RPM independence

[Todd....!!]

Will find out about the diff's BEFORE I purchase ANYTHING else for the
t-berd....

Will go to RPM performance in Pasadena(We call it STINK-adena due to
it's paper mill releasing it's stink into the air every few days, it
makes a person GAG just from a wiff of it!) RPM performance seems to
know the stuff, have been mofifying a lot of VERY QUICK mustangs with s
and t-trim superchargers(gearchargers, whatever) and I've never been
within their doors, will soon and have both Ford distributors in the
trunk of the Bee for when I happen to get within their vicinity.....

Thanks for the oil pump drive info...

And your welcome about the mag, if ya can't get it I can grab another
one and mail it to ya or somethin.... have you done a search on the web
for the magazine name?  I bet it's out there somewhere's...maybe?

LATER!

Todd....!!
http://www.c-com.net/~atc347/toddlnk.htm

Howard Wilkinson wrote:
> 
> Todd:
>     Ford uses at least two sizes of oil pump drive rods.... perhaps
> this is different.                          H.W.
> 
> P.S.  Thanks for the magazine article info.... I'll try to obtain it.
> 
> -----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: Wednesday, May 12, 1999 5:18 PM
> Subject: Re: RPM independence
> 
> >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.
> >> > > >
> >> > > >
> >> > > >
> >> >
> >
> >
> >