DIY_EFI Digest Tuesday, June 22 1999 Volume 04 : Number 369 In this issue: Re: AMC 304 Fuel injection Re: NC crank prep/lightening for a DIY'r? Re: Non A*E* Roots Numbers RE: Non-diy_efi, dyno help Re: Non-diy_efi, dyno help Re: Non-diy_efi, dyno help Bruce Plecan Re: read engine rpm from battery/alternator??? 4.3 TBI GMC thingee Re: 4.3 TBI Re: Non A*E* Roots Numbers corvette list ? RE: read engine rpm from battery/alternator??? RE: Todd's sure fire blower sale - Fred, Re: Not Found Re: GMC thingee Re: corvette list ? Re: Not Found Autorotor website... Swedish. RE: corvette list ? Re: corvette list ? Re: Non A*E* Roots Numbers Re: Buick V-6, was Prowler V6 Re: Non-diy_efi, dyno help Re: corvette list ? Re: Holley Projection 4di help Re: Holley Projection 4di help Re: alternative engines, now Hemi Re: lower-noise accelerometer part (was: g meter) See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Mon, 21 Jun 1999 07:12:55 From: Bob Tom Subject: Re: AMC 304 Fuel injection At 06:40 PM 6/20/99 -0700, you wrote: >Has anyone installed an EFI setup in a CJ Jeep -with an AMC 304 V8. I am >told a company called Turbo City has a TBI unit. Turbo City's web site address is: http://www.turbocity.com/ It may have something useful there for you. Bob Burlington, Ontario Current: 97 Dakota CC Sport,5.2L,3.55SG, auto.,4x2 85 Shelby Intercooled Turbo Charger,2.2L,5-spd man. 70 Challenger,383-4bbl,slap-stik auto.,3.23SG,hemi orange ------------------------------ Date: Mon, 21 Jun 1999 03:56:39 -0800 From: Ludis Langens Subject: Re: NC crank prep/lightening for a DIY'r? Ross Corrigan wrote: > sounds good, I have a dremel and now the air die grinder, haven't boughten > any bits for the die grinder sides the stones that came with it as they > were pricey and I didn't know what I needed yet, maybe their's a kit w/ the > bits I'd need? (Eastwood?) Consider getting a few 1/4 inch shaft carbide burrs for the air die grinder. The double cut style seems more popular (easier to get) than the single cut style. My favorite burr is a 3/8 diameter "tree w/ radius end" shape. A 3/8 cylinder w/ radius end can also be useful. Be careful with any burr where a straight side suddenly ends (like the grinder end of the radiused cylinder.) Make sure it hangs over the edge of your work or else you _will_ cut a notch. Thus, for porting, shapes with rounded sides are useful. They'll let you feather the new cut into the old surface. The smaller burrs are $10 to $15 (US) each. I got mine from a machine tool supply house. Eastwood does have a few in their catalog. If you are working in aluminum, you need special burrs meant for soft materials. Use a full face shield - just goggles will result in a bloody nose as you breath in metal chips. - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ ------------------------------ Date: Mon, 21 Jun 1999 06:23:50 From: "Lawrence E. Mayfield" Subject: Re: Non A*E* Roots Numbers Been lurking around and listening to the talk of crank driven blowers. One of the things that strike me is the damage potential caused by driving the pump from the crank snout. Taking a 100 horsepower out the crank snout puts a tremendous side load on the crank which causes flexing of the crank. I know it is hard to visualize a big stout crank flexing but they do. What happens then is that this stresses the block's main bearing webs and subsequent cracking through the web to the cam bearing races. This is probably the cause of many blown Ford 302 engines which have split the block. Just a thought or two... mayf At 06:20 PM 6/20/99 -0700, Walter Sherwin wrote: > > >>One of the more significant things to observe in the numbers posted here is >>how LOW the VE for a Roots is at low engine/blower speed--these low VE >>numbers at low speed translate to not much boost there until the revs are >>up a bit!! A VATN turbo will actually get the boost up a LOT SOONER than a >>Roots or a Screw huffer!! Get it up rates for VATN turbo/ >>Roots/conventional turbo are prolly sorta comparable to the same rates for >>a 15 year old boy/ 30 year old man/50 year old man! >> >>Another point to consider--Don't even THINK about running a Roots or a >>screw in "blow thru" configuration! > > > > > >I agree completely with your comments regarding the "Roots" blowers. On >the other hand, "Screw" compressor technology has come a long way over the >years. You might be surprised by the performance figures for an optimized >screw unit, no matter whether you want to examine 1)Dry Discharge >Temperature 2)Adiabatic Efficiency 3)Volumetric Efficiency 4)Parasitic >Power 5)Internal Compression Ratio...........etc. Sized correctly, a >screw(s) can nearly match the peak efficiency of a good turbo system, but do >so over a much broader range, with near instant response (wet or dry). > >Do you have a URL for the VATN turbos? > > > >Walt. > > > L.E. Mayfield 124 Maximillion Drive Madison, Al. 35758-8171 1-256-837-1051 http://www.hsv.tis.net/~mayfield DrMayf@xxx.com mayfield@xxx.com <<< Subject: RE: Non-diy_efi, dyno help Being there, want to do that but my wife wont let me ( I'm a well know pyromaniac) http://ghg.purdue.edu/ Previously, you (Don.F.Broadus@xxx.com) wrote: > Did you check out the web page where the guy lights his charcoal grill with > LOX,, You have to see the quick time video to believe it. > They say LOX burgers taste fine. > Don > > -----Original Message----- > > > > > From: David Cooley [SMTP:n5xmt@xxx.net] > > Sent: Friday, June 18, 1999 12:57 PM > > To: diy_efi@xxx.edu > > Subject: Re: Non-diy_efi, dyno help > > > > At 01:31 PM 6/18/99 -0400, you wrote: > > > > >watch out for metal wrist matches eh? > > > > Definitely... I had an old cheap seiko that would stop while I was in the > > room, and after I left, I just tapped it and it started again... > > A patient came in with a Rolex and refused to remove it... had her sign a > > waiver that we weren't responsible for damages... it never moved again! > > > > > > > >cool, sounds like the same type of demo as the aluminum ring and an > > electro > > >magnet ( you know the one where the ring floats) > > > > Always used that to try to convince people I had magical powers... > > > > > > >Sounds like a nice job, being able to play with big toys 8) > > > > There's times I miss the toys... Liquid Nitrogen and Liquid Helium are > > fun! > > =========================================================== > > David Cooley N5XMT Internet: N5XMT@xxx.net > > Packet: N5XMT@xxx. Member #7068 > > We are Borg... Prepare to be assimilated! > > =========================================================== - -- Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ Date: Mon, 21 Jun 1999 09:00:02 -0400 From: Frederic Breitwieser Subject: Re: Non-diy_efi, dyno help > Did you check out the web page where the guy lights his charcoal grill with > LOX,, You have to see the quick time video to believe it. > They say LOX burgers taste fine. Well Don, for me I think it would be idea... I like the outside flamebroiled and the inside raw, commonly called "black and blue". :) - -- 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, 21 Jun 1999 09:05:17 -0400 (EDT) From: Pat Ford Subject: Re: Non-diy_efi, dyno help Previously, you (David Cooley) wrote: > At 03:03 PM 6/18/99 -0400, you wrote: > > > did you know you can freeze a can of shaving cream (after shaking it) with > >liquid nitrogen, cut the can awway and it will expand as it thaws.. In the hillbilly haven I live in ( I moved in, then, found out about the locals) the kids go nuts on haloween. the day after the town is littered with egg shells, looks kinda like snow. They also burnt down a concrete bridge ( burnt throught the asphalt, and into the stryofoam core, the whole road bed jut fell onto the the concrete deck 3' below) I main group of egg tosers are from the surrounding farms, and they all park in the baseball feild. After getting egged once too often in did the shaving foam trick to all the cars in the feild. BTW 2 cans is overkill for a firefly ( suzuki swift) 8) > > Hehehe... Too Cool... > My favorite was a Nitrogen Bomb... > Put about a 2 inch deep layer of LN2 in the bottom of a 2 litre coke bottle > and cap it and run... LN2 expands 700 times as it turns from a liquid to a > gas... Heck of a boom and a big white mushroom cloud! > =========================================================== > David Cooley N5XMT Internet: N5XMT@xxx.net > Packet: N5XMT@xxx. Member #7068 > We are Borg... Prepare to be assimilated! > =========================================================== > - -- Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ Date: Mon, 21 Jun 1999 15:30:20 +0200 From: "Espen Hilde" Subject: Bruce Plecan Any news about Bruce? Espen ------------------------------ Date: Mon, 21 Jun 1999 09:33:35 -0400 From: "Peter D. Hipson" Subject: Re: read engine rpm from battery/alternator??? Mosst of the later diesels that have computers use a sender on the back, driven off the cam much like a distributor. It basically fits into the oil pump shaft. Autometer, I believe, has at least one alternator driven tach you can get. At 08:42 AM 6/20/99 -0400, you wrote: >> -> On a GM altenator, there are 4 pins, one big and 3 small. The 3 small >> -> are L for lamp, F for field, and an unlabeled one that we used