DIY_EFI Digest V5 #547
DIY_EFI Digest
DIY_EFI-Digest-Owner at diy-efi.org
Wed Mar 21 17:25:20 GMT 2001
DIY_EFI Digest Wednesday, March 21 2001 Volume 05 : Number 547
In this issue:
*** A Virus was detected in a message for you ***
SV: "Leaf Blower" Forced induction idea
Re: SV: "Leaf Blower" Forced induction idea
Re: Additional Injector Controller
RE: Additional Injector Controller
Re: SV: "Leaf Blower" Forced induction idea
Re: SV: SV: "Leaf Blower" Forced induction idea
VSS on the GM GENII engine
Re: VSS on the GM GENII engine
Re: RPM Monitoring
Re: SV: "Leaf Blower" Forced induction idea
EGT limiting fuel ?
K Jetronic questions
98 Dodge Dakota PCM Hack?
Re: 98 Dodge Dakota PCM Hack?
Re: Additional Injector Controller
Re: Additional Injector Controller
See the end of the digest for information on subscribing to the
DIY_EFI or DIY_EFI-Digest mailing lists.
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------------------------------
Date: Tue, 20 Mar 2001 10:48:56 +0100
From: espen hilde <mwichstr at online.no>
Subject: SV: "Leaf Blower" Forced induction idea
Because it would be good old FUN project....lots of ducttape ,steel vier++
Espen
rr [SMTP:RRauscher at nni.com] skrev 20. mars 2001 00:23:
>
> Why do I keep thinking about putting this on my lawn tractor? That, a single
> small injector and a '747. . .
>
> BobR.
>
> Greg Hermann wrote:
>
> > At 1:30 AM 3/17/01, espen hilde wrote:
> > >Hi!
> > >Thanks for showing us in matematical terms !
> > >Your calculation just showed me that its possible......
> > >I am Norwegian I am used to think in 1.9l four banger you are american,
> > >350 is the natural thing....
> > >350 is 5.735 litres thats 3 X 1.9l engines.
> > >You clame that anything less than making the output times 2 of an engine is
> > >not interesting?
> > >The 1.9l needs 13.3HP to make 1 bar boost after your calculation...I would
> > >be happy with 0.5bar thats 50% increase in power!!! I would need half the
> > >output , thats 6.65 hp ....2 Leafblowers 3.32 hp each ....Thats about what
> > >a leafblower gives .....
> > >and it could easily be tuned to give 5-6 hp each !
> > >thanks
> > >Espen
> > >Dont be embarrased .....I use to have it on my head all the time...
> >
> > Espen-- the increase in compressor HP as boost increases is non-linear. IF
> > it takes 14 HP to make 1 bar of boost , it will take less than 7 HP to make
> > .5 bar of boost.
> >
> > Greg
> > >
> > >
> > >
> > >Stewart Prince [SMTP:sprince at csun.edu] skrev 16. mars 2001 23:12:
> > >> Let' say you had a 350 ci engine, running at wot, 3000 rpm. This is
> > >about 1400 lbm/hr or air
> > >> entering the engine. If the boost density ratio was about 2, then we
> > >have about 2800 lbm per hour
> > >> of air entering the engine. Assuming a specific heat of 1 kj/kg K and an
> > >inlet temp of about 290
> > >> K, with a compressor efficiency of about .7, this is about 30 kwatt, or
> > >40 horsepower! You need
> > >> to get this power from somewhere, and if it's an electric motor, a 40
> > >horsepower electric motor
> > >> is HUGE!! What I'm trying to say is your leafblower might put out a
> > >bunch of air flow, but not
> > >> when the pressure is twice atmospheric. If you used a mechanical device
> > >such as a belt driven
> > >> supercharger, you would get about 2800lbm/hr / .5 lbm/hp-hr/14 about 400
> > >hp, but you would have to
> > >> subtract off the 40 hp to run the s.c. so net is 360.
> > >>
> > >> espen hilde wrote:
> > >>
> > >> > Second tought.....use two and take them in series , one pushing the
> > >other ,twice the pressure!
> > >> > Espen.
> > >> > How about a little factory making nos in the car?
