DIY_EFI Digest Friday, August 27 1999 Volume 04 : Number 491 In this issue: Wide range 02 sensor Re: Idiot qestions for lazy newby Chrysler ECM Peak and hold conversion (crossposted) Re: Idiot qestions for lazy newby Re: Hyundai help! valve retainer/keeper welded?? sbc how to separate? See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Thu, 26 Aug 1999 16:31:02 -0400 From: "Flanagan, Stephen" Subject: Wide range 02 sensor Gar Is there a web site for the company that is backing the EGOR so we can take a look at other products they have that might be of interest? thanks sf - -----Original Message----- From: DIY_EFI-Digest-Owner@xxx.edu [mailto:DIY_EFI-Digest-Owner@xxx.edu] Sent: Thursday, August 26, 1999 3:00 PM To: DIY_EFI-Digest@xxx.edu Subject: DIY_EFI Digest V4 #490 DIY_EFI Digest Thursday, August 26 1999 Volume 04 : Number 490 In this issue: Wide range O2 sensor Re: 1226870's and eprom UPDATE Mime-Version: 1.0 See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. - ---------------------------------------------------------------------- Date: Thu, 26 Aug 1999 05:42:33 -0700 From: garfield@xxx.com (Gar Willis) Subject: Wide range O2 sensor On Wed, 25 Aug 1999 12:06:50 -0700 (PDT) Orin Eman wrote: >Speaking of EGOR, is he ready yet? > >Orin. If he was, you'da heard about it right here onlist. All we're saying, either public or private, is "soon". Please yous guys don't be asking me via private email for any inside scoop; it ain't gonna happen that way. All product announcements, schedules, pricing, etc. will be POSTED here onlist. NO stealth info will be given out via private email. After EGOR is announced, there will be a private list called "EIOsig" (the sig stands for 'special interest group') clients will be joined on to automatically (unless you wish not to be), for support and continued tech discussion. Hey, if yous guys'll agree to the charter and stick to EFI topics, you can depart this digest crap (nuthin personal, Orin :) and expand the topics beyond EGOR and ION to general EFI. But JUST EFI, thank you, and NO chat-monkey's like that "!!" guy, OK? :) Gar - ------------------------------ Date: Thu, 26 Aug 1999 04:46:19 -0800 From: Ludis Langens Subject: Re: 1226870's and eprom UPDATE Mike Poore wrote: > I successfully copied my stock prom to a new eprom without a hitch. If I > change one parameter it won't work correctly. The ses light flickers. Someone > mentioned a problem with the checksum. > > Is there a difference between the checksums for a TPI Camaro and Vette? The checksum will change with any change in the EPROM. If the Camaro and Vette have different data, the checksum will likely be different too. > How can I find out how the checksum is calculated using my stock bin? For the 6870, the first two bytes of the EPROM contain the 16 bit (big endien) sum of all the other bytes. > Is there a way to bypass this problem and disable checksum? Changing location 5 from $1F to $AA, will probably disable checking of the checksum. This is sometimes called experimental mode. I don't like it because it leaves no way to know if the data has been corrupted. - - -- Ludis Langens ludis (at) cruzers (dot) com Mac, Fiero, & engine controller goodies: http://www.cruzers.com/~ludis/ - ------------------------------ Date: Thu, 26 Aug 1999 07:26:29 -0700 From: neilaura@xxx.com Subject: Mime-Version: 1.0 Subject: Re: Idiot qestions for lazy newby Bill Shaw Wrote: > I don't think you said what type of car it is, Groan... I figured that would rear its ugly head! You are quite right, I didn't say... because I didn't want to be laughed out before I was ever in, and even I have a certain amount of pride. No, I don't think I'm going to let you people do that to me. The car is my business, thank you very much. The engine... oh, screw it. You people will laugh at me anyway, so I might as well... The engine is a Lotus 907E. Just to put the record straight, Lotus used the bottom end of exsisting production engines and used their own heads and cams. In the case of your engine, it was the Ford (you have my sympathy). But take some consolation, the other option was the French Renault. Basically it is your textbook modern econobanger, except it came from England, so it doesn't work most of the time. Canted, DOCH, 16V, 2L, redline somewhere around peak HP... a nice little engine if you don't mind the little things like needing to break your wrists to reach the distributor. Looking through the list archives I notice at least one other person was interested in EFI for it, but I think he was buying an aftermarket system. It has a pair of nifty thingimawhatsit carbs... a rather snazzy design if you are into such