DIY_EFI Digest Saturday, September 11 1999 Volume 04 : Number 518 In this issue: Vapour Pressure Volvo/Saab Bosch MAF swap for VAF You got mail from Wired News Re: DIY_EFI Digest V4 #516 fly by wire See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Fri, 10 Sep 1999 15:24:29 -0700 From: "John Dammeyer" Subject: Vapour Pressure Hi All, Does anyone have the formulae for Vapor Pressure? If I assume RH is 75% and can measure the Air Temperature inside the intake manifold what is the calculation for vp? Thanks, John ------------------------------ Date: Fri, 10 Sep 1999 20:13:57 -0400 From: bjanesi@xxx.com Subject: Volvo/Saab Bosch MAF swap for VAF Some of you may recall that I've been investigating the possibility of swapping a Bosch MAF from a Saab or Volvo (they call it a AMM), for the stock Bosch VAF meter in my Merkur XR4Ti (Ford Sierra in the rest of the world). Here's what I've discovered about the two MAF on the bench: '87 Volvo 740 2.3 Turbo MAF Bosch p/n 0 280 212 007 (black plastic case) Pin #1 Ground (MAF signal - local) Pin #2 Ground for filament burn-off and CO idle adjustment (at PCM) Pin #3 MAF output (~1 - 5v) Pin #4 Filament burn-off (4v for 1 second after shut-down, controlled by PCM) Pin #5 12v Power input Pin #6 CO Idle adjustment '87 Saab 900 2.0 N/A MAF Bosch p/n 0 280 212 005 (aluminum case) Pin #1 Filament burn-off (4v fro 1 second after shut-down, controlled by PCM) Pin #2 12v Power input Pin #3 Ground for filament burn-off and CO idle adjustment (at PCM) Pin #4 Ground (MAF signal - local) Pin #5 MAF output (~1 - 5 v) Pin #6 CO idle adjustment For bench testing purposes, I was only using three circuits: The MAF output & ground and the 12v input (conveniently provided by a fresh battery). Here's what I discovered: Powered, still air Powered, maximum human breadth Volvo MAF 1.32 volts 2.70 volts Saab MAF 1.55 volts 3.95 volts Not surprisingly, the two MAFs are calibrated differently, with the N/A Saab MAF likely to max out (5v) with much less air flow than the Volvo turbo MAF. Now, back to my replacement objective... The stock Merkur VAF has a base starting output (powered but no air flow) of .5v, which is much less than either of these devices (relatively speaking). So I'm thinking about sticking an in-line POT on the output line to provide an adjustable base-line voltage and match it to the .5v that the PCM is looking for from the stock VAF. I realize matching the base-line voltage does not guarantee a match across the full range, but it's a starting point. What I'd really like to do is find a way to use the built-in CO idle adjustment screw, since it will otherwise go un-used since this function is not supported by the Ford PCM. If it turns out that adjusting the MAF output in a monolithic fashion can not closely reproduce the original VAF output, I'll have to look at a "black box" solution from vendors such as Split Second or Pro-M which provide the ability to have 2 or 3 adjustments to the MAF depending upon the flow. I'm not smart enough to figure that one out myself. Any comments, corrections, open discusions, etc are welcome. Brad Anesi (bjanesi@xxx.com) ___________________________________________________________________ Get the Internet just the way you want it. Free software, free e-mail, and free Internet access for a month! Try Juno Web: http://dl.www.juno.com/dynoget/tagj. ------------------------------ Date: Fri, 10 Sep 1999 19:09:08 -0700 (PDT) From: xxalexx Subject: You got mail from Wired News xxalexx sent you this message and story from Wired News. need injector number for this engine W I R E D N E W S - - - - - - - - - - - The Little Engine that Might by Leander Kahney Taking on the world's giant energy business, a tiny startup is set to launch an engine that requires no fuel, produces no pollution, and is free to run. Naturally, the experts think it's too good to be true -- although they can't exactly say why. See also: Plasma-Powered Trip to the Stars Entropy Systems, a seven-person startup based in Youngstown, Ohio, is scheduled to launch the Entropy engine early next year, said the technology's inventor, Sanjay Amin, a mechanical engineer and co-founder of the company. The Entropy engine acts like a heat sponge, absorbing heat in the atmosphere and converting it to power, Amin said. Since it consumes no fossil fuels, nuclear fuels, or electrical power, it produces no emissions, directly or indirectly. Its only byproduct is cold air. Initially, the technology will be used to create an outboard motor for small pleasure boats, simply because it's the easiest market to break into, Amin said. But as it is developed, the technology could be used to run refrigerators, air conditioners, generators -- even automobiles. "There's