> > >> >
> > >> >
> > >------------------------------------------------------------------------
> > >----
> > >> > To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the
> > >quotes)
> > >> > in the body of a message (not the subject) to
> > >majordomo at lists.diy-efi.org
> > >>
> > >> --
> > >> STEWART PRINCE
> > >>
> > >> PROFESSOR, MECHANICAL ENGINEERING
> > >>
> > >> CALIFORNIA STATE UNIVERSITY, NORTHRIDGE
> > >>
> > >>
> > >>
>
> ----------------------------------------------------------------------------
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>
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------------------------------
Date: Tue, 20 Mar 2001 17:41:03 -0500
From: Shannen Durphey <shannen at grolen.com>
Subject: Re: SV: "Leaf Blower" Forced induction idea
LOL!
I can picture Bob cruising around the yard trying to get lean cruise worked out
under boost.
Shannen
espen hilde wrote:
>
> Because it would be good old FUN project....lots of ducttape ,steel vier++
> Espen
>
> rr [SMTP:RRauscher at nni.com] skrev 20. mars 2001 00:23:
> >
> > Why do I keep thinking about putting this on my lawn tractor? That, a single
> > small injector and a '747. . .
> >
> > BobR.
> >
> > Greg Hermann wrote:
> >
> > > At 1:30 AM 3/17/01, espen hilde wrote:
> > > >Hi!
> > > >Thanks for showing us in matematical terms !
> > > >Your calculation just showed me that its possible......
> > > >I am Norwegian I am used to think in 1.9l four banger you are american,
> > > >350 is the natural thing....
> > > >350 is 5.735 litres thats 3 X 1.9l engines.
> > > >You clame that anything less than making the output times 2 of an engine is
> > > >not interesting?
> > > >The 1.9l needs 13.3HP to make 1 bar boost after your calculation...I would
> > > >be happy with 0.5bar thats 50% increase in power!!! I would need half the
> > > >output , thats 6.65 hp ....2 Leafblowers 3.32 hp each ....Thats about what
> > > >a leafblower gives .....
> > > >and it could easily be tuned to give 5-6 hp each !
> > > >thanks
> > > >Espen
> > > >Dont be embarrased .....I use to have it on my head all the time...
> > >
> > > Espen-- the increase in compressor HP as boost increases is non-linear. IF
> > > it takes 14 HP to make 1 bar of boost , it will take less than 7 HP to make
> > > .5 bar of boost.
> > >
> > > Greg
> > > >
> > > >
> > > >
> > > >Stewart Prince [SMTP:sprince at csun.edu] skrev 16. mars 2001 23:12:
> > > >> Let' say you had a 350 ci engine, running at wot, 3000 rpm. This is
> > > >about 1400 lbm/hr or air
> > > >> entering the engine. If the boost density ratio was about 2, then we
> > > >have about 2800 lbm per hour
> > > >> of air entering the engine. Assuming a specific heat of 1 kj/kg K and an
> > > >inlet temp of about 290
> > > >> K, with a compressor efficiency of about .7, this is about 30 kwatt, or
> > > >40 horsepower! You need
> > > >> to get this power from somewhere, and if it's an electric motor, a 40
> > > >horsepower electric motor
> > > >> is HUGE!! What I'm trying to say is your leafblower might put out a
> > > >bunch of air flow, but not
> > > >> when the pressure is twice atmospheric. If you used a mechanical device
> > > >such as a belt driven
> > > >> supercharger, you would get about 2800lbm/hr / .5 lbm/hp-hr/14 about 400
> > > >hp, but you would have to
> > > >> subtract off the 40 hp to run the s.c. so net is 360.
> > > >>
> > > >> espen hilde wrote:
> > > >>
> > > >> > Second tought.....use two and take them in series , one pushing the
> > > >other ,twice the pressure!
> > > >> > Espen.
> > > >> > How about a little factory making nos in the car?
