--
From: owner-stealth-3000gt-digest@list.sirius.com
(Team3S Digest)
To: stealth-3000gt-digest@list.sirius.com
Subject:
Team3S Digest V1 #248
Reply-To: stealth-3000gt
Sender: owner-stealth-3000gt-digest@list.sirius.com
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Team3S Digest
Tuesday, August 3 1999 Volume 01
: Number
248
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Date:
Mon, 2 Aug 1999 22:26:40 -0700
From: "Jim Berry" <fastmax@home.com>
Subject: Team3S:
coatings tech article
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This tech article is part of the previous link I sent on coatings
but
I thought it worth doing a follow up post.
JIm Berry
http://www.swaintech.com/get_tech.html
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For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Mon, 2 Aug 1999 23:41:49 -0600
From: "Palamara, Peter" <pala@gwl.com>
Subject: Team3S: More stuff
for sale :)
Well I changed my mind ignore the firm thing and give me a
reasonable offer
for these parts. Thanx
1 1/2 yr. old rc550
injectors (6) just flow tested at rc 2 months ago $400
stock turbo manifolds
price-???
rear cargo cover Grey in color $75
hallowed out exhaust housings
for front and rear turbo and stock
downpipe-price???
92 3000 GTO
MMC
500 H.P. of broken fun again :(
Plates (HIPRESR)
1-800-888-gwla
x4733
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Fri, 30 Jul 1999 12:57 -0500
From: Jeff A Williamson <Jeff.A.Williamson@jci.com>
Subject:
Team3S: Tallahassee Mitsubishi
I've lost my notes and my internet server
is down. Can someone please tell me
the number and contact person to call at
Tallahassee Mitsubishi?
Thanks.
Jeff Williamson
Belleville,
MI
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 17:28:52 +0200
From: "R.G." <robby@freesurf.ch>
Subject: Team3S:
TMO Datalogger / first runs (contains one small pic)
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I'd like to share this information as I will not be able to create a
new
page in the next days and I think it will help to understand what is
going
on during running the car. Please excuse the large file and
it's
distribution but I think it gives you all a good insight
;-)
Attached to this email you'll find a 22 second screen shot of one
small part
logged by the software during a run yesterday evening. The Water
injection
was running although it did nothign than spraying a little water in
as it is
just not yet tuned in and I wanted to make sure everything works
fine (and
it does)
The WOT run was in 3rd gear up the hill starting at
1900 streight up to 6000
and I logged 8 items at this time. Some things to
note before I come to the
interesting things :
- - The air flow output
of the ECU is 1606Hz max. This is only a limitation in
the output to the
logger (caused by the ECU) and does not affect what the
ECU is reading.
-
- Only 1 O2 sensor is read. We currently don't know if it is the left
or
right one.
- - Only 4 samples per second are logged. This because NT
4.0 seems not to
like the serial port much. With Win95/98 we are getting
between 20-55
samples per second with 16 items logged. Therefore the curves
are not as
smooth as they should be.
Now have a look at the logged
data and of course I'm very interested in the
knock seen around 5800. The run
was made at 1.0 bars boost with a small
overboost to 1.02bars. Interestingly
there was some slight knock from 2950 -
3750 where the small overboost
occured. The timing got not retarded as knock
was too small.
Also
check out the intake temperature (MAS). It was 104°F when I started
and
within the forrest the temp went down to 93°F. This proves that even
with
more speed no cooler air came in to the filter :( The ambient was
about
12-15 °C lower than the intake temp and this causes our intercoolers to
work
overtime.
This temperature may be the cause for the timing and
injector pulse width
logs. As the ECU sees that high temps, it chooses
another range in the fuel
and ignition map to reduce the timing and increase
the fuel. On every WOT
run in any gear I saw the timing at around 25° (the
whole log was 20 minutes
with any kind of driving, very interesting) dwon
from 38° or even 49°. On
the high knock the timing went down some degrees,
but nothing spectacular.
Now let's look at the O2 sensor curve and we see
that at WOT the O2 reads
damn rich 0.92-0.96 Volts. Again, I think the high
intake temperature is
responsible for this as the ECU tries everything to be
on the save way as
well as the fuel map simply be choosen in open loop
operation (no regard to
the O2 sensor readings). At fast part throttle runs,
the O2 sensor showed
good 0.84 volts. I wonder if this value changes when the
ambient temp
becomes lower.
