DIY_EFI Digest V1 #101
Ronald R Hoyt
RONALD.R.HOYT at cdev.com
Mon Apr 8 18:50:36 GMT 1996
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DIY_EFI Digest Sunday, 7 April 1996 Volume 01 : Number 101
In this issue:
Re: TEC
National Semiconductor!
B&S project
RE: ATI Supercharging
Re: ATI Supercharging
RE: TEC
Re: Karman Vortex MAF
RE: Autronic
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From: "Jim Staff" <staffj at freenet.msp.mn.us>
Date: Sat, 6 Apr 1996 10:49:02 GMT
Subject: Re: TEC
> begin 600 WINMAIL.DAT
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> M$ $```! ``<PH-[-T@`CNP% ``@PH-[-T@`CNP$>`#T``0````4```!213H@
> &`````!*
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What is this shit, and what real use does it have?
Stop sending this!!!!!!! Turn off that beatnik option it's lame..
Jim Staff
------------------------------
From: "Jim Staff" <staffj at freenet.msp.mn.us>
Date: Sat, 6 Apr 1996 10:53:19 GMT
Subject: National Semiconductor!
Has every one checked out the National Semiconductor web page? They are by far
the collest semiconductor manufacturer on the net!!! They have complete online
data sheets and now you can even get samples from them online, yeah! I hate
talking to some morron, repeating the part number a thousand times and even
then
getting rejected. At least this is fast and always right. Also it displays the
manufactures suggested price so you can see just how bad of a shaft the
retailer
you use gives you!!!!
Also is anyone interested in seeing the circuit diagram for my injector. It is
complete, and I'm converting it to DXF so it's cross platform. I have it in
TurboCAD format if anyone out there uses that.
Thanks
Jim Staff.
------------------------------
From: "Jim Staff" <staffj at freenet.msp.mn.us>
Date: Sat, 6 Apr 1996 11:08:16 GMT
Subject: B&S project
Cliff Ducharme,
What were the final specifications for you project? I remeber you said you
had it working but then it blew your controller? Have you found out what
happened, as it's really important if it is a Briggs & Stratton problem..
Also forgot to ask if you kept the standard fly wheel or replaced it with
one
more like a car flywheel?
Cool Beans,
Jim Staff
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From: Billy-Bob Doughnut OBE <bison at enterprise.net>
Date: Sat, 6 Apr 1996 13:26:08 +-100
Subject: RE: ATI Supercharging
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I'm not all that familiar with catcons, but I am pretty sure that they are
used solely for reduction of unburned hydrocarbons and combustible products
in the exhaust. After all, a catalyst by definition enhances or causes a
chemical reaction to proceed faster, or initiates a reaction under conditions
which it would not normally occur. Logic dictates that if you are running
lean, there would be less combustible by-products, and the catcon would not
have "fuel" to react with, thus the internal temperature of the catcon would
be lower. (Jeez, I sound like Spock there :) If, however, you run rich, the
catcon has an abundance of fuel, which would cause it to overheat and fuse
it's internals. Some catcons have an auxiliary air input from the AIR system
pump to provide additional oxygen to help combust unburned fuel, which would
help to raise their internal temperature even more under rich conditions.
I think this is a separate issue to exhaust gas temperature, which is
generally higher under lean burning conditions, and lower with rich. The
catcon is capable of GENERATING heat greater than the incoming EGT if it
has fuel to react with. If you were running lean, EGT would be higher, but
heat generated in the catcon would be lower, and vice versa. IMHO, the
change in exhaust gas temperature due to rich or lean would be much less
than the change in catcon internal temperature under the same conditions.
The exhaust gasses consist mainly of the following TOXIC components
before they reach the catalytic converter:
Hydrocarbons (unburnt fuel),
AND
Carbon monoxide,
Oxides of nitrogen.