> > > >> >
> > > >> >
> > > >------------------------------------------------------------------------
> > > >----
> > > >> > To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the
> > > >quotes)
> > > >> > in the body of a message (not the subject) to
> > > >majordomo at lists.diy-efi.org
> > > >>
> > > >> --
> > > >> STEWART PRINCE
> > > >>
> > > >> PROFESSOR, MECHANICAL ENGINEERING
> > > >>
> > > >> CALIFORNIA STATE UNIVERSITY, NORTHRIDGE
> > > >>
> > > >>
> > > >>
> >
> > ----------------------------------------------------------------------------
> > To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the quotes)
> > in the body of a message (not the subject) to majordomo at lists.diy-efi.org
> >
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------------------------------
Date: Tue, 20 Mar 2001 08:53:29 -0500
From: David Rhoads II <rhoads at adi.com>
Subject: Re: Additional Injector Controller
If your MAP sensor puts out an analog voltage you could probably just
use a voltage to frequency converter chip. Don't remember any part
numbers off hand but a search should turn up several parts that can do
it.
- ----------------------------------------------------------------------
Date: Mon, 19 Mar 2001 16:45:53
From: "Ian Habicher" <ihabicher at hotmail.com>
Subject: Re: Additional Injector Controller
snip ...
Hehehe sounds easy unless you have no clue how to do it. To me a simple
analog controller would be enough, doesn't have to be fancy or
'programmable', I've heard that it can be done with a 555 or other chip
set
up to provide a variable duty cycle based on boost sensor (MAP) voltage.
Reading and factoring in RPM isn't important, the injector just fires
once
every half-revolution, based on the stock injector signal, and the pulse
width is determined by MAP sensor.
That way it'll work kind of like a rising rate fuel pressure regulator,
but
will be more controllable, less crude and will not be so hard on the
rest of
the system.
snip ...
- --------------------------------------------------------------------------
- --
. David Rhoads II
. Applied Dynamics International
. 3800 Stone School Road, Ann Arbor, Mi 48108
. (734) 973-1300
. rhoads at adi.com web site: http://www.adi.com
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------------------------------
Date: Tue, 20 Mar 2001 08:25:22 -0600
From: "David Gregory" <dcg1174 at tntech.edu>
Subject: RE: Additional Injector Controller
- -----Original Message-----
From: owner-diy_efi at diy-efi.org [mailto:owner-diy_efi at diy-efi.org]On
Behalf Of David Rhoads II
Sent: Tuesday, March 20, 2001 7:53 AM
To: DIY_EFI Digest
Cc: Ian Habicher
Subject: Re: Additional Injector Controller
>If your MAP sensor puts out an analog voltage you could probably just
>use a voltage to frequency converter chip. Don't remember any part
>numbers off hand but a search should turn up several parts that can do
>it.
LM2907/LM2917
or the precision model LM231/LM331
These are just two that National Semi makes
HTH
David
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------------------------------
Date: Tue, 20 Mar 2001 09:37:21 -0500
From: "Peter D. Hipson" <mail at darkstar.mv.com>
Subject: Re: SV: "Leaf Blower" Forced induction idea
Coleman's has a number of small 4 cylinder air-cooled engines cheap. Let's
see, maybe the world's fastest lawn tractor?
At 06:23 PM 3/19/2001 -0500, you wrote:
>Why do I keep thinking about putting this on my lawn tractor? That, a single
>small injector and a '747. . .
>
>BobR.
>
>Greg Hermann wrote:
>
> > At 1:30 AM 3/17/01, espen hilde wrote:
> > >Hi!
> > >Thanks for showing us in matematical terms !
> > >Your calculation just showed me that its possible......
> > >I am Norwegian I am used to think in 1.9l four banger you are american,
> > >350 is the natural thing....
> > >350 is 5.735 litres thats 3 X 1.9l engines.
> > >You clame that anything less than making the output times 2 of an
> engine is
> > >not interesting?
> > >The 1.9l needs 13.3HP to make 1 bar boost after your calculation...I would
> > >be happy with 0.5bar thats 50% increase in power!!! I would need half the
> > >output , thats 6.65 hp ....2 Leafblowers 3.32 hp each ....Thats about what
> > >a leafblower gives .....
> > >and it could easily be tuned to give 5-6 hp each !
> > >thanks
> > >Espen
> > >Dont be embarrased .....I use to have it on my head all the time...
> >
> > Espen-- the increase in compressor HP as boost increases is non-linear. IF
> > it takes 14 HP to make 1 bar of boost , it will take less than 7 HP to make
> > .5 bar of boost.