in a >> -> GM race program where rules would not let us use a wheel speed >> -> sensor. That pins outputs a frequency proportional to rpm which we >> -> used with some engineering math to get vehicle speed. >> >> Is that the same pin that GM Diesels used for 'tachometer' output? >> >That would not suprise me that is true. It has been a long time, but >I believe a Delco engineer told me they added pin for their own internal >testing purposes among other things. > >regards, >frank >> > > > Thanks, Peter Hipson (founder, NEHOG) 1995 White NA Hummer Wagon ------------------------------ Date: Mon, 21 Jun 1999 10:24:44 -0400 From: chrishil Subject: 4.3 TBI I would like to convert a stock eliminator carbed 4.3 V-6 to a TBI using the stock throttle body and such that is dictated by the rules. The engine makes around 250 hp. I assume since it is TBI, I can only use 2 injectors and off the top of my head I would probably use two 50lb injectors. I would like to make the fuel map based on TPS% and rpm (Alpha-N). What recommendations does the list have for DFI computer and such. Engine specs are 250 hp Only 2 injectors (I think) 7500+ rpm Open loop only Am I forgetting anything? Any and all suggestions are welcome! Thanks, Chris Hill ------------------------------ Date: Mon, 21 Jun 1999 15:03:19 GMT From: bob@xxx.com (Robert Harris) Subject: GMC thingee First, the reason for its love, survival and continued abuse is Daves Law "Cheap is a virtue unto itself" - it really pisses the technogeek wannabe off to have some dumb ass redneck with a blown big block embarrass his whiney Farting Rice Rocket - specially when he paid 5 times as much for it. Yes - properly done, the Whipple, the turbo etc can do a better job - but hey not bad for a device that is well into its third century of use - first use was in the mines pre 1800 pumping air. Next, its a back pressure device - no internal compression. The pressure you read is the pressure above what the downstream system can consume - in other words - a measure of the RESTRICTION. The rotors merely trap a volume of air and move it into the manifold - there is no compression in the Roots unit itself. And as such responds as well or better to air flow tuning and enhancement as a turbo. The low ve you see is due to wide rotor clearances. GMC ran the rotors dry with large clearances to swallow dirt without destruction - these were on industrial units. Raising the back pressure raises the resistance to the movement of the air, thereby reducing the amount of air to be pumped. And GMC never used a Roots in the exhaust side. Makes sense only to the purveyors of fuel magnets and pogue carburetors. Lowering the blower rpm increases the time for the air to bleed backwards past the rotor tips. Raising the rpm reduces this bleed back as does clearance reduction and ultimately teflon tips to seal the tips. Adding liquid to the air prior to the rotors also greatly increases sealing. Turbo and other devices still impose loss's on the system - you would be amazed how much of a restrictive loss that turd up your tail pipe is. Unless you sell Pogue carbs - TANSTAAFL ( There Ain't No Such Thing as a Free Lunch - - Heinlein ) applies and granted overall its less than the roots pumping loss. But for fueling purposes, the roots tracks closely to a greatly increased displacement NA engine. Most OEM EFI stuff can be set right over the blower and not even suspect its blown - if they can flow enough fuel to match the air. And the pulsing of a long duration cam is eliminated also - making it easier. And no sharply rising pressure curve to compensate for either. The ease of fueling was part of the reason that turbos did not make major inroads until the 80's. ------------------------------ Date: Mon, 21 Jun 1999 11:08:50 -0400 (EDT) From: "Clive Apps Techno-Logicals 416 510 0020" Subject: Re: 4.3 TBI > > I would like to convert a stock eliminator carbed 4.3 V-6 to a TBI using the > stock throttle body and such that is dictated by the rules. The engine makes > around 250 hp. I assume since it is TBI, I can only use 2 injectors and off > the top of my head I would probably use two 50lb injectors. I would like to > make the fuel map based on TPS% and rpm (Alpha-N). What recommendations does > the list have for DFI computer and such. Engine specs are too small you would need at least 2 80lbs inj Clive > > 250 hp > Only 2 injectors (I think) > 7500+ rpm > Open loop only > > Am I forgetting anything? Any and all suggestions are welcome! > > Thanks, > > Chris Hill > > ------------------------------ Date: Mon, 21 Jun 1999 11:46:38 -0700 From: "Todd....!!" Subject: Re: Non