Now, the most important part : Injector
pulse width. This is the time the
injectors are open during one revolution of
the engine (two revolutions per
cycle on a 4-stroke). The available time for
injectioning the fuel is a
function of rpm. If the time of one revolution is
the same as the injector
pulse width, IDC is 100%. In the log checking out
the IPW at 5200 we'll find
21.7ms but one revolution takes 23ms at 5200.
Therefore the injectors have
already been at 94% IDC ! Going to 5500 we find
22ms for the IPW but at this
rpm ony 21.8ms are available. We are therefore
above 100% IDC... strange,
huh ? The explanation is that this is what the ECU
takes out of the fuel MAP
and sends to the logger. Of course above this rpm
the injectors are just
open all the time as the ECU wants to run as rich as
it finds on his MAP.
I remember an IDC of more than 90% (up to 94% if my
internal memory is ok)
Jim saw on his S-AVC-R on the dyno. But this was with
a cool ambient and
much colder air sucked in (12°C with open hood against
40°C on the road with
closed hood). Also the A/F snorcel device told us that
the ratio was on a
good, not that rich side (around 12.8) as the O2 sensor is
telling me on
this run.
Recap : This was a run with only a boost
controller and K&N filter installed
(all other mods have been removed to
provide a back-to-back test) The WI was
at idle not injectioning any water.
Boost was 15 psi then. Unfortunately,
the ECU wants to compensate for the
high ambient temps and therefore dumps
in fuel. This causes the injectors to
be maxed out extremely as well as the
fuel pump may start to show some
problems soon. But I never runned into fuel
cut, hesitation or other
problems. We see that even at 15 psi I got some
knock in the high rpm area.
Not heavy but existing ! This tells me that the
dumped fuel is not enough
anymore to cool the combustion down, although we
still have a rich situation
here. But we don't know if the injectors or the
pump is the limit. Therefore
both should be upgraded if the decision for a
better fuel-path is
done.
I'm not sure what will happen when I just start to reduce the fuel
curve
with the AFC. A result could be that in deeper temps the mixture will
become
too lean while it is good when it is tuned in. This sounds
somewhat
dangerous to me and should only be done to test the stuff. Also I
hope to
get the EGT clamp-style sensor soon (Mike !) so I do have another
value to
look on.
Happy boosting,
Roger
93'3000GT TT (getting
out all the secrets...)
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-
------=_NextPart_000_0053_01BEDDD5.A7836010--
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 09:04:09 -0700
From: "Murat Okcuoglu" <murat@ashacorp.com>
Subject: Re:
Team3S: TMO Datalogger
>
> Attached to this email you'll find a
22 second screen shot of one small
part
> logged by the software during
a run yesterday evening. The Water injection
> was running although it did
nothign than spraying a little water in as it
is
> just not yet tuned
in and I wanted to make sure everything works fine (and
> it
does)
>
Thanks for the graph, it was very
interesting.
Roger, would it be possible for you to share data in ASCII
or *.CSV format?
I have this habit of analyzing data in 1000 different ways
to bring the most
out of it.
I live in Santa Barbara but I have not
been able to get together with the
data logger guys yet.
Murat.
91
stealth t/t
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 11:20:15 -0500
From: "Matt Jannusch" <mattj@fallon.com>
Subject: RE: Team3S:
TMO Datalogger / first runs
> - The air flow output of the ECU is
1606Hz max. This is only a
> limitation in the output to the logger
(caused by the ECU) and does
> not affect what the ECU is
reading.
The DSM Karmen-Vortex sensor's maximum frequency is
1600Hz. Maybe the
sensor in our cars can go higher than this and Todd
Day can change the
top-end of the graph to display higher? Perhaps he
only graphs to 1600Hz
since the Datalogger was designed with a 1G DSM in mind
to be logged.
> This temperature may be the cause for the timing and
injector pulse width
> logs. As the ECU sees that high temps, it chooses
another range
> in the fuel and ignition map to reduce the timing and
increase the fuel.
> On every WOT run in any gear I saw the timing at
around 25° (the whole
> log was 20 minutes with any kind of driving, very
interesting) down
> from 38° or even 49°. On the high knock the timing
went down some
> degrees, but nothing spectacular.
Are we sure that
the ECU is smart enough to compensate for temperature
during WOT? The
DSM ECU's aren't, they just pull fuel values from a static
table mapped with
RPM, Airflow, and barometric pressure during WOT
operation. I don't
think temperature compensation is part of the equation
because there is no
sensor measuring the actual intake temperatures while on
boost (after the
intercoolers where it matters). During regular cruising
where there
isn't much boost I would expect that the ECU would make an
estimate of air
density using the air temperature sensor on the airflow
sensor since the
intake temps at the throttle body should be fairly close to
the temps seen at
the sensor.
