DIY_EFI Digest Sunday, July 4 1999 Volume 04 : Number 396 In this issue: O2 Sensor A/F by volume Re: Other uses for the C.E Lamp EEC-IV MAF Conversion Questions See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Sun, 4 Jul 1999 17:33:25 +1000 From: "Geoff Richards" Subject: O2 Sensor Is it possible to use an LCD display instead of the LED's for the output reading of the 10 led O2 sensor? TIA Geoff ------------------------------ Date: Sun, 4 Jul 1999 10:35:05 +0100 From: "Dave (G6ZKC)" Subject: A/F by volume This is a multi-part message in MIME format. - ------=_NextPart_000_0007_01BEC608.E13C0E40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi All, I'm I right in thinking that A/F by volume is something 10,000:1 = ? i.e 10,000 cc air to 1 of gas? Thanks Dave(G6ZKC) - ------=_NextPart_000_0007_01BEC608.E13C0E40 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Hi All,

I'm I right in = thinking=20 that A/F by volume is something 10,000:1 ? i.e 10,000 cc air to 1 of=20 gas?

= =20 = =20 = =20 Thanks=20 Dave(G6ZKC)

- ------=_NextPart_000_0007_01BEC608.E13C0E40-- ------------------------------ Date: Sun, 04 Jul 1999 14:09:03 -0400 From: "David A. Cooley" Subject: Re: Other uses for the C.E Lamp At 01:55 AM 7/4/99 -0500, greg kring wrote: >Greg replies: >Not so Dave, sorry. A quick search of the archives turned this up on the >subject. Didn't go through the whole archives to see what else turns up. >Of course the guy may be lying or confused, but I remember the post >because I thought it was a neat idea at the time. remember us Buick guys >are prone to doing all sorts of cool things with the stock ECMs. No >reason to have a shift light in an auto car? Come on. All the really >fast cars are automatics, you telling me they don't use shift lights or >tachs when they race? The only problem I see with a shift light in the GN is the TH200-4R trans is slow to respond to the manual shifter... I had a $2500.00 Mike Kurtz top-of the line racing trans in mine, and in 2, D or OD it would shift by itself between 5000 and 5100... If I held it in low and popped it in to 2nd at 5000, it would wait until almost 5600 before it shifted. Waiting till 5500 and it would hit the rev limiter and bounce off it once or twice before it shifted. Mike said the TH200-4R was a great trans, but the hydraulics were a bit slow even after the mods. Now a really built GN with a TH400 or a powerglide, it would probably be a great item, but by the time anyone went to a 'glide or TH400 they were probably at the power level that the stock ECM was long gone =========================================================== David Cooley N5XMT Internet: N5XMT@xxx.net Packet: N5XMT@xxx. Member #7068 Sponges grow in the ocean... Wonder how deep it would be if they didn't?! =========================================================== ------------------------------ Date: Sun, 4 Jul 1999 11:12:40 -0700 From: "Bob Marrs" Subject: EEC-IV MAF Conversion Questions Hi Folks, I'm a newby to the list and was hoping you could please help me with (quite) a few questions. Background: I've completed a SD to MAF conversion on a 1986 Ford 2.9L EEC-IV truck. Included with the swap was a MAF meter from a 5/0L Mustang (55mm vs the stock 45mm), and 19lb injectors (vs. the 14lb stock, both high impedance). Now I'm trying to fine tune the air/fuel mixture and solve some occasional pining (probably sounds familiar to all of you). Here are my questions (sorry if they are so basic) - 1. Does the EEC-IV system learn in WOT -- that is learn enough to adjust optimal air/fuel ratios? 2. If you adjust fuel pressure to optimize part throttle, will it adapt around it? If yes, could you adjust fuel pressure to optimize WOT only, and then let the computer optimize for the closed loop conditions? 3. For the larger MAF Meter and fuel injectors, can an aftermaket chip (on the diagnostic port) really tell the computer these have changed and correct the tables accurately throughout the full range? 4. MAF Calibration: Does changing the output voltage really work fro street cars? It seems to me that if you just change MAF meter to a larger one, and optimize the output voltage for idle (by adjuster or new resistance) to 0.8v, that this new MAF meter still may not tell the computer the right airflow info at high flow rates (due to different slope or characteristic curves of different sized MAF meters). 5. Why does Ford have two different calibration codes for the same part number MAF meter (used in two different applications)? 6. How do you correlate O2 readings to air/fuel values? 7. How do you re-adjust the advance curves (I want more at WOT and less at part throttle acceleration). How do you know how much? 8. How hard is it for the chip programmers to get all this right? (assuming I give them detailed info) 9. What questions should I ask a chip reprogrammer about what he has done? Many thanks for your help! Bob Marrs ------------------------------ End of DIY_EFI Digest V4 #396 ***************************** 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".