A*E* Roots Numbers Sounds like a valid issue mayf, However, you didn't state any solution, like runnin an idler pulley or such in between the crank pulley and the blower pulley or somethin, any ideas? Thanks, Todd.... - ------ Lawrence E. Mayfield wrote: > > Been lurking around and listening to the talk of crank driven blowers. One > of the things that strike me is the damage potential caused by driving the > pump from the crank snout. Taking a 100 horsepower out the crank snout puts > a tremendous side load on the crank which causes flexing of the crank. I > know it is hard to visualize a big stout crank flexing but they do. What > happens then is that this stresses the block's main bearing webs and > subsequent cracking through the web to the cam bearing races. This is > probably the cause of many blown Ford 302 engines which have split the > block. Just a thought or two... > > mayf > > At 06:20 PM 6/20/99 -0700, Walter Sherwin wrote: > > > > > >>One of the more significant things to observe in the numbers posted here is > >>how LOW the VE for a Roots is at low engine/blower speed--these low VE > >>numbers at low speed translate to not much boost there until the revs are > >>up a bit!! A VATN turbo will actually get the boost up a LOT SOONER than a > >>Roots or a Screw huffer!! Get it up rates for VATN turbo/ > >>Roots/conventional turbo are prolly sorta comparable to the same rates for > >>a 15 year old boy/ 30 year old man/50 year old man! > >> > >>Another point to consider--Don't even THINK about running a Roots or a > >>screw in "blow thru" configuration! > > > > > > > > > > > >I agree completely with your comments regarding the "Roots" blowers. On > >the other hand, "Screw" compressor technology has come a long way over the > >years. You might be surprised by the performance figures for an optimized > >screw unit, no matter whether you want to examine 1)Dry Discharge > >Temperature 2)Adiabatic Efficiency 3)Volumetric Efficiency 4)Parasitic > >Power 5)Internal Compression Ratio...........etc. Sized correctly, a > >screw(s) can nearly match the peak efficiency of a good turbo system, but do > >so over a much broader range, with near instant response (wet or dry). > > > >Do you have a URL for the VATN turbos? > > > > > > > >Walt. > > > > > > > > L.E. Mayfield > 124 Maximillion Drive > Madison, Al. 35758-8171 > 1-256-837-1051 > > http://www.hsv.tis.net/~mayfield > > DrMayf@xxx.com > mayfield@xxx.com <<< > Bonneville Land Speed Racer, '66 Hydroplane Drag Boat (390 FE) ------------------------------ Date: Mon, 21 Jun 1999 11:13:43 -0700 From: "Stowe, Ted-SEA" Subject: corvette list ? hi, is there a corvette list ? NOTICE: This communication may contain privileged or other confidential information. If you are not the intended recipient or believe that you may have received this communication in error, please reply to the sender indicating that fact and delete the copy you received. In addition, you should not print, copy, retransmit, disseminate, or otherwise use the information. THANK YOU ------------------------------ Date: Mon, 21 Jun 1999 13:38:24 -0500 From: Don.F.Broadus@xxx.com Subject: RE: read engine rpm from battery/alternator??? If we are talking about the CS110 CS130 alternators the terminals are P=stator tach signal L=lamp F=feild S=sense. The big cars Caddys etc. use the tach term to signal the body control module. I believe they monitor the RPM and current load. If more current is needed the BCM tells the ECM to kick the idle up. When I bought a rebuilt CS130 the test tag had all the terminals listed and at rated output the P= tach signal was around 132 RPM. Since this is the stator signal it should be free of any regulator functions. Don > -----Original Message----- > From: Peter D. Hipson [SMTP:mail@xxx.com] > Sent: Monday, June 21, 1999 8:34 AM > To: diy_efi@xxx.edu > Subject: Re: read engine rpm from battery/alternator??? > > Mosst of the later diesels that have computers use a sender on the back, > driven off the cam much like a distributor. It basically fits into the oil > pump shaft. Autometer, I believe, has at least one alternator driven tach > you can get. > > At 08:42 AM 6/20/99 -0400, you wrote: > >> -> On a GM altenator, there are 4 pins, one big and 3 small. The 3 > small > >> -> are L for lamp, F for field, and an unlabeled one that we used in a > >> -> GM race program where rules would not let us use a wheel speed > >> -> sensor. That pins outputs a frequency proportional to rpm which we > >> -> used with some engineering math to get vehicle speed. > >> > >> Is that the same pin that GM Diesels used for 'tachometer' output? > >> > >That