> Unfortunately, the ECU wants to compensate for the high
ambient temps
> and therefore dumps in fuel. This causes the injectors to
be maxed
> out extremely as well as the fuel pump may start to show
some
> problems soon. But I never runned into fuel cut, hesitation or
other
> problems. We see that even at 15 psi I got some knock in the
high
> rpm area. Not heavy but existing ! This tells me that the
dumped
> fuel is not enough anymore to cool the combustion down, although
we
> still have a rich situation here. But we don't know if the
>
injectors or the pump is the limit. Therefore both should be
> upgraded if
the decision for a better fuel-path is done.
You are making a lot of
assumptions about how the ECU works at WOT. If the
ECU saw high ambient
temps and was trying to maintain a particular "safe"
A/F ratio target, then
it should reduce fuel injection at higher
temperatures as the in-cylinder air
would be less dense and require less
fuel. At WOT, I don't think the
intake temps are going to vary that much
with the car on the road, at least
not enough where the ECU programmers
would include a bunch of code to attempt
to predict a variable which they
cannot measure. I think the ECU just
takes its injection values from a
table that's mapped straight to RPM,
airflow, and barometric pressure just
like the DSM ECU does.
On boost,
while driving so the intercoolers get plenty of airflow, how much
variance is
there in the intake temps after the intercoolers as corresponds
to intake
temps at the air sensor? As the weather is warmer outside, does
it
really affect the post-intercooler temps that much?
I'd be willing to bet
that regardless of intake temperature (whether -10
degrees or 40 degrees) you
are always going to see the same injector
pulsewidths for the same rate of
airflow at WOT and that no temperature
compensation is occuring. You'll
see leaner values on the O2 sensor at
lower temps, but it isn't because the
injection rate has changed, it is
because the intake charge is more dense due
to the lower temps.
> Happy boosting,
> Roger
> 93'3000GT
TT (getting out all the secrets...)
It would be best if we didn't have to
infer the secrets. Has anyone
decompiled the ECU code and figured out
what exactly it is trying to do at
WOT? Any of the chip tuners that we
can ask?
- -Matt
'95 3000GT Spyder VR4
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 03 Aug 1999 11:24:01 -0500
From: Merritt <merritt@cedar-rapids.net>
Subject:
Team3S: Spare wheels
FWIW, I received my wheels from Arrow Tire and Wheel
in Upland, CA.
I bought a set of 1997 six-spoke wheels for $400.
Two were like new, one
was so-so, and one had been repaired and a half-inch
of chrome around the
outer rim had been removed. They arrived exactly as
described, although I
was pleasantly surprised at the excellent condition of
the best two -- I
had expected to find peeling chrome.
I bought these
to mount Yokahama 032R race tires, so their appearance is
not critical.
Nevertheless, I'll probably send the one wheel back for
rechroming this
winter (they charge $150 to rechrome) so I'll have a nice
set of
four.
VR4 wheels come and go, but they seem to get a steady supply. If
you need
wheels, call 909-946-0244 and tell 'em that Rich sent you. I told
them that
Dennis Bretton sent me (thanks again, Dennis).
I KNOW that
four wheels will go into the back of a VR4, and I've looked at
the various
instructions I've gotten, but I sure don't see it. Guess I
gotta jam them in
there this weekend.
Rich/old poop/94 VR4
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 09:54:15 -0700
From: Chris Winkley <cwinkley@plaza.ds.adp.com>
Subject:
RE: Team3S: Multi topic coverage here...
Vineet...
You're always
at risk of not getting any answers when you ask too many
questions in one
message, but here's my response to three of yours...
1. DP: I have an ATR
DP/TP/high flow cat that cost $500. It's a good unit. I
also had a custom
unit (no main cat, no front precat) that I bought as a
part of package of
parts, it wasn't stainless but only cost a couple hundred
to fab at a muffler
shop. If I had it to do all over again, I'd go custom.
Talk to Errin
Humphrey, he had a custom dual exhaust made that sounds great
and wasn't too
expensive.
2. Differential back: Again, most muffler shops can do 3" in
stainless (or
not) for less $$$ than trying to find an aftermarket
unit.
3. Exhaust tip: I have the GReddy catback which has a single
trumpet tip.
