DIY_EFI Digest Wednesday, December 8 1999 Volume 04 : Number 684 In this issue: Procmail and surviving with digest mode (Was: Re: Getting facts straight!! (2/2)) Injector Duty Cycle. K&N Filters Injectors 5235302 See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Wed, 8 Dec 1999 12:09:06 +0100 From: nhoj@xxx.se Subject: Procmail and surviving with digest mode (Was: Re: Getting facts straight!! (2/2)) You wrote: > In closing--I would like to say that this list will return to far better > health once it finally get put onto a different server, and can FINALLY get > off of the #$%^^&^*& digest mode--too many of the really knowlegeable > people here have been driven into the lurk mode by the digest format! For those that are running a "Un*x", you can at least use procmail to split the digest into individual messages again. In my .procmailrc I have a line: :0 * ^TO.*diy_efi-digest |formail +1 -i Reply-To:diy_efi@xxx.edu -ds appnmail DIYEFI This splits the digest into single messages and appends them to my DIYEFI mailbox. :0 * ^TO.*diy_efi |appnmail DIYEFI And this line copies non digest messages to the mail box. Unless you're running NeXTSTEP, you're unlikely to use "appnmail", and more likely to use a simple ">>" redirection of the output to the proper mailbox. The "procmail" set of programs may work on other operating systems to. Though it doesn't give all advantages of a non-digest mode, you no longer have to dig through the digests to find interesting subjects --- provided that people write subject headers other than "Re: DIY_EFI Digest V4 #672". Regards, John Hornkvist ------------------------------ Date: Wed, 8 Dec 1999 07:37:06 -0700 From: bearbvd@xxx.net (Greg Hermann) Subject: Injector Duty Cycle. >>I would say that 80 or 85% is a good maximum duty cycle--at ANY engine >>speed, for the cooling reason, and also just to leave a bit of head room at >>the top end. >> >>2 ms minimum on time and 2 ms minimum off time, again at any engine speed, >>is a decent rule of thumb to avoid fuel delivery inconsistencies. > >I think that's an unreasonable assumption. I've found that at idle using the >stock Honda injectors (24lb/hr) that idle on a warm engine uses about 2ms pulse >width for Stoich. I found when I tried to use 4ms as my minimum time >that the >engine barely ran. It may be that the injector at that pulse width is not >opening completely but adding a too large value into the total injector time >screws up all the other calculations. > I think you are reading what I tried to say backwards. With a minimum on time shroter than 2ms, with saturated injectors, you may not get consistent amounts of fuel delivered (and you will therefore get rough, inconsistent running) because the injectors will not operate repeatably at a shorter pw. This time restriction shortens to maybe 1.5 ms with peak and hold injectors. A similar minimum off time restriction may well also apply. Of course going from a 2ms to a 4ms pw at idle with an engine that idles well with a 2 ms pw will make it not run--it would be twice as rich as it needs to be! Greg ------------------------------ Date: Wed, 8 Dec 1999 17:21:02 +0200 From: "Georg Lerm" Subject: K&N Filters This is a multi-part message in MIME format. - ------=_NextPart_000_0010_01BF41A0.9A474CC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi I have recently installed a K&N Cone type filter on my vehicle. I have = noticed that it runs a bit richer than normal.The vehicle is Opel Kadett = 200is, 2 litre fuel injected. I have removed the original air cleaner/filter assembly and fitted the = K&N filter directly to the air flow meter.=20 Is there any simple method of altering the fuelling of this engine, to = get it to run at the correct mixture again?? Would moving the filter away from the air flow meter[thin film type ???] = with an extension tube help?? Thanks=20 - ------=_NextPart_000_0010_01BF41A0.9A474CC0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi
 
I have recently installed a K&N = Cone type=20 filter on my vehicle. I have noticed that it runs a bit richer than=20 normal.The vehicle is Opel Kadett = 200is, 2=20 litre  fuel injected.
I have removed the original air = cleaner/filter=20 assembly and fitted the K&N filter directly to the air flow meter.=20
 
Is there any simple method of = altering the=20 fuelling of this engine, to get it to run at the correct mixture=20 again??
 
Would moving the filter away from = the air flow=20 meter[thin film type ???] with an extension tube help??
 
Thanks
 
 
 
- ------=_NextPart_000_0010_01BF41A0.9A474CC0-- ------------------------------ Date: Wed, 8 Dec 1999 10:27:12 EST From: A70Duster@xxx.com Subject: Injectors 5235302 They're Rochester injectors MPI 5235302 215 cm3/min(20.7 LBS/HR) (x.x bar)(XX.X PSI)'87-'88 CHEV 5.7L V8(IC-217) If you goto the DIY_EFI web page, there is a mondo big injector spreadsheet. Here is the link ftp://efi332.eng.ohio-state.edu/incoming/fuelflow.txt See ya, Mike ------------------------------ End of DIY_EFI Digest V4 #684 ***************************** 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".