would not suprise me that is true. It has been a long time, but > >I believe a Delco engineer told me they added pin for their own internal > >testing purposes among other things. > > > >regards, > >frank > >> > > > > > > > Thanks, > Peter Hipson (founder, NEHOG) > 1995 White NA Hummer Wagon ------------------------------ Date: Mon, 21 Jun 1999 15:07:39 -0400 From: "Knowlden and/or Eller" Subject: RE: Todd's sure fire blower sale - Fred, Thanks. It would be nice if the site had a version completely in English. Bob - -----Original Message----- From: owner-diy_efi@xxx.edu [mailto:owner-diy_efi@xxx.edu]On Behalf Of Walter Sherwin Sent: Monday, June 21, 1999 2:18 AM To: diy_efi@xxx.edu Subject: Re: Todd's sure fire blower sale - Fred, >Does Autorotor have a web site? > >Bob Ignore the earlier message Bob........ I just found this http://www.opconab.com . Walt. ------------------------------ Date: Mon, 21 Jun 1999 15:12:21 -0400 (EDT) From: Pat Ford Subject: Re: Not Found May be a stupid question but whats the url for the gm ecm page Previously, you (steve ravet) wrote: > Oops. I moved them out of the ftp directory but forgot to change the > links. They're OK now. > > --steve > > Geoff Richards wrote: > > > > Hi group > > I am receiving message 'file not found' when trying to get description of > > test bench > > from GM-ECM page > > Anyone? > > Thanks > > Geoff Richards > > -- > Steve Ravet > steve.ravet@xxx.com > Advanced Risc Machines, Inc. > www.arm.com - -- Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ Date: Mon, 21 Jun 1999 15:08:52 -0400 From: "Gary Derian" Subject: Re: GMC thingee Any supercharging device requires a reduction in compression ratio to limit detonation. That also reduces the expansion ratio which is where all the power and economy comes from. Crank driven superchargers are stuck with the low expansion. Turbine driven superchargers increase the expansion ratio at the same time they increase the compression ratio. This makes them inherently more efficient while running boost. Crank driven is OK for short bursts of passing power if coupled with a de-activating clutch so parasitic losses can be eliminated during cruise conditions. Gary Derian > Turbo and other devices still impose loss's on the system - you would be > amazed how much of a restrictive loss that turd up your tail pipe is. Unless > you sell Pogue carbs - TANSTAAFL ( There Ain't No Such Thing as a Free Lunch > - Heinlein ) applies and granted overall its less than the roots pumping loss. > > But for fueling purposes, the roots tracks closely to a greatly increased > displacement NA engine. Most OEM EFI stuff can be set right over the blower > and not even suspect its blown - if they can flow enough fuel to match the > air. And the pulsing of a long duration cam is eliminated also - making it > easier. And no sharply rising pressure curve to compensate for either. The > ease of fueling was part of the reason that turbos did not make major inroads > until the 80's. ------------------------------ Date: Mon, 21 Jun 1999 14:33:16 -0500 From: steve ravet Subject: Re: corvette list ? www.vettenet.org is the homepage for the list, they have directions for subscribing. You think this is a high volume list...... - --steve "Stowe, Ted-SEA" wrote: > > hi, is there a corvette list ? > > NOTICE: This communication may contain privileged or other confidential information. If you are not the intended recipient or believe that you may have received this communication in error, please reply to the sender indicating that fact and delete the copy you received. In addition, you should not print, copy, retransmit, disseminate, or otherwise use the information. THANK YOU Which part of that message was confidential? I think I accidently printed, copied, retransmitted and disseminated it to everyone in my address book. - --steve - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ Date: Mon, 21 Jun 1999 15:04:28 -0500 From: steve ravet Subject: Re: Not Found The starting place for all 3 lists is efi332.eng.ohio-state.edu >From there you can get to all three lists. The URLs directly there are: efi332.eng.ohio-state.edu/diy_efi efi332.eng.ohio-state.edu/efi332 efi332.eng.ohio-state.edu/gmecm By the way, the server thinks it's Wayback Wednesday. If the following looks familiar that's because I first sent it a few weeks ago. I think the list guys are checking into it. - --steve Pat Ford wrote: > > May be a stupid question but whats the url for the gm ecm page > > Previously, you (steve ravet) wrote: > > Oops. I moved them out of the ftp directory but forgot to change the > > links. They're OK now. > > > > --steve > > > > Geoff Richards wrote: > > > > > > Hi group > > > I am receiving message 'file not found' when trying to get description of > > > test bench > > > from GM-ECM page > > > Anyone? > > > Thanks > > > Geoff Richards > > > > -- > > Steve Ravet > > steve.ravet@xxx.com > > Advanced Risc Machines, Inc. > > www.arm.com > > -- > Pat Ford email: pford@xxx.com > QNX Software Systems, Ltd. WWW: http://www.qnx.com > (613) 591-0931 (voice) mail: 175 Terrence Matthews > (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 - -- Steve Ravet steve.ravet@xxx.com Advanced Risc Machines, Inc. www.arm.com ------------------------------ Date: Mon, 21 Jun 1999 22:41:52 +0200 From: =?iso-8859-1?Q?J=F6rgen_Karlsson?= Subject: Autorotor website... Swedish. There are really no interesting tech stuff on the site. Everything seem investor and chareholder related:( The only interesting thing I can find is that GM has decided to let SAAB develop even more advanced engine management systems. It seems like the ION sensing technique is developed by SEM, saabs engine management system is developed by SEM. Jörgen Karlsson jurg@xxx.se jurg@xxx.net http://come.to/jurg http://quattro.tsx.org ------------------------------ Date: Mon, 21 Jun 1999 13:55:50 -0700 From: "Stowe, Ted-SEA" Subject: RE: corvette list ? what part is confidential ? who knows I work for a legal firm. everything is confidential and billable. Ted. > -----Original Message----- > From: steve ravet [SMTP:Steve.Ravet@xxx.com] > Sent: Monday, June 21, 1999 12:33 PM > To: diy_efi@xxx.edu > Subject: Re: corvette list ? > > www.vettenet.org is the homepage for the list, they have directions for > subscribing. You think this is a high volume list...... > > --steve > > "Stowe, Ted-SEA" wrote: > > > > hi, is there a corvette list ? > > > > NOTICE: This communication may contain privileged or other confidential > information. If you are not the intended recipient or believe that you > may have received this communication in error, please reply to the sender > indicating that fact and delete the copy you received. In addition, you > should not print, copy, retransmit, disseminate, or otherwise use the > information. THANK YOU > > Which part of that message was confidential? I think I accidently > printed, copied, retransmitted and disseminated it to everyone in my > address book. > > --steve > > -- > Steve Ravet > steve.ravet@xxx.com > Advanced Risc Machines, Inc. > www.arm.com NOTICE: This communication may contain privileged or other confidential information. If you are not the intended recipient or believe that you may have received this communication in error, please reply to the sender indicating that fact and delete the copy you received. In addition, you should not print, copy, retransmit, disseminate, or otherwise use the information. THANK YOU ------------------------------ Date: Mon, 21 Jun 1999 16:22:39 -0500 (CDT) From: eclark@xxx.com Subject: Re: corvette list ? yes there is, look at www.y-body.org btw, your disclaimer goes for me too, so dont use this information in any way. On Mon, 21 Jun 1999, Stowe, Ted-SEA wrote: > > hi, is there a corvette list ? > > > NOTICE: This communication may contain privileged or other confidential information. If you are not the intended recipient or believe that you may have received this communication in error, please reply to the sender indicating that fact and delete the copy you received. In addition, you should not print, copy, retransmit, disseminate, or otherwise use the information. THANK YOU ------------------------------ Date: Mon, 21 Jun 1999 16:07:30 From: "Lawrence E. Mayfield" Subject: Re: Non A*E* Roots Numbers No, no real solutions. No matter what kind of idler you add, the crank is still the dohickey that has to pull that belt around and that's what causes the funky crank problems. I suspect that the aftermarket blocks like the big boys use in their top fuel and funny cars has extra strength to help, but I suspect that a lot of blown engines result from crank flex. A solution for 6-71 or similar blowers would be those old inline crank gear driven units that stuck out in front. The only car I have seen one of those in lately was a land speed car with a blown chevy. Nice but sure add to the length of the motor system. mayf At 11:46 AM 6/21/99 -0700, you wrote: >Sounds like a valid issue mayf, > >However, you didn't state any solution, like runnin an idler pulley or >such in between the crank pulley and the blower pulley or somethin, any >ideas? > >Thanks, > >Todd.... > >------ > >Lawrence E. Mayfield wrote: >> >> Been lurking around and listening to the talk of crank