> >
> > Greg
> > >
> > >
> > >
> > >Stewart Prince [SMTP:sprince at csun.edu] skrev 16. mars 2001 23:12:
> > >> Let' say you had a 350 ci engine, running at wot, 3000 rpm. This is
> > >about 1400 lbm/hr or air
> > >> entering the engine. If the boost density ratio was about 2, then we
> > >have about 2800 lbm per hour
> > >> of air entering the engine. Assuming a specific heat of 1 kj/kg K
> and an
> > >inlet temp of about 290
> > >> K, with a compressor efficiency of about .7, this is about 30 kwatt, or
> > >40 horsepower! You need
> > >> to get this power from somewhere, and if it's an electric motor, a 40
> > >horsepower electric motor
> > >> is HUGE!! What I'm trying to say is your leafblower might put out a
> > >bunch of air flow, but not
> > >> when the pressure is twice atmospheric. If you used a mechanical device
> > >such as a belt driven
> > >> supercharger, you would get about 2800lbm/hr / .5 lbm/hp-hr/14 about 400
> > >hp, but you would have to
> > >> subtract off the 40 hp to run the s.c. so net is 360.
> > >>
> > >> espen hilde wrote:
> > >>
> > >> > Second tought.....use two and take them in series , one pushing the
> > >other ,twice the pressure!
> > >> > Espen.
> > >> > How about a little factory making nos in the car?
> > >> >
> > >> >
> > >------------------------------------------------------------------------
> > >----
> > >> > To unsubscribe from diy_efi, send "unsubscribe diy_efi" (without the
> > >quotes)
> > >> > in the body of a message (not the subject) to
> > >majordomo at lists.diy-efi.org
> > >>
> > >> --
> > >> STEWART PRINCE
> > >>
> > >> PROFESSOR, MECHANICAL ENGINEERING
> > >>
> > >> CALIFORNIA STATE UNIVERSITY, NORTHRIDGE
> > >>
> > >>
> > >>
>
>----------------------------------------------------------------------------
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------------------------------
Date: Tue, 20 Mar 2001 09:48:05 -0500 (EST)
From: Pat Ford <pford at qnx.com>
Subject: Re: SV: SV: "Leaf Blower" Forced induction idea
don't take it off line, I'm learning too!
Previously, you (espen hilde) wrote:
{
{ Dear Stewart!
{ Thanks !
{ Would be nice to know the math so deaply that it would be possible to
{ calculate it all and not have to get my hands dirty to prove it......
{ But maybe real life horsepower is more impressing after all?
{ I have something I would love to have calculated.....would make it possible
{ for me to convice people about a idee I have I will contact you off list if
- --
Pat Ford email: pford at qnx.com
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------------------------------
Date: Tue, 20 Mar 2001 11:46:07 -0600
From: ted at boxey.com
Subject: VSS on the GM GENII engine
hello,
I am trying to identify what the VSS pulse characteristics are for the new
genIII gm engines. I am using the stock computer, and the engine is a 2000
model LQ4 (6.0L Vortec) out of a Silverado 2500.
I am mating the engine/transmission to a Toyota Landcruiser transfer case, and
need to buy/make a pulse generator to work off of the cable driven speedometer
port.
The 4L80E has a port (used when installed in a 2WD truck) for the VSS in the
main housing, but the 4WD output shaft does not have a reluctor ring.
thanks
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------------------------------
Date: Tue, 20 Mar 2001 16:53:23 -0500
From: "Jason R. Haines" <jhaines at lingenfelter.com>
Subject: Re: VSS on the GM GENII engine
I think the output of the VSS is 40 pulses per revolution. The PCM output to
the dash is 4000 pulses per mile.
Hope this helps,
Jason
- ----- Original Message -----
From: <ted at boxey.com>
To: <diy_efi at diy-efi.org>
Sent: Tuesday, March 20, 2001 12:46 PM
Subject: VSS on the GM GENII engine
> hello,
>
> I am trying to identify what the VSS pulse characteristics are for the new
> genIII gm engines. I am using the stock computer, and the engine is a
2000
> model LQ4 (6.0L Vortec) out of a Silverado 2500.
