HDTenEightyP/NetNews huggingface dataset:
From: Michel_Denber.WBST147@xerox.com
Newsgroups: rec.autos.tech
Subject: Re: GM ECM Serial Data
Date: 11 Jan 1993 12:37:50 -0600
Organization: UTexas Mail-to-News Gateway
NNTP-Posting-Host: cs.utexas.edu

	"I want to find a way to read data from in into a computer.  (So far I
can
only get a readout with p's and x's.)  I have modified the signal output
voltage to match the required input by my computer.  Also, I have been
able to determine that the data rate is 2400 baud (with aid from an
oscilloscope)."

Bzzzt.  It's actually 8192 bits/sec.  (I'm assuming you have the "high-speed"
P4 ECM.  The older C3 is 160 bits /sec.)  I've often wondered about the session
where the GM engineers decided on these numbers.  What I wouldn't give for a
few ounces of whatever it is they were smoking at the time.  I guess they're
making progress though.  At least 8192 is a power of 2.

	"Can someone tell me how many start bits, stop bits, and whatever the
signal coming from the car has?"

They can, but they won't.  Give up.

	"(Any other information on this signal would also be appreciated.)"

The shop manual gives you a list of the data items in the data stream.

	"Who can I contact to find out how to decode the signal?"

Maybe you could hire an unemployed former KGB agent to break into GM's ECM
division and lift the documentation for you.  Trust me, I went that whole route
last year.  *No one* will tell you.  What I would recommend is just buying a
copy of Diacom.  This is a program by an outfit called Rinda Technologies
(312/736-6633) that turns your IBM PC into a Scan tool.  It includes data
logging and file conversion to DBase or Paradox so you can do graphing and
statistics on the data.  It's $299 and well worth it.  And I say this as a
hardcore hacker (in the old sense of the word) and cheapskate who loves puzzle
solving.  The time you save by not having to figure this all out (and it will
be a *lot* of work), you can spend fixing your car.  And the money you save by
not having to turn to a dealer for those pesky driveability problems will pay
for the package in short order.  Plus, Diacom works on all GM cars.  Since
there is no data standard, all your work would only be applicable to that
particular car.

If you insist on going it yourself, be careful.  The serial data line is
*bi-directional*.  You can throw the ECM into different operating modes and
erase trouble codes that way.  I've heard, but can't confirm, that you can
modify ECM memory locations too.  Good luck.

			- Michel

denber.wbst147@xerox.com
Newsgroups: rec.autos.tech
From: jgd@dixie.com (John De Armond)
Subject: Re: Oxygenated Gasoline and Low MPG (super unleaded?)
Date: Fri, 08 Jan 93 09:15:01 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.

bense@oasys.dt.navy.mil (Ron Bense) writes:

>Umm, from an inside source from a major oil company, nobody likes the
>new additives. It makes it hard to ship, it cannot be put out if it
>catches on fire, it causes cancer in lab rats, and in general appears
>to have no good qualities other than older cars get somewhat improved
>emissions. 

Your inside source must be working in the accounting department or something.
Oxygenated gas is blended to the same density and RVP as "regular" 
gasoline so any pumping/transport differences would be minor.  As to 
not being able to put out a fire, I've never heard such fairy tails.
If you've ever extinguished an alcohol fire, you've extinguished a 
burning oxygenate.  As to cancer, nothing is in the material
safety data sheets I have that were current about 6 months ago.

(After all, how can you improve on something that reads "0"
>like mine did in one category, and less than 5% of the allowables in
>the others?:) Oh, another "good" quality is that the oil companies get
>to charge more per gallon, and get to sell more of it.

The stuff is not aimed at your new, closed loop car.  It is aimed 
at older cars, particularly those whose engines were tuned a bit 
rich to work with AIR injection and one way catalysts.

>>This stuff is really nifty for us hotrodders.  Given the engine is
>>rejetted/calibrated for the extra oxygen, it will make more power.

>It is? I've got a fairly well tuned computerized engine that reads the
>O2 output in the exhaust and adjusts fuel to match. Ran great in the
>mountains or on the plains. It lost at least 10% of its "fuel" economy
>when this oxygenated crap came out. (It used to get around 20-25, now
>it's more like 17-22, and it is a 2.0L 4 cylinder [turbo])

Fuel economy has nothing to do with performance.  Naturally your mileage
would go down as your engine's ECU compensates for the leanness.  If you
ran pure methanol whose stochiometric ratio is 6:1, your mileage 
would go through the floor.