driven blowers. One >> of the things that strike me is the damage potential caused by driving the >> pump from the crank snout. Taking a 100 horsepower out the crank snout puts >> a tremendous side load on the crank which causes flexing of the crank. I >> know it is hard to visualize a big stout crank flexing but they do. What >> happens then is that this stresses the block's main bearing webs and >> subsequent cracking through the web to the cam bearing races. This is >> probably the cause of many blown Ford 302 engines which have split the >> block. Just a thought or two... >> >> mayf >> >> At 06:20 PM 6/20/99 -0700, Walter Sherwin wrote: >> > >> > >> >>One of the more significant things to observe in the numbers posted here is >> >>how LOW the VE for a Roots is at low engine/blower speed--these low VE >> >>numbers at low speed translate to not much boost there until the revs are >> >>up a bit!! A VATN turbo will actually get the boost up a LOT SOONER than a >> >>Roots or a Screw huffer!! Get it up rates for VATN turbo/ >> >>Roots/conventional turbo are prolly sorta comparable to the same rates for >> >>a 15 year old boy/ 30 year old man/50 year old man! >> >> >> >>Another point to consider--Don't even THINK about running a Roots or a >> >>screw in "blow thru" configuration! >> > >> > >> > >> > >> > >> >I agree completely with your comments regarding the "Roots" blowers. On >> >the other hand, "Screw" compressor technology has come a long way over the >> >years. You might be surprised by the performance figures for an optimized >> >screw unit, no matter whether you want to examine 1)Dry Discharge >> >Temperature 2)Adiabatic Efficiency 3)Volumetric Efficiency 4)Parasitic >> >Power 5)Internal Compression Ratio...........etc. Sized correctly, a >> >screw(s) can nearly match the peak efficiency of a good turbo system, but do >> >so over a much broader range, with near instant response (wet or dry). >> > >> >Do you have a URL for the VATN turbos? >> > >> > >> > >> >Walt. >> > >> > >> > >> >> L.E. Mayfield >> 124 Maximillion Drive >> Madison, Al. 35758-8171 >> 1-256-837-1051 >> >> http://www.hsv.tis.net/~mayfield >> >> DrMayf@xxx.com >> mayfield@xxx.com <<<> >> Bonneville Land Speed Racer, '66 Hydroplane Drag Boat (390 FE) > > > L.E. Mayfield 124 Maximillion Drive Madison, Al. 35758-8171 1-256-837-1051 http://www.hsv.tis.net/~mayfield DrMayf@xxx.com mayfield@xxx.com <<< Subject: Re: Buick V-6, was Prowler V6 Frederic Breitwieser wrote: > > 400 block - its a stouter block in a lot of ways, even though the > journals are smaller. I do believe the 400 block is the one Chrysler > uses to make the crate 528cid Hemi engine... not the 440. The 400 has > thicker cyl walls. No, the Hemi block was/is cast from an entirely different set of molds. I agree with your view of the 400 block - It is an excellent block especially if you can find one out of a vehicle that had the "Trailer pulling Package" - - this block was a high nickel content block (similar to the Hemi and the marine castings), very strong... rap ------------------------------ Date: Mon, 21 Jun 1999 21:17:10 -0400 From: brucep@xxx.net Subject: Re: Non-diy_efi, dyno help >Previously, you (David Cooley) wrote: >> At 12:09 PM 6/18/99 -0400, you wrote: >> > >> > Yes but eddy currents are not magnetic, they are electric. >> > Have you ever wondered why transformer cores are made of little plates >> >rather then a solid chunk of iron?? Read on Mc Duff >> > >> >> >> This is not fuel related but it does have a tad of relevance. . . I bought the eddy current power absorber and various sensors which are sitting in my shop for a grand total of $50.00. I was unable to get the I/O cards for the computer to run them though. I would like to set this unit up using the computer controls, but I am not familiar with what I would need to do this. I have received alot of help over the past few weeks from another DIY fuel'er and he was able to tell me what cards were used in the original unitand alot of other help. These cards have alot more channels than I think I will need and also cost alot more $$'s than I have to spend so I am looking for some informed help in the area of data acquisition. My application for this power absorber (PAU) would be for single cylinder engines under 60hp. I would like to hookup the load cell, a motor control to control the PAU, a shaft encoder, latter add an EGT thermocouple, a mass air flow sensor, and a fuel flow sensor. I would like to make it do all the logging via a 486 computer. What card would I need for something like this, how many channels and what type? I figured a program like Labview or Labtech