There's also another VR4 around town here that has the same
exhaust. It's
lighter, supposedly tuned better, sounds great when the rest of
the system
has been replaced. Before I removed all my cats, I thought it was
even
quieter than the stock exhaust. I don't really care for the unbalanced
look
at the rear, but I don't spend my time back there. It wasn't for looks,
but
for performance (in my case). It does, however, warn people that
you've
modified your car (can be both good and bad).
Looking
forward...Chris
1995 Glacier Pearl White VR4 (w/HKS Super Flo intake, TEC
15G turbos, bored
and polished throttle body, RC 560cc injectors, HKS fuel
pump, GReddy PRofec
A boost controller, G-force ECU upgrade, HKS SBOV, custom
intercoolers,
Predator dry cell battery, Magnecore 8.5mm wires, NGK double
platinum plugs
gapped at .030", ATR downpipe and test pipe, GReddy catback
exhaust, GReddy
turbo timer, Eibach 1" drop progressive springs, Michelin SX
MXX3 Pilots)
- -----Original Message-----
From: Vineet Singh [mailto:billi_gates@hotmail.com]
Sent:
Friday, July 30, 1999 2:24 AM
To: stealth-3000gt@list.sirius.com
Subject:
Team3S: Multi topic coverage here...
QUESTION... What are the
cheapest/best Downpipes available for the TT?
Does anyone make an exhaust
that goes from that "clamp" near the rear diff,
back? The rest of the pipe
looks adequate for my goals (330hp).
Would a single large tip look
stoopid on a 92 DS RT/TT? I want to save
weight, and cut down on fab
time/price. Thanks!
Vineet Singh
Manuals On CD - http://manualcd.dsm.org Dimmed in
memory of J. Carpenter
Club DSM A/T - http://at.dsm.org - Dimmed in memory of
J. Carpenter
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 09:54:00 -0700
From: "Bob Forrest" <bf@bobforrest.com>
Subject: Team3S:
ADMIN NOTICE, PLEASE READ!
We have received information from Sirius, the
folks who host our list,
that excessive "bounced messages" can threaten the
existence of the
Team3S list. We admins are adding a rule, and PLEASE
comply with it,
for it might be the most important rule we've
got:
13. BOUNCED MESSAGES. The rules from SIRIUS govern here,
and the
Team3S list may be SHUT DOWN if there are too many bounces.
There are
three main reasons the Admins receive bounced messages, and here
is
our policy for each--:
a). FORGETFULNESS: People
forget..., and post to the list from an
email address OTHER than the one they
are subscribed under. OK... We
understand that folks forget and
post messages from one of their other
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PLEASE..., TRY to remember! We forward
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b). "FREE" EMAIL: These
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If you don't get your email
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c).
CROSS-POSTING: We don't mind you being a member of-, or even
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personal
choice. But DO NOT send ONE message to BOTH lists
simultaneously, or
you will be removed from our list. (Here's what
happens: If the
other list's address is on emails that come to
Team3S, every time one of our
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remove their address from the message
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permitted.
Thanks for your cooperation,
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Team3S
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------------------------------
Date:
Tue, 3 Aug 1999 19:28:42 +0200
From: "R.G." <robby@freesurf.ch>
Subject: Re:
Team3S: TMO Datalogger
Murat, I've sent you the Excel file
;-)
Anyone else who's interested please email me privately and I can send
you
the xls as well.
Later,
Roger
93'3000GT TT
>Roger,
would it be possible for you to share data in ASCII or *.CSV format?
>I
have this habit of analyzing data in 1000 different ways to bring
the
most
>out of it.
For subscribe/unsubscribe info, our web
page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 19:49:04 +0200
From: "R.G." <robby@freesurf.ch>
Subject: Re:
Team3S: TMO Datalogger / first runs
>The DSM Karmen-Vortex sensor's
maximum frequency is 1600Hz. Maybe the
>sensor in our cars can go
higher than this and Todd Day can change the
>top-end of the graph to
display higher? Perhaps he only graphs to 1600Hz
>since the
Datalogger was designed with a 1G DSM in mind to be logged.
Good input !
I already asked Todd but he told me that the ECU is not giving
the higher
information. I'll ask again.
>Are we sure that the ECU is smart enough
to compensate for temperature
>during WOT? The DSM ECU's aren't,
they just pull fuel values from a static
>table mapped with RPM, Airflow,
and barometric pressure during WOT
>operation. I don't think
temperature compensation is part of the equation
>because there is no
sensor measuring the actual intake temperatures while
on
>boost (after
the intercoolers where it matters).