things, sort of a MAP sensor and throttle body with mechanical feedback system to balance the air flow against fuel flow. You don't actually control the throttle, you richen the mixture, and it regulates based on MAP... at least that's how I understand the damn things. They were designed for emissions. Anyway, they are British, and I don't need to tell any of you what that means. I'm British, please explain what it means. Neil - ------------------------------ End of DIY_EFI Digest V4 #490 ***************************** 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". ------------------------------ Date: Thu, 26 Aug 1999 14:54:36 -0700 (PDT) From: "Jon V." Subject: Re: Idiot qestions for lazy newby Niel wrote: >"Jon" Wrote: >> Anyway, they are British, and I don't need to tell any of you what that >> means. > > I'm British, please explain what it means. Catching hell already. British technology means... A clever idea, Lucased. Now, don't get me wrong, if I hated all things UKish, I wouldn't burned the car within 500 miles of buying it... I think it is a bloody fine tribute to my phenomenal patience that the car doesn't have "Bring back the V2" stickers all over it at this point. I am joking! Jeeze, tough crowd... Hell, I just celebrated a unique event in my ownership of the car... 500 miles of driving and only stranded once! It was special enough that I emailed several friends... I mean, it was BIG! An absolute first. What makes it doubly special is that the failure was actually *cheap to fix*... all it was was the muffler coming unglued, and $10 later the damn thing was welded together almost perfectly except that one of the resonator chambers had ground a hole in itself from when it hit the pavement at 70MPH (hence the leaky exhaust). This weekend I'll pull the damaged section and get'er fixed up proper... but I'm missing my own point here. 500 miles, and only stranded once! That is damned special. The first 2500 miles I drove that car (I bought it used) I must have had 20 major failures (y'know, brakes feel fine, until you reach the stoplight and then phssss down to the floor they go... stuff like that) in 20 major systems... I didn't think cars like this HAD 20 major systems. I've owned the car for a year and a half now, and I've driven it less than 4500 miles. Compare that to my '97 S10 that just passed 74K miles. So if yer gonna bust my balls, do it for the fact that my description of how those damned carbs work was totally wrong. Well, it was part right, except that it isn't, and the fuel regulates on the vacuum which is passed to the diaphragm through an inside butterfly, which isn't much different than what I said except that I was totally wrong. I had to figure all of this out myself after I posted it just so I wouldn't feel good about myself last night. Hey! WAKE UP! Yeah, you... damn, but it is hard to keep people paying attention all the way to the end of these emails. Anyway, I've had a couple of very interesting responses, and I've insulted an entire country, but I still don't have a clue... ...about what something like this typically costs. Am I looking at 225 UKP, 1600.00 HKD, 5.000 DM, or what? TIA, Jon - ----------------------------------------------------------------------------- A eleven thousand lemmings can't be wrong! ------------------------------ Date: Thu, 26 Aug 1999 17:34:56 EDT From: JECFL98@xxx.com Subject: Chrysler ECM I am looking for information about the mid 80's chrysler EFI system, I am intrested in reprograming eeproms and how to read the serial data with a PC. I have seen sites for Ford and GM, but haven't seen one for Chrysler yet. Ed ------------------------------ Date: Thu, 26 Aug 1999 17:52:54 -0400 From: Scott Knight Subject: Peak and hold conversion (crossposted) I spent some time reading through the 332 and DIY archives today looking for anyone that has converted to P-H drivers. Obviously it would be nice to integrate the conversion right into the existing board, but that looks impossible now that I see the driver ICs. Actually having an interface box might be useful so that others could use it for their high performance LTx engines without having to hack the PCM extensively. Since I have no EE background, I am a little crippled with respect to some of the discussion, but did see something interesting. Someone mentioned building a P-H drivers and putting them inline with the injectors to adapt P-H to a non P-H controller. Is anyone doing this or is it just 'one of those ideas' that sounded good, but not really worthwhile. I would really like to get started on figuring out how to run the P-H injectors with my P6 PCM, but am not sure where to