As far as public policy goes, oxygenated gas is pretty stupid.  As far
as hotrodding goes, it's great.  Like having just a touch of nitro on
tap.

John

-- 
John De Armond, WD4OQC               |Interested in high performance mobility?  
Performance Engineering Magazine(TM) | Interested in high tech and computers? 
Marietta, Ga                         | Send ur snail-mail address to 
jgd@dixie.com                        | perform@dixie.com for a free sample mag
Need Usenet public Access in Atlanta?  Write Me for info on Dixie.com.
Newsgroups: rec.autos.tech
From: neal@writer.yorku.ca (Neal Stephenson)
Subject: Will a Chevy engine bolt into a 81 Jeep J10 pickup?
Organization: Computer Assisted Writing Centre, York University, Toronto, Canada
Distribution: rec.autos, rec.autos.tech
Date: Tue, 5 Jan 1993 23:37:19 GMT

If anyone can help me do this please email me at my address above.  I
am posting this for a friend, so it'll be easier on bandwidth to just
reply by email so I can print up the responses for his perusal.

Cheers,
Neal Stephenson
neal@writer.yorku.ca
From: ifversen@fnala.fnal.gov (King Under the Mountain)
Newsgroups: rec.autos.tech
Subject: Re: Problems with my Jeep (AMC 4.2L 258)
Date: 7 Jan 93 09:40:21 GMT
Organization: Fermi National Accelerator Laboratory
NNTP-Posting-Host: fnala.fnal.gov

In article <1993Jan6.172929.6001@wam.umd.edu>,(Al Dhir) writes:
> Hey all...  I just discovered this newsgroup and am happy to find a source
> for solving my problems :)
> 
> Here it is:  My '85 Jeep CJ7 has a 4.2L 258 with a Carter BBD 2 barrel carb.
> I recently replaced the plugs, wires, cap and rotor and the engine sounds
> real good - when it starts.  The problem is that it is a major pain to
> start.  I have turn it over and keep pumping the gas over and over until
> it starts to fire and finally it starts.  It seems like the fuel isn't 
> getting to the carb very easily.  Once the engine warms up, though, it
> starts just fine.
> 
> The battery is strong and it turns the engine over with no problem...it
> just doesn't seem to be firing when its cold for some reason. 
> 
> So what could it be?  Could antifreeze have anything to do with it?  How
> about a problem with my automatic choke on my carb?  I don't think its
> the fuel pump since it is fairly new (about 6 months).
> 

   I had the same problem with my Jeep ('85 CJ8 Scrambler, same engine and
carb as yours).  It got so bad that I had to put a 100 watt troublelight
under the hood next to the carb -- that was the only way it would start in
the morning!  It turned out that the accelerator pump in the carb was shot.
After I rebuilt the carb, the problem went away -- the Jeep starts even when
the temp drops down into the minus farenheit range.  Hope this helps.

                                               - Dave I.

-------------------------------------------------------------------------------
David J. (djinn) Ifversen              |
FermiLab RD/SOD?/Operations            |  My employer doesn't care about my
Particles -R- Us                       |  opinions, so why should anybody else?
'83 750 Maxim          DoD #0662       |
-------------------------------------------------------------------------------
From: jimf@centerline.com (Jim Frost)
Newsgroups: rec.autos.tech
Subject: Re: Flywheel batteries as EV power source
Date: 7 Jan 1993 14:37:42 GMT
Organization: CenterLine Software, Inc.
NNTP-Posting-Host: 140.239.3.202
Keywords: flywheel, IEEE Spectrum, graphite

philw@vice.ICO.TEK.COM (Philip W White) writes:
>Rotor to run on magnetic bearings in a vacuum chamber.  Containment structure
>is outside the vacuum chamber and separate from it.  Vacuum chamber mounted
>on gimbals inside containment to handle what folks in this thread have
>called the "gyroscopic effect".

It would seem to me that at least one axis needs to be fixed in order
to extract much power from the system, otherwise energy will get
transferred from the flywheel to the gimbals using the generator's
resistance as a transmission.  The more resistance the gimbals offer
the less of a problem this would be, but the more you'd see unwanted
effects.  The less resistance, the more energy you loose to the
containment structure -- dropping efficiency.

