided rubber hoses so I don't see why these figures would be so hard to achieve in steel lines. Just my opinion.... - ---------------------------------------------------------------------------- - -- Student at the Department of Computing Science Umeå University Fredrik Skog E-mail: c95fsg@xxx.se Taffelstråket 51 WWW: http://www.acc.umu.se/~skog 903 53 Umeå Phone: +46-(0)90-136365 Mobile: +46-(0)70-3041729 Living and dying laughing and crying Once you have seen it you will never be the same Life in the fast lane is just how it seems Hard and it is heavy dirty and mean /MetallicA ------------------------------ Date: Fri, 7 May 1999 02:49:06 EDT From: FHPREMACH@xxx.com Subject: Re: Espen's Reed Valves In a message dated 5/1/99 6:37:32 PM Pacific Daylight Time, owly@xxx.net writes: << >Offcourse.......you are right , I have wanted to try a 4 stroke with reed >valves >in the intake and run a camshaft thats good for top end...... >Espen > >> We tried this on some race bikes years ago. Reeds reduced the airflow and added length to the inlet tract that changed the tuned length. If it bore any real use, the F1 guys would be all over it. Fred ------------------------------ Date: Fri, 7 May 1999 09:07:59 +0200 From: pbrunn@xxx.de (Philipp Brunn) Subject: Re: Need Fuel Injector Data This is a multi-part message in MIME format. - ------=_NextPart_000_000B_01BE9869.1A80F6C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 8bit I found some FI data some weeks ago. Philipp - -----Ursprüngliche Nachricht----- Von: Gerald B. Clark An: DIY_EFI Datum: Freitag, 30. April 1999 0233 Betreff: Need Fuel Injector Data >A friend of mine and I are working on an unusual project. We are adapting a >'93 Saturn ECM and two DIS modules to run a Continental O-200 aircraft >engine. The engine is 200 C.I. (3.3 L) 4 cylinder dual plug and should make >about 120 HP at about 2800 RPM. > >Unfortunately, the fellow who chose the Saturn ECM and specified the fuel >injectors died. We have tried two different sets of fuel injectors and >neither seem to work right. The first set was apparently way too large. >They were the Rochester p/n 17104988 which flow about 72 LB./hr. and 2 Ohm. >We felt that they were going to be too big when we started. Next we tried a >set of Rochester p/n 17102119 that are rated at 19 LB./hr and 16 Ohm. The >second set appears to be too small. Part of the problem may be that the ECM >has 2 Ohm drivers. > >We are looking for some data to select the correct injectors for the job. >We believe that we need a flow of about 15-19 LB/hr. and 2 Ohm Peak and >Hold. The pockets installed will take a type 5 (3 O-ring) injectors. > >Can anyone supply us with the information or give us an idea of where we can >find a chart with the injector data? > >If someone can suggest a year and model of engine using the correct >injectors for us, we could go to the dealer and buy them. > >If anyone needs 4 of the Rochester 17104988 injectors which we believe are >for the LT-1 Corvette, we would like to find a new owner. The injectors >have about 30 minutes running time on them. > > > > >Jerry Clark (K7KZ) >http://www.AZStarNet.com/~gbclark >PGP key http://pgpkeys.mit.edu:11371/pks/lookup?op=get&search=0x30FD11E5 > > > > - ------=_NextPart_000_000B_01BE9869.1A80F6C0 Content-Type: application/x-zip-compressed; name="Injector%20Data.zip" Content-Transfer-Encoding: base64 Content-Disposition: attachment; filename="Injector%20Data.zip" UEsDBBQAAAAIADxzlSYMzsgx6l8AAABYAQARAAAASW5qZWN0b3IgRGF0YS54bHPsW2tsXMd1Prtc Lrl8vyQ+9LrimxSX3Cd3V5TE5fJNkRJFUrSTKJZX5FJci+QSfEiWk8ZMXcH54TaunRph6iZ2G7hx DBdtWjhB0KZy+8cI1EZogAZI2kKu3RZom8IF6iCw27DnzNydvTM7F26L9keL3tU+5ty5853znTNn 5p5L3f9e9YOXf6fpbVCOc1AAPzvwgNsic+L769lGFeD5gwP6mf3+Gr5fxffB/x//aw5PcTFAYSE8 deheEQXBm8zLf4jvu/j+a3xfgU2oGklupFNrRsKYyOyu7WQ2jP/ZI4FavOt6ET8r4DB+OqEeA66i YDizvpnZTu+kjOn09k49yh2uBmil4HMcEnE6OfCzA/7LwWIRI3LQ46F+BuvnwBcd7oED0Y9/fg+g upExUMM+a9nnWWy9B+fhmcuPDUTNnv0FcXbuF9lnM/usIH3gmw76/UMm8UMdvIXfB08+yyGgcGgr 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