Generally, a lean mixture will result in hotter exhaust gasses,
producing more oxides of nitrogen. A catalytic converter functions
between 300degc and 800degc, yemperatures in excess of 800degc lead to a
drop i catalyst activity - thermal aging - in the long run. At high
temperatures the intermediate and precious metal layers fuse together or
form large crystals (sintering or build up of mineral deposits). The
result is a reduction in surface area and a drop in activity.
Fresh air injection assists the post ignition thermal reaction,
resulting in exhaust fumes containing fewer hydrocarbons and carbon
monoxide. This is usually used at start up ONLY, before the cat has
reached its light off temperature (300degc).
Exhaust gas recirculation is used to reduce the levels of oxides of
nitrogen in the exhaust. This happens through a reduction in combustion
temperature, out of the range where NOX can be formed.
Also, some controll systems are able to monitor exhaust gas temperature
by measuring the current which is supplied to the heated lamda probe in
order to keep it at opperating temperature, adjusting fueling and
ignition to compensate.
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From: Frank F Parker <fparker at umich.edu>
Date: Sat, 6 Apr 1996 07:33:41 -0500 (EST)
Subject: Re: ATI Supercharging
On Fri, 5 Apr 1996, ARTHUR OKUN wrote:
> isnt duty cycle what the ecm really looks at how about a cheap micro
> controlled duty cycle meter ?
>
No, in the old days of 1/2 carb and 1/2 cpu, there were solenoids that
ran a metering rod and that had duty cycle, buts thats not anything
remotely current.
Frank
------------------------------
From: Frank F Parker <fparker at umich.edu>
Date: Sat, 6 Apr 1996 07:59:57 -0500 (EST)
Subject: RE: TEC
On Fri, 5 Apr 1996, Fred Miranda wrote:
>
> An altenative to Motec is Autronic, also from Australia. I have one in my
Elan.
> Can be had for $1100-1200US. Software around $50 I think.
> 8 inj drivers with individual trims (sequential)
> control for up to 4 coils (you supply drivers)
> very good acceleration enrichment control
> air temp correction that seems to work (in the TEC it causes problems due to
> heat soak)
> the list goes on
Does Autronic have a web site or email address so we can get info????
------------------------------
From: pjwales at magicnet.net (Peter Wales)
Date: Sat, 06 Apr 1996 19:17:17 -0500
Subject: Re: Karman Vortex MAF
The Karman Vortex system needs an ultrasonic transmitter and receiver placed
across the air passage. The output from the receiver is mixed with the input
to get a beat signal which is the measure of air velocity.
The air velocity is measured by creating vortices in the air stream and this
is done by putting a triangular obstruction in the middle. Then the air flow
sheds vortices proportionally to the speed of the air going through. It
looks like this in section.
|---|
| |Receiver
- -----------------------------|___|-----------------------------
- -> /|
/ | @ @ Vortices :)
- ->AIRFLOW / |
\ |
- -> \ |
\|@ @
- -----------------------------|___|----------------------------
| |
|---|Transmitter
It only measures air speed and I have no idea how to calibrate it. The
Mitsubishi system uses bypasses and only measures a percentage of the air
going into the engine. It also has a honeycomb flow straightener in front of
it to remove spurious vortices from the air flow.
I hope this will give you wizards some ideas
Peter Wales pjwales at magicnet.net
President Superchips Inc
Chairman Superchips Ltd "Timing is everything"
Superchips home page with all the answers http://www.superchips.com
------------------------------
From: Fred Miranda <fcmefi at fishnet.net>
Date: Sat, 6 Apr 1996 23:14:53 GMT
Subject: RE: Autronic
>Does Autronic have a web site or email address so we can get info????
>
No and unfortunatly they are not well represented here in the States.
TAD the pro rally outfit in Illinois is your best bet for info. (thats who I
deal with)
For those interested, they are up on the "boost at idle" thing, in fact
Autronic
is working on this also.
TAD (708)550 8116 ask for Murray
Fred
------------------------------
End of DIY_EFI Digest V1 #101
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