RPM independence

[Todd....!!]

Oh man Ted,

I got it from RANDALL'S, on Fuqua street right here in South Houston, by
Pearland....

It's a very cool mag and talk about some power producing mules!!

ALL the cars in it are FI'd some turbo'd some not, but ALL haul some
MAJOR BOODY!

Haven't finished the mag yet, but it's been great thus far...

They only speak about GM efi as well as aftermarket but no other brands
of oem efi systems suchb as the EEC's from Fart..er Ford....

BTW I DID get my 83 t-birds ignition to work with my good ol backup
electronic distributor from my Dodge!

Two wires and I was there, it's a spark producin foooo....

Had a great and powerful spark too...

however couldn't get the dern points distributor in the engine's
distributor hole, the points distributor was too big for the hole!! 
Wierd, ey?  Haven't found an answer as to why yet, maybe I snagged the
wrong distributor, like one outof a 351 instead of a 302, I can't tell
the diff, they looked so similar!!

If anyone has any insight to this, please let me know...

Plans are to go back the the yard and trade the points for a newer
electronic distributor out of a newer model Ford car...

Any advice?

LATER!

Todd....!!

Stowe, Ted-SEA wrote:
> 
> where do you get GM High-Tech Performance ?
> 
> > -----Original Message-----
> > From: Todd....!! [SMTP:atc347 at c-com.net]
> > Sent: Wednesday, May 12, 1999 9:53 AM
> > To:   diy_efi at efi332.eng.ohio-state.edu
> > Subject:      Re: RPM independence
> >
> > Howard the article is in the May 99 issue of GM High-Tech Performance
> >
> > And the brand that uses Volumetric and other formulae instead of look-up
> > tables is known as Electromotive....  Probably heard of em?  HAHA!??
> >
> > Keep me informed of your progress in this matter!
> >
> > LATER!
> >
> > Todd....!!
> >
> > Howard Wilkinson wrote:
> > >
> > > Todd:
> > >     I would be very interested in reading the article you mentioned.
> > > Please let me know if you find it.
> > >     My basic thought here is to emulate the working of the Bosch
> > > mechanical CIS fuel injection system electronically which would allow
> > > it to be modulated by feedback, but still yield a system simple enough
> > > to be operated by a very low cost controller.  Injector timing is
> > > irrelevant, therefore injector firing rate is also irrelevant within
> > > the range above engine RPM.
> > >     Perhaps mathematical formulae are not adequate to control fuel
> > > delivery.... maybe lookup tables are necessary.  The Bosch mechanical
> > > system used a shaped MAF to keep fuel flow which was mechanically
> > > controlled in line with the motion of the MAF actuator arm.  This put
> > > the mathematical calculation into the profile of the MAF throat which
> > > was in effect a computer (a mechanical computer).  It took far more
> > > intelligence in my opinion to design this one part than to program
> > > look up tables which can be done by trial and error, or by a simple
> > > feedback system.  I believe I could sit here and flow chart out and
> > > write a program to generate the lookup tables based on feedback, and
> > > minimal programmer input.  I'm just looking at different possible
> > > approaches to the problem of managing fuel delivery via computer.
> > >                                         H.W.
> > >
> > > -----Original Message-----
> > > From: Todd....!! <atc347 at c-com.net>
> > > To: diy_efi at efi332.eng.ohio-state.edu
> > > <diy_efi at efi332.eng.ohio-state.edu>
> > > Date: Tuesday, May 11, 1999 1:15 PM
> > > Subject: Re: RPM independence
> > >
> > > >Hello Howard,
> > > >
> > > >your theory is TOTALLY GREAT and acceptable, and a system has alread
> > > >ybeen created, produced, and marketed, and it's gone over wiht a
> > > pretty
> > > >good fine tooth comb within on eof the laterChecvy Hi po mags dealing
> > > >with all of the diff types, makes, and brands of FI for just about
> > > any
> > > >type engine!
> > > >
> > > >Will get the name of the mag, I know you already know about the mag,
> > > >just maybe not about the article(s) within this specific issue?
> > > >
> > > >But the basic function of the type system I believe you are referring
> > > to
> > > >is based upon the use of formulas instead of tables... I think you
> > > are
> > > >right in line witht the way this REALLY advanced system is designed
> > > to
> > > >function!
> > > >
> > > >Will post details later, (mag's at home)!
> > > >
> > > >LATER!
> > > >
> > > >Todd....!!
> > > >
> > > >Howard Wilkinson wrote:
> > > >>
> > > >> I have given more than a little thought to the possibility of an
> > > EFI
> > > >> system that operated completely independently of engine RPM.  The
> > > idea
> > > >> being that as the injectors are batch fired anyway, the timing is
> > > >> irrelevant so long as the injectors fire at engine RPM or more.
> > > >>     Such a system could be almost entirely MAF based.  The
> > > injectors
> > > >> would begin at a very short pulse width, and simply increase pulse
> > > >> rate up to a set pulse rate where width would be increased
> > > thereafter.
> > > >> Such a system could be operated based on mathematical formulae
> > > rather
> > > >> than on look up tables.  A simple equation based on ECT could
> > > modify
> > > >> the result for cold operation, and a TPS modifier would give
> > > >> accelerator pump effect.  Map should not be necessary as air
> > > density
> > > >> should directly effect MAF output.  An O2 loop would handle minor
> > > >> dicrepancies.
> > > >>     A lot of the complexity of the common EFI systems comes from
> > > the
> > > >> desire to fire the injectors once per revolution.  Because of RPM
> > > >> dependence, the MAP, MAF, & TPS outputs are meaningful only in the
> > > >> context of RPM.  Total fuel delivery per unit time is only directly
> > > >> related to MAF.... It is not closely related to RPM, Throttle
> > > >> Position, or Vacuum individually as it is to MAF.  The MAF tells us
> > > >> how much fuel we must deliver per unit time, but the system must
> > > then
> > > >> work out the pulse rate based on RPM, and pulse width for that rate
> > > to
> > > >> achieve the desired delivery per unit time.
> > > >>     If we know that x amount of fuel is delivered at Y pulse width
> > > per
> > > >> pulse, then it becomes a simple matter to determine how many pulses
> > > >> per unit time are required to deliver that amount of fuel.  At some
> > > >> point pulse rate reaches a max practical limit, and at that point
> > > >> pulse rate can become constant, and pulse width may be modified
> > > above
> > > >> that point to control fuel delivery.  The fewer factors you are
> > > >> changing the simple the program becomes.
> > > >>     Perhaps this is a simple minded vew of the process, but then
> > > I'm a
> > > >> simple minded sort of guy.... I am of the "KISS" school of thought.
> > > >>                                 H.W.
> > > >
> > > >
> > > >
> >