DIY_EFI Digest Saturday, December 4 1999 Volume 04 : Number 674 In this issue: Grand Prix Turbo Stop guessing at facts. See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Fri, 3 Dec 1999 14:23:13 -0700 From: cwagner@xxx.net Subject: Grand Prix Turbo I have found some wiring diagrams of a 89 Grand Prix Turbo and will place thek in incomming as GPTGIF.zip. I also included a diagram of a 90 non-turbo Grand Prix for reference. On this diagram, the top plug is A, the next down is B, etc. ------------------------------ Date: Sat, 04 Dec 1999 02:23:36 +1100 From: Phil Lamovie Subject: Stop guessing at facts. Hi All, I really must protest ! There is a very large amount of misinformation being posted to the list of late. > Stoich is the point where all of the fuel inhaled by the engine is combined > with all of the available oxygen in the cyl. Any leaner means less than > optimum power. Any richer means less than optimum power per lb of > fuel used, as some is not burned, as well as less power overall. This is but a mild example. 1.0 " Stoich is the point... Not True ! Stoich is only the ratio of required air to ingested air the quality of combustion is not in any way relevant. 2.0 " Any leaner means.... Not True ! Optimum power is not an engineering concept. It is neither peak power, peak torque or peak efficiency. Nothing of interest happens at stoich because it is only theoretical. Most engines need 15 to 20 % more fuel than stoich to make peak power and 10% less to make peak efficiency. The problem I have with all of this is that our topic is 100% physics yet many of the posts seem to not be happy with this state of affairs. As a designer of engine management systems I joined the list to give some support to the emerging designers of tomorrow's ECU's. I know it's worthwhile because I just hired someone who had only learnt what he new from the web and I have had to spend 4 months unlearning most of what he knew about engines and EFI. On the other hand he learnt his electronics from hobby magazines all of which are chock a block with facts and data. As a result of this his programming and board design skills are frightening (or I'm simply getting older) and now he knows what he is doing with engines the results are excellent. The problem remains that as long as the list is a home for risky physics and those who have real working answers are less inclined to contribute as they know that the readers/lurkers will have great difficulty sorting fact from fiction. Scott is a good case in point. His very gentle reply seeks to point out that there are a myriad of factors involved but with some careful sorting you can arrive at the salient facts. Instead of a response discussing these facts there were many follow up post that not only ignored his points but suggested many new and different scenarios. Scott ended with back to lurk mode and I'm fairly sure (0.7) that I understand why. Yours in the pursuit... Phil Injec Racing Developments And just a hint to John. The limiting factor is your first choice of max pw at 12.8 and second 7000 rpm has a max pw of 7.57ms. ------------------------------ End of DIY_EFI Digest V4 #674 ***************************** 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".