no reason it can't power a car," Amin said. So far, Amin has built a prototype, which he said generates one-tenth of one horsepower. The outboard motor -- yet to be built -- will produce between two and three horsepower. It will be roughly the same size as a conventional outboard motor and only marginally more expensive. But, apart from routine maintenance and lubrication, the engine will be free to run. Named after the unit in physics that describes the amount of available energy in a system, the Entropy engine consists of a central chamber, filled with air, that has a piston in the center, Amin said. The engine operates on a cycle. First, a starter motor spins the engine to a high speed, which pushes the gas to the edge of the central chamber, as in a centrifuge. As the gas moves to the edge, it creates a partial vacuum in the center that draws the piston out, compressing the gas. In the second part of the cycle, the engine is slowed, and the gas redistributes itself throughout the chamber, which increases the pressure on the piston. Heat trapped in the gas is converted into the energy that moves the piston, which cools the air in the engine chamber. The engine will run year-round in any climate, even in sub-zero temperatures. Although it operates better in warmer climates, it will work in any environment above absolute zero (minus 273 degrees Celsius). "In physical terms, even ice has a lot of heat," Amin said. Amin claims to have patented the technology in the United States, Australia, and Europe. He said he has published a book on thermodynamics and in 1996 received an Engineer of the Year award from the American Society of Engineers of Indian Origin. Always obsessed with engines, Amin built steam engines as a teenager. He has devoted more than a decade to the Entropy engine. He began by looking at gravity as a power source, which eventually led to the idea of using atmospheric heat. The technology was developed in part when Amin was studying at Youngstown State University, which helped launch the fledgling company. Bill Dunn, an associate professor of mechanical engineering at the University of Illinois at Urbana-Champaign, said that while he hasn't seen the engine in action, he has examined the materials on Entropy's Web site. He said the logic appears sound, but the outcome -- free power -- doesn't make sense. "It's the end result -- that you can create power from heat at ambient temperature -- that flies in the face of the basic laws of physics," said Dunn, who acknowledges that he hasn't devoted time to figure out why the engine shouldn't work. "To track down where his thinking may be flawed is a difficult thing to do," Dunn said. In Amin's favor, Dunn noted that he has attracted backing from "some very intelligent people." Hedging his bets, Dunn said breakthrough technologies have frequently been greeted with skepticism. "Every time someone suggests something like this, you should at least give them the benefit of an open mind." Iain MacGill, an energy campaigner at Greenpeace, said that because vehicle pollution makes up about a third of US greenhouse gas emissions, a pollution-free engine would be an incredible breakthrough. Nevertheless, it sounds to him like fiction. "It's got a flavor of 'too-good-to-be-true' about it," he said. "I'm a wee bit skeptical." - - - - - - - - - - - W I R E D N E W S Wired News is a real-time news service offering news briefs and in-depth reporting on politics, business, culture, and technology. For the most up-to-date coverage on the digital world, go to ... http://www.wired.com/news/ You are receiving this email because a friend or acquaintance sent it to you. If you no longer wish to receive these messages, please contact the sender, and not Wired News. Copyright 1999 Wired Digital, Inc. ------------------------------ Date: Fri, 10 Sep 1999 22:29:49 -0400 From: "Clare Snyder" Subject: Re: DIY_EFI Digest V4 #516 fly by wire > Subject: Re: cruise control servo - fly by wire > > >Date: Tue, 7 Sep 1999 18:57:52 -0400 > >From: "Clare Snyder" > > > >I would think the electric cruise units might stand a chance - the vacuum, > >definitely NOT. > > Ok, I'll bite. Electric cruise control units? Is there an aftermarket > (or cheap OE unit) I can get? The stock cruise control on the car is > the vaccum type, so if I'm not gonna use that, the alternative has to > be affordable (under $300 or so for the servo part). > The late model Ford Aerostar uses it, I suspect a lot of other fords as well. Possibly others. Toyota used one a few years ago, not sure of current usage, ------------------------------ End of DIY_EFI Digest V4 #518 ***************************** 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".