would work for programing? From what I have seen from my net surfin' these would work for the novice like myself. I'm open to any and all ideas . . . feel free to replay via email off the list so as to not add to the band width problem, thanks for the help. Bruce PS: band width is not a problem since I have a 500k fiber optic cable connection, but I can't figureout data acqusition :) There are those that have, and those that will . . . ------------------------------ Date: Mon, 21 Jun 1999 22:01:03 -0400 From: Glen Beard Subject: Re: corvette list ? "Stowe, Ted-SEA" wrote: > hi, is there a corvette list ? > > NOTICE: This communication may contain privileged or other confidential information. If you are not the intended recipient or believe that you may have received this communication in error, please reply to the sender indicating that fact and delete the copy you received. In addition, you should not print, copy, retransmit, disseminate, or otherwise use the information. THANK YOU Check out http://www.y-body.org/ They have a mailing list, although I've heard it's more of a shine & show than go type list. http://www.f-body.org/lists.htm - -- Glen Beard 95 T/A conv M6 Vortech, heads, cam... http://home.nycap.rr.com/gbeard1/TransAm.html ------------------------------ Date: Mon, 21 Jun 1999 19:45:38 PDT From: Bill the arcstarter Subject: Re: Holley Projection 4di help wrote: >I am looking for a way to capture the output from my Holley Projection 4di. >I would like to capture the rpm, throttle position, MAP, O2 sensor >readings, etc... Does anyone know where I can find some better software >or how to capture these readings? >Thanks, >Scott Peterson >Running a 900 cfm 4Di on a mild 406 chevy Yea, I just started running a 4di - and the fellow I bought it from provided me with a program called HONDO - which grabs all the realtime data and lets you review it offline to your heart's content. I bet nobody would care if I sent you a copy, eh? I'd be amused if us projection users got to know each other to swap tuning tips, etc... Anyone else running any of the ProJections, be it analog or digital? - -Bill Running a 900cfm 4di on a whipped 350 chevy _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ------------------------------ Date: Mon, 21 Jun 1999 23:02:00 EDT From: ARoss10661@xxx.com Subject: Re: Holley Projection 4di help In a message dated 6/21/99 9:48:23 PM Central Daylight Time, arcstarter@xxx.com writes: << Yea, I just started running a 4di - and the fellow I bought it from provided me with a program called HONDO - which grabs all the realtime data and lets you review it offline to your heart's content. I bet nobody would care if I sent you a copy, eh? I'd be amused if us projection users got to know each other to swap tuning tips, etc... Anyone else running any of the ProJections, be it analog or digital? >> Id like to hear from more of u 4di guys Ive considered buying the system Al ------------------------------ Date: Mon, 21 Jun 1999 20:28:46 -0700 From: ".." Subject: Re: alternative engines, now Hemi Or line boring the block for the larger size... rap Bill Edgeworth wrote: > Greg Hermann wrote: > > > > > Yep--the 2,3, &4 caps are cross bolted on a Hemi. Cranks do not interchange > > either. > > > > Greg > > You can use the Hemi crank in a RB engine however there is the issue of balance > (the Hemi has heavier stock rods) and a 8 bolt flange on the Hemi as opposed to a > 6 bolt on the RB engine. Both the 440 and 426 have 3.75 stroke. However the Low > block (383-400) has smaller mains and you cannot use the Hemi crank without > cutting down the mains. > > Bill Edgeworth ------------------------------ Date: Tue, 22 Jun 1999 00:07:24 -0400 From: Chris Conlon Subject: Re: lower-noise accelerometer part (was: g meter) At 10:37 AM 6/1/99 -0700, Orin Eman wrote: >> I meant to mention, but forgot to, that I went to an Analog Dev >> seminar and they let slip that their next generation low-G sensor >> (out soonish) will have a noise equivalent voltage less than half >> of the xl202 and their other first-generation parts. (I can dig up > >Yes, please do. I was very disappointed with the noise of >the ADXL05 and the 202 didn't seem any better. It's the ADXL105. 1 axis, +/-5g with fairly easy scaling, on chip temp sensor, surface mount only afaict, and an uncommited op-amp on board. Analog Dev says preliminary, Avnet says $30 for 1, call for stock info (i.e. not in stock). Let me know if you get one and it looks good. Chris C. ------------------------------ End of DIY_EFI Digest V4 #369 ***************************** 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".