>
> I am mating the engine/transmission to a Toyota Landcruiser transfer case,
and
> need to buy/make a pulse generator to work off of the cable driven
speedometer
> port.
>
> The 4L80E has a port (used when installed in a 2WD truck) for the VSS in
the
> main housing, but the 4WD output shaft does not have a reluctor ring.
>
>
> thanks
>
> --------------------------------------------------------------------------
- --
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quotes)
> in the body of a message (not the subject) to majordomo at lists.diy-efi.org
>
>
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------------------------------
Date: Tue, 20 Mar 2001 17:51:51 EST
From: Moofaloof at aol.com
Subject: Re: RPM Monitoring
Hi Brian,
Your 4 position optical crank speed sensor is on the coarse side compared to today's systems in general but there is a wide variation. As an example that parallels your system, GM's LT1 engine has both coarse and fine optical measurements. The coarse wheel has 4 slots, the fine one has 360. Optical systems like this are rare with the majority of systems using VR or hall effect sensors working off a ferrous target. Most OEM systems fall somewhere within the above range in terms of resolution.
jc
- -----------
I am a new member, and like you all must be, an automobile enthusiast. I am
currently going to school for Computer Science/Embedded Systems and did a
mock up Air/Fuel ratio monitor for a project a little while ago. The
project also included an RPM monitor which is what I would like to ask
about. I know that several systems monitor RPMs as a parameter for
adjustments, and I was wondering what the typical method used is. In my
mock up system, I actually simulated things using an electric motor, but I
was spinning it from about 5-10K RPMs. I machined a flywheel with 4 slots
at the 90 degree points to pass through an optical device and allow me to
measure the RPMs. I noticed that with the motor spinning that fast with 4
tics per revolution, I didn't get that great of resolution for the RPM
data. In an automotive application that typically hangs out in a lower RPM
range, are the RPMs taken from some kind of higher resolution crankshaft
position sensor or is the data acquired from the ignition system sufficient
to base adjustments on?
Best Regards,
Brian St. Jacques
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------------------------------
Date: Tue, 20 Mar 2001 19:00:10 -0500
From: rr <RRauscher at nni.com>
Subject: Re: SV: "Leaf Blower" Forced induction idea
747 under the seat, laptop strapped across the hood, some
104 racing fuel, and no traffic!
Oh the insanity. (Think my 13 yr old would finally WANT to
mow the lawn??)
BobR.
Shannen Durphey wrote:
> LOL!
> I can picture Bob cruising around the yard trying to get lean cruise worked out
> under boost.
> Shannen
>
> espen hilde wrote:
> >
> > Because it would be good old FUN project....lots of ducttape ,steel vier++
> > Espen
> >
> > rr [SMTP:RRauscher at nni.com] skrev 20. mars 2001 00:23:
> > >
> > > Why do I keep thinking about putting this on my lawn tractor? That, a single
> > > small injector and a '747. . .
> > >
> > > BobR.
> > >
> > > Greg Hermann wrote:
> > >
> > > > At 1:30 AM 3/17/01, espen hilde wrote:
> > > > >Hi!
> > > > >Thanks for showing us in matematical terms !
> > > > >Your calculation just showed me that its possible......
> > > > >I am Norwegian I am used to think in 1.9l four banger you are american,
> > > > >350 is the natural thing....
> > > > >350 is 5.735 litres thats 3 X 1.9l engines.
> > > > >You clame that anything less than making the output times 2 of an engine is
> > > > >not interesting?
> > > > >The 1.9l needs 13.3HP to make 1 bar boost after your calculation...I would
> > > > >be happy with 0.5bar thats 50% increase in power!!! I would need half the
> > > > >output , thats 6.65 hp ....2 Leafblowers 3.32 hp each ....Thats about what
> > > > >a leafblower gives .....
> > > > >and it could easily be tuned to give 5-6 hp each !
> > > > >thanks
> > > > >Espen
> > > > >Dont be embarrased .....I use to have it on my head all the time...
> > > >
> > > > Espen-- the increase in compressor HP as boost increases is non-linear. IF
> > > > it takes 14 HP to make 1 bar of boost , it will take less than 7 HP to make
> > > > .5 bar of boost.