As other people mentioned multiple flywheels can cancel gyroscopic
effects for the whole system (which aren't that dramatic for small
flywheels anyway -- I kept envisioning one big one) so I guess that's
not a real big problem if you can make the overall frame strong
enough.

>"Unlike massive steel rotors, which can fail in a spectacular fashion,
>throwing off large chunks of shrapnel, fiber-based composite rotors tend
>to fail by disintegrating into a mass of fairly benign 'cotton candy',
>to borrow Post's descriptive phrase."  That is a direct quote so if you
>want to flame it we all realize you are questioning Post's idea,
>not mine.

>Containment box of "3-dimensional composite" to retard crack propagation.

He's right that he'll get a much more even disintegration than with
steel but I think he'll find an uneven energy distribution anyway,
making it much harder to contain.  Regardless, cotton candy is
dangerous stuff at those speeds :-).

Thanks for the information.

jim frost
jimf@centerline.com
From: jas20@duts.ccc.amdahl.com (John A Sigmon)
Newsgroups: rec.autos.tech
Subject: Help no spark adv on an '86 Toyota 22RE
Date: 5 Jan 93 21:04:48 GMT
Reply-To: jas20@DUTS.ccc.amdahl.com (John A Sigmon)
Distribution: USA
Organization: Amdahl Corporation, Sunnyvale CA

Hi,
I have an 86 4-Runner with a 22RE engine that has a computer controlled
ignition (no mechanical or vacuum advance) system that does not advance.
Has any one seen this problem, or have any good suggestions?
I have a 2nd computer and ignition unit I swapped in, but neither fixed
the problem.
If you have any good clues please Email me at the above address.
Thanks
John Sigmon
Standard Disclaimer
Newsgroups: rec.autos.tech
From: schludermann@sscvx1.ssc.gov
Subject: RFI:Replacement longlife oxygen sensors
Organization: Superconducting Super Collider Laboratory
Date: Tue, 5 Jan 1993 20:30:29 GMT

Sometime ago an article about replacement longlife oxygen sensors was posted.
would any one have a copy of that article or know the brand of these oxygenm
sensors.

Kris

Newsgroups: rec.autos.tech
From: rrusk@ssd.csd.harris.com (Bob Rusk)
Subject: Care and Feeding of Woodgrain Sides
Reply-To: rrusk@ssd.csd.harris.com
Organization: Harris Computer Systems Division
Date: Wed, 6 Jan 1993 21:47:41 GMT

OK, so after swearing in my teens that I'd never own such a beast, I've
come into posession of a Dodge Caravan with woodgrain sides.  Although
the exterior decor would not be my first choice, I'd really like to treat
it well and have it look presentable for a long time.  So, how does one
maintain woodgrain sides?

--
 Bob Rusk
 rrusk@ssd.csd.harris.com
 My thoughts, probably not Harris'.
From: gerber@boulder.parcplace.com (Andrew Gerber)
Newsgroups: rec.autos.tech
Subject: Re: The Stanza Saga continues: More advice sought for '83
Date: 8 Jan 93 18:02:29 GMT
Distribution: usa
Organization: ParcPlace Boulder

In article <1ii28oINN795@agate.berkeley.edu> sandrar@garnet.berkeley.edu (Sandi Rollins) writes:
>We now suspect that we were sold used parts; the advance looked sloppily 
>crimped, and the mounting has made us wary.  While it seems that the cutout 
>problem has been (temporarily?) fixed, the car is running _LOUSILY!!_

Bring it back to the mechanic and demand that it is fixed.

>To add further complications, the fan has also died, so the car overheats
>if driven in town traffic.  The thought was that perhaps an electrical
>problem of some sort has caused the computers in the carburetion/ignition
>system to be burned.  This might explain the idling problems (electronic
>carburetion control) and the fan (burned out fan relay).

It could be the fan relay; it also could be the thermo switch which is
located, if you're standing in front of the car looking back, on the
lower right rear corner of the radiator.  This sensor senses coolant
temp and turns the fan on and off.  (well, the relay is really what
does it, the thermo switch is just one of several binary inputs to the
fan relay which tell the fan when to turn on and off).  These thermo
switches usually crap out somewhere after 80,000 miles.

You can test the thermo switch by removing it, seeing if it conducts
electricity, then sticking it in boiling water and see if it conducts
in the water.  When mine went bad several years ago the bozo garage I
was going to couldn't figure it out and I ended up blowing a head
gasket. Also, remove the electrical connection to the thermo switch
and close the connection with a piece of wire.  You should hear a 
click (that's the relay) and the fan should start running.  If that
happens, it's probably the thermo switch which has gone bad.