You may be very right and this is why
I used "maybe" a lot. I'd really like
to see that our cars IAT is located
after the intercoolers so it would make
more sense. It is a known secret that
the values are taken from static maps
although we don't know if there is an
offset variable in charge too. I'll do
some logs during the comming rainy
days again and we can compare the data
then.
>During regular
cruising where there isn't much boost I would expect that
>the ECU would
make an estimate of air density using the air temperature
>sensor on the
airflow sensor since the intake temps at the throttle body
>should be
fairly close to the temps seen at the sensor.
Hmm, when I'm cruising at
90mph@4000 only throttle a little open the
intercoolers would cool the
temperature down a lot and therefore the (high)
intake temperature is cooled
down more. I hope to see the y-pipe temps
pretty soon.
>You are
making a lot of assumptions about how the ECU works at WOT. If
the
>ECU saw high ambient temps and was trying to maintain a particular
"safe"
>A/F ratio target, then it should reduce fuel injection at
higher
>temperatures as the in-cylinder air would be less dense and
require less
>fuel.
So what does the ECU do at WOT ? As far as I
remember the car will be in
open loop and therefore the O2 sensors are not
regarded then. Am I wrong or
what ?
>At WOT, I don't think the
intake temps are going to vary that much
>with the car on the road, at
least not enough where the ECU programmers
>would include a bunch of code
to attempt to predict a variable which they
>cannot measure. I think
the ECU just takes its injection values from a
>table that's mapped
straight to RPM, airflow, and barometric pressure just
>like the DSM ECU
does.
Yeah, this could be true. Let's see what the future logs
show.
>You'll see leaner values on the O2 sensor at
>lower
temps, but it isn't because the injection rate has changed, it is
>because
the intake charge is more dense due to the lower temps.
Also assumptions
here and we'll see what we'll get.
>It would be best if we didn't have
to infer the secrets. Has anyone
>decompiled the ECU code and
figured out what exactly it is trying to do at
>WOT? Any of the chip
tuners that we can ask?
G-Force will not speak about the stuff but will
program a new EPROM for $150
at any time :-( I already hacked the
programs but only located the tables
and do not understand the rest. I can
modify the tables and I can also
emulate the EPROMS with a PC. But I do not
have any time for doing this
during this
summer.
Later,
Roger
93'3000GT TT
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 11:28:14 -0700
From: "Murat Okcuoglu" <murat@ashacorp.com>
Subject: Team3S:
air temp
> >Are we sure that the ECU is smart enough to compensate
for temperature
> >during WOT? The DSM ECU's aren't, they just
pull fuel values from a
static
> >table mapped with RPM, Airflow,
and barometric pressure during WOT
> >operation. I don't think
temperature compensation is part of the
equation
> >because there is
no sensor measuring the actual intake temperatures while
> on
>
>boost (after the intercoolers where it matters).
late 86 Mitsu
starions utilized an air temp sensor just in front of the TB.
It didnt seem
to do any good, and the startegy was abondened in 87. they all
had karman
vortex systems with the air temperature sensor.
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 15:20:26 -0500 (EST)
From: Dennis Moore <stealth@kiva.net>
Subject: Team3S: A
"Punch" Question
Greetings,
I've noticed that at times when I
punch the throttle, I get varying
results. "Usually", I get the
comfortable sensation of being pressed back
into my seat. (Or, if I'm
in that part of the power curve, thrown back.)
But other times, the effect is
much more restrained.
I can't find any pattern here. Sometimes
going WOT at 3K in 3rd gear
gives me whiplash, sometimes it just "starts
stepping out". It's the same
story up and down the spectrum.
Uphill, downhill, level ground, day,
night, A/C on, A/C off, etc., no
pattern.
Here are my guesses:
1. Varying fuel qualities.
But I'm not getting any pre-detonation or
staggering, which I'd expect from
bad fuel.
2. ECU "self-learning". Most of the time I don't
jack-rabbit my starts,
don't spend a whole lot of time above 5K on the tach,
and I'll sometimes
go for extended periods of time without WOT. Is the
ECU smart enough to
recalibrate itself to what it has observed as my driving
style, and change
how it reacts to WOT?
Any other ideas?
Thanks.
Of course, even on a "bad day", my Stealth is *much* more
gratifying under
WOT than my Jimmy... ;)
Dennis Moore
93
Stealth ES (with a soon-to-be-repaired 5-speed)
stealth@kiva.net
Yes, I'm afraid you
*did* go to college for this job.