> > > >
> > > > Greg
> > > > >
<snip to shorten>
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------------------------------
Date: Tue, 20 Mar 2001 19:04:17 -0700
From: "Programmer" <nwester at eidnet.org>
Subject: EGT limiting fuel ?
Hey guys,
Thought I'd run this past you. What if a PCM based fuel output on EGT ?
What if you programmed software that ran a fuel limiting/maximizing curve
based on EGT alone--kinda as a "built in" safety ?
To further add ideas--what if you had an input where you could actually
enter in the max EGT
on a run--again as a "parts" saver ?
Lyndon.
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------------------------------
Date: Tue, 20 Mar 2001 21:02:25 -0600
From: "Brian Michalk" <michalk at awpi.com>
Subject: K Jetronic questions
Hi. I am new to this list, but have known about the DIY-EFI list for years.
I am working on a 350cid slow turning engine that I am trying to make
ultra-reliable. I knew I wanted a high pressure fuel injection system, and
the Bosch KE-Jetronic fit most of my requirements.
1) requires no electrics to run
2) High fuel pressure and excellent atomization.
I have not yet started my engine. I think I'm a few months away, but a
friend of mine just put his engine on a dyno and was very disappointed with
the results. It appears as though a high overlap cam, together with that
barn door AFS is too much of a restriction for the motor.
I'm now re-thinking my strategy. I want to use the system, but throw away
the AFS. My thought is to use a lead screw assembly on the fuel distributor
for actuating the plunger. The lead screw will be actuated from the
throttle body shaft. A 1" lead screw will travel .25 inches in 90 degrees
of rotation. Or at least it is close. The throttle body doesn't quite turn
90 degrees, and the plunger travel in the AFS is .21 inches.
I plan on setting up the AFS to make the engine run reliably in the event of
power failure. But I also want to make it run efficiently, so I want to use
the hot wire MAF, throttle position, and MAP data to fine tune the mixture
via the mixture control built into the fuel distributor.
Some questions:
1) On the distributor: Is the fuel flow linear to plunger travel?
2) On the distributor, KE pressure actuator: Can I adjust lean or rich
using a bipolar (+/-) actuating signal?
3) On the distributor, KE pressure actuator: How much will I be able to
affect the fuel flow?
4) MAF: Where is the best place to buy one?
5) MAF: Is the output signal linear (they have PWM freq, and analog out) to
mass air flow?
6) MAF: Do I really need the self cleaning module? What are the
requirements of that module?
7) distributor: How much force is required to move the plunger when it is
pumped up to its normal 80 psi?
Brian Michalk <http://www.awpi.com/michalk>
Life is what you make of it ... never wish you had done something.
Aviator, experimental aircraft builder, motorcyclist, SCUBA diver
musician, home-brewer, entrepreneur and SINGLE!
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------------------------------
Date: Wed, 21 Mar 2001 03:21:10
From: "John Walker" <dakotart98 at hotmail.com>
Subject: 98 Dodge Dakota PCM Hack?
Has anyone tried to alter the fuel/spark maps, shift points, and other
parameters of a 98 Dodge Dakota or similar PCM? I'd like to understand the
operations of the Chrysler PCM (Dodge Dakota inparticular) in detail. I
know the processor type, but am not sure where to start with reading and
ultimately change the EEPROM. I know it's something not to be taken
lightly...but I'm not get the desired tuning I want from outside vendors.
Any suggestions?
Thanks,
John Walker - Antioch, TN
http://www.fracus.net/~mopar
98 Dakota R/T IB CC - Best ET 13.386 at 104.90 2.110 60ft.
Golden West/ATI 7-10psi * Leach Headers w/3" Collector
Dynomax Ultra-Flow * Magnum Performance TB * Hotchkis
Added for 2001:
M1 * MSD 6BTM/Blaster 3 * Viper Converter * E/T Streets
_________________________________________________________________
Get your FREE download of MSN Explorer at http://explorer.msn.com
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Date: Tue, 20 Mar 2001 21:13:42 -0700
From: "Programmer" <nwester at eidnet.org>
Subject: Re: 98 Dodge Dakota PCM Hack?