Andy




-- 
/-----------------------------------------------------------------/
/ Andy Gerber		     / gerber@boulder.parcplace.com       /
/ ParcPlace Boulder          / (303) 440 9991 x4212               /
/-----------------------------------------------------------------/ 
Newsgroups: rec.autos.tech
From: jgd@dixie.com (John De Armond)
Subject: Re: ** Alternative Fuel Injectors for 300ZX's **
Date: Tue, 05 Jan 93 19:43:26 GMT
Organization: Dixie Communications Public Access.  The Mouth of the South.

flower@donald.etdesg.trw.com (Rick Flower) writes:

>I've got a 1984 300ZX Turbo (VG-30ET engine) that I'd like to change an 
>injector on.  I've found a supplier for an aftermarket part, but only IF I can
>get the CFM rating for the original equipment.  If I were to buy a new 
>injector from Nissan, they want $120/ea.  However, I can buy an aftermarket 
>device for about half that price (depending on whether or not I find the CFM 
>rating..)

>I've called Nissan Consumer Affairs and they could only give me the "leak-down
>rating" which doesn't do me any good...  Anyway, I was wondering if anyone has
>this type of information for the BLACK series of injectors that Nissan sells.
>If anyone has this information, please reply via e-mail and if there is 
>sufficient interest, I will post a summary on the net..

Electromotive (makers of an aftermarket ECU) sells injectors in a wide
variety of flow capacities for about $30 ea last time I checked.
They probably will also probably know what the Z uses.

You could either compute the maxiumum flow or get a free sample of 
my magazine (see my .sig) and use the feature article to construct 
a very inexpensive (<$100) flowbench where you can actually flow test
your injectors.

My guess is those are probably 40 lb/hr injectors based on what I've
used on turbocharged 280Z engines I've built.

John

PS:  You really should be on the Z-car mailing list.  send your email address
to z-car-request@dixie.com

-- 
John De Armond, WD4OQC               |Interested in high performance mobility?  
Performance Engineering Magazine(TM) | Interested in high tech and computers? 
Marietta, Ga                         | Send ur snail-mail address to 
jgd@dixie.com                        | perform@dixie.com for a free sample mag
Need Usenet public Access in Atlanta?  Write Me for info on Dixie.com.
Newsgroups: rec.autos.tech
Subject: 55 Chevy - No reverse
From: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Date: 3 Jan 93 20:12:00 GMT
Reply-To: dave.williams@chaos.lrk.ar.us (Dave Williams) 
Distribution: world
Organization: The Courts of Chaos * 501-985-0059 * Public Access Usenet


-> I can put the transmission INTO reverse, but it just doesn't move
-> (engage?)  It as though it's still in neutral.  The car runs fine in
-> drive (hi and low), and shifts just fine.
-> So,  my question is, what could possibly be wrong with the
-> transmission? Anyone out there with ANY ideas?

 Most likely, your shift rod fell off, or the lever on the side of the
trans fell off.  Put it back on.

 If the rods are still hooked up, you have a broken shift fork.  That
not only requires special tools to get to, but GM doesn't sell them any
more.  You would have to replace the trans.
                  
Newsgroups: rec.autos.tech
From: ajb8886@ritvax.isc.rit.edu
Subject: Re: How to store a car for 6 months
Reply-To: ajb8886@ritvax.isc.rit.edu
Organization: Rochester Institute of Technology
Date: Wed, 6 Jan 1993 19:35:38 GMT

In article <C0ELxH.DFr@ulowell.ulowell.edu>, tclin@cs.ulowell.edu (Ta-Cheng Lin) writes:
>  I want to store my car for 6 months because of leaving this country
>temperarily. Someone told me that I have to disconnect the battery, or
>the battery will be drained. Is there anything that I have to take care
>of? Will the battery be still alive when I connect it back?
>

Definitely disconnect the battery.  I did the same thing (6 months) without 
disconnecting the battery, and ended up having to replace the original battery 
when I got back (the original would no longer charge, as automotive batteries 
are not "deep cycle", meaning they cannot be discharged completely without doing
permanent damage to the battery electrodes).

Other tips:  dont set your parking break, especially if you have rear drums.