For subscribe/unsubscribe info, our web
page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Tue, 3 Aug 1999 15:24:57 -0500 (EST)
From: Dennis Moore <stealth@kiva.net>
Subject: Team3S:
Stealth vs. Miata
This is sorta off topic, so please send any replies to
me privately.
While my Stealth is in the hospital, I'm driving my dad's
Miata to and
from work. (OK, I'd rather have a 3K Spyder, but...)
I've noticed that
it has a VERY different personality than my Stealth.
For one thing, the
steering response seems a lot more "jittery" than my
car. I'm wondering
how much of the difference is just, well, a
difference, and how much of
it might be attributable to some problems on the
Miata.
If any of you have some experience with driving Miatas, and could
help
answer a couple of my questions, I'd like to hear from you.
Dennis Moore
93 Stealth ES
stealth@kiva.net
Yes, I'm afraid you
*did* go to college for this job.
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------------------------------
Date:
Tue, 3 Aug 1999 15:37:55 -0500
From: "Matt Jannusch" <mattj@fallon.com>
Subject: RE: Team3S:
TMO Datalogger / first runs
> You may be very right and this is why I
used "maybe" a lot. I'd
> really like to see that our cars IAT is located
after the
> intercoolers so it would make more sense. It is a known
secret
> that the values are taken from static maps although we
don't
> know if there is an offset variable in charge too. I'll do
>
some logs during the comming rainy days again and we can
> compare the
data then.
Yeah, I think the more data we can compile the closer we can
get to
understanding what the ECU is doing. If I had an earlier VR4, I
would
certainly own one of TMO's dataloggers! Is there anything similar
available
for '95 cars?
> So what does the ECU do at WOT ? As far
as I remember the car will be in
> open loop and therefore the O2 sensors
are not regarded then. Am
> I wrong or what ?
Yes, this is
correct. The question I was wondering about is whether or not
intake
air temperature was part of the fuel injection equation. Its too
bad
that we don't have an ECU expert like Todd Day who is willing to share
his
knowlege with the public. Oh well...
- -Matt
'95 3000GT
Spyder VR4
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------------------------------
Date:
Tue, 3 Aug 1999 22:44:12 +0200
From: "R.G." <robby@freesurf.ch>
Subject: Re:
Team3S: Stealth vs. Miata (off topic)
>If any of you have some
experience with driving Miatas, and could help
>answer a couple of my
questions, I'd like to hear from you.
... and keep the answers
totally off the list !
Thanks,
Roger for the Admins
For
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------------------------------
Date:
Tue, 3 Aug 1999 16:05:02 -0700
From: "Murat Okcuoglu" <murat@ashacorp.com>
Subject: Team3S:
Knock at low RPM
When starting from a stop, my engine knocks like '68 on
unleaded.
this is for starts at around 1500 RPM. if I rev it up, it is O.K.,
but then
it is like a race start at every stop and go traffic
start.
my engine is at less than 5K miles (warranty replacement, thanks
Chrysler!),
well maintained and no mods other than manual boost
valve.
I live in CA, the brand of gas doesn't seem to make a
difference. I use
91RON premium.
the car is a '91
Any
ideas???
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------------------------------
Date:
Tue, 3 Aug 1999 16:08:24 -0700
From: "Murat Okcuoglu" <murat@ashacorp.com>
Subject: Team3S:
ECU
From what year on, are 3S ECUs self learning?
Do all 3S ECUs
have EEPROM or a custom chip?
Does the custom chip have an equivalent
EEPROM or does reprogramming of our
ECUs require doughterboards?
just
curious.
Murat
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------------------------------
Date:
Wed, 4 Aug 1999 07:17:20 +0100
From: "Simon Jones" <simon@3kgto.freeserve.co.uk>
Subject:
Re: Team3S: TMO Datalogger / first runs
Roger (or anyone),
If you
can get a hex dump of the EPROM (Motorola S-Record is best) with any
info the
tables addresses etc, I may be able to disassemble it. I'm
assuming
that the ECU is Motorola 68K based (683xx from memory), since I
have 68k
tools.
>>WOT? Any of the chip tuners that we can
ask?
>
>G-Force will not speak about the stuff but will program a
new EPROM for
$150
>at any time :-( I already hacked the programs
but only located the tables
>and do not understand the rest. I can modify
the tables and I can also
>emulate the EPROMS with a PC. But I do not have
any time for doing this
>during this
summer.
>
Regards,
Simon Jones
'94 GTO
simon@3kgto.freeserve.co.uk
http://www.3kgto.freeserve.co.uk
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subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
End
of Team3S Digest V1 #248
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