start. - -- Scott Knight mailto:sknight@xxx.com http://www.mich.com/~sknight IRC:SS396man '95 Black Impala SS '94 Ducati 900SS CR ------------------------------ Date: Thu, 26 Aug 1999 20:53:02 -0400 From: Bill Shaw Subject: Re: Idiot qestions for lazy newby > > The engine... oh, screw it. You people will laugh at me anyway, so I > might as well... The engine is a Lotus 907E. Hey, they didn't laugh at my Spider (not out loud anyway), so I doubt they'll laugh at a Lotus. Worst case you'll have to put up with some good natured 'Brit' comments. At least you don't have to listen to the "Fix It Again Tony" cracks :-) > > Just to put the record straight, Lotus used the bottom end of exsisting > production engines and used their own heads and cams. In the case of your > engine, it was the Ford (you have my sympathy). But take some consolation, > the other option was the French Renault. If it's a Ford 2L block you should be able to find all the parts you need without much searching. I think I might start by scrounging an intake from a 2L Mustang, or maybe just buying an intake gasket, to see how things line up. Bill ------------------------------ Date: Thu, 26 Aug 1999 21:45:57 -0700 From: "Peter Fenske" Subject: Re: Hyundai Howday all Hope you fellows can help. Co-worker has 90 Hyundai. Kar has bad habit of suddenly stopping. No stuttering, mifiring or nothing but drop dead instantly.. Restarts instantly too.. This would appear to be electrical. Has anyone run into the prob.. Engine is PFI rather neat actually.. Ps would anyone know where to get a ecu for this kay Thank much:peter Hope you understand nothin's dear and inexpensive ------------------------------ Date: Thu, 26 Aug 1999 22:13:27 -0700 From: Ross Corrigan Subject: help! valve retainer/keeper welded?? sbc how to separate? Not EFI but I"ve exhausted my 5 other lists on chevy's etc and have always gotten great info here so please tolerate my NC. Here's my EFI content, a spare car is coming my way so I should finally be able to build my stout sb replacement and setup my 4Di finally to enjoy the EFI benefits. Now onto my problem... Just to update since I didn't run the original q's past this list, tranny problems w/ my 700R4 led to some missed shifts and 7000rpm a few times this last Sun. night. A hardened pushrod went thru my #2 intake stamped steel rocker arm on my edelbrock performer rpm heads. ******************* question here **************** Just to update for this question, some of my valve spring shims got sheared during some valve float lately so I'm trying to R&R them all. I only got one done easily before I got stuck and bought a dead blow hammer on reccomendation....... > Ross, > Use the dead blow but carefully. A small wack is all it should take. well it hasn't turned out that way... as mentioned I R&R'd the spring shims under #2 intake fairly easily and #2 exhaust wouldn't come apart, I hit it gently and then w/ more force side/side and on the top, then placed 5 shims on top of the retainer (to distribute the downforce of the compressor jaws) and hit on the top of the valve compressor tool itself, pushing the valve down in shots etc........no dice whatsoever, I even oiled it just in case (the keepers/retainer) so v. annoyed and hot/tired I figure lets see if #2E is an oddity or the norm, #4Intake goes v. easily and then #4E is same as #2E, do these exhaust ones get welded together??? FWIW, the #4Intake I replaced the valve spring shims on: the top shim was worn right thru in one spot but no sign of any pieces being sheared out. THis is probably the magnetic 'dust' I've gotten in my heads for a while I'd guess. So I'd really like to R&R all these valve spring shims but am at a loss as to how to separate the keepers/retainers on the two exhaust valves encountered so far!!! (and probably the rest) Please someone have an easy timely solution for me.....any hope that heating it would help (probably a huge no-no I assume)??? I do have a small tiger torch and a pen torch???? Or icing it??? I lose my rental car tomorrow night. Oh yeah, the good news is my oil drained w/o a smidge of metal on the drain magnet so that was the good part of this eve. thanks in advance ..... Ross Corrigan / Vancouver, Canada '80 327ZX IZCC#255, Edmonton Z-car Club #44, British Columbia ZCR Life's a journey, not a destination.. Enjoy the pitstops and maximize the straights mailto:zxv@xxx.ca *New ICQ # 11549358 http://home.iSTAR.ca/~zxv/index.shtml http://207.212.212.139/~corrigan/gearheads/pics/wheels/sirbg.jpg where a Z belongs ------------------------------ End of DIY_EFI Digest V4 #491 ***************************** 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".