As yet, the only thing I've found is an add on spark/fuel computer. As far
as I 'know',
nobody has these things hacked, other than Chrysler. Everyone else is either
fooling
a CTS, TPS, or MAP <g>...
Lyndon.
- ----- Original Message -----
From: John Walker <dakotart98 at hotmail.com>
To: <diy_efi at diy-efi.org>
Sent: Wednesday, March 21, 2001 3:21 AM
Subject: 98 Dodge Dakota PCM Hack?
> Has anyone tried to alter the fuel/spark maps, shift points, and other
> parameters of a 98 Dodge Dakota or similar PCM? I'd like to understand
the
> operations of the Chrysler PCM (Dodge Dakota inparticular) in detail. I
> know the processor type, but am not sure where to start with reading and
> ultimately change the EEPROM. I know it's something not to be taken
> lightly...but I'm not get the desired tuning I want from outside vendors.
> Any suggestions?
>
> Thanks,
>
> John Walker - Antioch, TN
> http://www.fracus.net/~mopar
> 98 Dakota R/T IB CC - Best ET 13.386 at 104.90 2.110 60ft.
> Golden West/ATI 7-10psi * Leach Headers w/3" Collector
> Dynomax Ultra-Flow * Magnum Performance TB * Hotchkis
> Added for 2001:
> M1 * MSD 6BTM/Blaster 3 * Viper Converter * E/T Streets
>
> _________________________________________________________________
> Get your FREE download of MSN Explorer at http://explorer.msn.com
>
> --------------------------------------------------------------------------
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------------------------------
Date: Tue, 20 Mar 2001 22:50:52 -0600
From: steve ravet <sravet at arm.com>
Subject: Re: Additional Injector Controller
There should be lots of app notes and data sheets for the 555 on
national semiconductors WWW page. You can set up a circuit where a
variable voltage controls the duty cycle output. synchronizing it to
another injector might be more complicated. While you're there look for
op amp notes also, between the two you should be able to get what you
want.
- --steve
Ian Habicher wrote:
> Hehehe sounds easy unless you have no clue how to do it. To me a simple
> analog controller would be enough, doesn't have to be fancy or
> 'programmable', I've heard that it can be done with a 555 or other chip set
> up to provide a variable duty cycle based on boost sensor (MAP) voltage.
> Reading and factoring in RPM isn't important, the injector just fires once
> every half-revolution, based on the stock injector signal, and the pulse
> width is determined by MAP sensor.
- --
Steve Ravet
steve.ravet at arm.com
ARM,Inc.
www.arm.com
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Date: Wed, 21 Mar 2001 13:28:43 +0800 (WST)
From: Bernd Felsche <bernie at innovative.iinet.net.au>
Subject: Re: Additional Injector Controller
steve ravet tapped away at the keyboard with:
> There should be lots of app notes and data sheets for the 555 on
> national semiconductors WWW page. You can set up a circuit where
> a variable voltage controls the duty cycle output. synchronizing
> it to another injector might be more complicated. While you're
> there look for op amp notes also, between the two you should be
> able to get what you want.
You can run the 555 as a mono-stable timer with the external signal
used to start the timer. An ignition signal could be as convenient
to use as any if the injector is a long way upstream.
If you have a distributor ignition, you might want to feed the
trigger signal through a "divider" so that the injector fires only
once per rev or even two revs. (A 4017 decade counter is cheap and
simple.)
Injector characteristics will determine the operating cycles
(e.g. min/max open times) as much as the engine speeds.
The duty cycle is relatively easy to set by altering the voltage
levels that the 555's comparator sees. The "standard" 555
application uses resistors to provide those levels.
Look at the block diagram of the 555 closely and you'll see that
there's a great deal of flexibility when playing with these circuit
building-blocks.
You probably want to suppress the output below certain manifold
pressure levels; an analogue comparator can be used to hold to the
RESET on the 555 when the MAP sensor's output is too low. i.e. you
"clip" the output before the open-time on the injector becomes
useless.
- --
Bernd Felsche - Innovative Reckoning, Perth, Western Australia
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------------------------------
End of DIY_EFI Digest V5 #547
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