And when you come back, there's likely to be a layer of rust on your disc
brakes, which will have a temporary deletorious effect on both your brake pads
and your braking distance till the discs become polished again.

I also ended up losing all the freon in my AC system.  Charging it worked, but
now it's leaking.  Any tips?

Alex


>
>Any recommendation will be appreciated.
>
Newsgroups: rec.autos.tech
From: kenny@osf.org (Kenneth Crudup)
Subject: Re: Auto Theft
Organization: Open Software Foundation
Date: Sun, 10 Jan 1993 16:48:24 GMT

In article <1ionfg$rqo@agate.berkeley.edu>
edelman@math.berkeley.edu (Alan Edelman) writes:

>Today as I was walking back to my parked car, I noticed
>someone was in the car in the driver's seat looking through the
>glove compartment.

>If you are curious, we scared him away...

Ok. "We" implies there was more than one person. "Scared him away" implies
that he didn't GET THE SHIT KICKED OUT OF HIM, which is the correct action
to take in this case, which the "we" in the first part of the sentence would
have made feasible.

What happened?

	-Kenny

-- 
Kenny Crudup, Contractor, OSF DCE QA
OSF, 11 Cambridge Center, Cambridge, MA 02142	+1 617 621 7306
kenny@osf.osf.org			OSF has nothing to do with this post.
	  Religion: The longest-running gag ever played on Mankind.
Newsgroups: rec.autos.tech
From: bowmanj@csn.org (Jerry Bowman)
Subject: Re: Carter Quadrajet?
Organization: University of Colorado Boulder, OCS
Distribution: usa
Date: Tue, 12 Jan 1993 17:40:21 GMT

In article <ALC.93Jan11144515@gdstech.GRUMMAN.COM> alc@gdstech.GRUMMAN.COM (Al Chang) writes:
>In article <1993Jan10.170740.5731@nosc.mil> koziarz@halibut.nosc.mil (Walter A. Koziarz) writes:
>
>   In article <1993Jan09.033725.5851@eng.umd.edu> floyd@eng.umd.edu (Greg Butler) writes:
>
>   >Is that a typo?  Everyone knows Quadrajets are (were) made by
>   >Rochester, right?  That's what I thought until I picked one up
>   >the other day that had written on the side:
>
>   >     "MFD BY
>   >      CARTER
>   >      CARBURETOR
>
>   yep, I've seen 'em, I know someone that's got on on a '72 Pontiac Bonneville
>   with 455cid... yep, you *are* gonna have fun convincing parts-store counter-hlp
>   that you're not halucinating... but don't give up, the correct parts are
>   available, you just gotta look for 'em.
>
>
>Are you sure its not a thermalquad(sp?)?? I think Carter made the
>thermalquad in the 60's and 70's. I think my Chryslers with 440's and
>383's had them.
>
      You couldn't possibly mistake a THERMOQUAD for a Quadrojet. The
    Thermoquad has a black ( plastic/, bakalite?, composite?) body. Not
    even similar to a Quadrajet.>
>Al
>
>
>-- 
>******************************************************************************
>Al Chang (516)346-6757,  FAX: (516)575-0965, email: alc@calvin.grumman.com
>Grumman Data Systems, 111 Stewart Avenue, MS D12/25, Bethpage, New York 11714
>******************************************************************************
From: psanders@ll.mit.edu (Pete Sanders)
Newsgroups: rec.autos.tech
Subject: 87 Escort problem
Date: 6 Jan 93 13:29:19 GMT
Organization: MIT Lincoln Laboratory
Originator: psanders@ll.mit.edu (Pete Sanders)



>	I have a question for escort owners out there. My Mom's Escort (1987,
>fuel injected) has developed a rough idle within a matter of days. It now has
>lost power and hesitates. I think it may be a sensor of some sort that has
>failed. Maybe the oxygen sensor. If anyone has experienced the same problem,
>and has found the cause, please E-mail me.
>
>
>	Thanks
>
>	Pete
>
>	psanders@ll.mit.edu


	I found the problem (with the help of a freinds diagnostic computer).
The problem was the idle speed dashpot or solonoid. It allows the computer to
adjust the engines idle speed acording to its temperature and other conditions.
The test computer picked it up right away. It was a $80.00 part and it was easy
to install.

	Thanks for all the responses.

	Pete
From: scot+@pitt.edu (Scot Catlin)
Newsgroups: rec.autos.tech
Subject: Advice needed on changing carb...
Keywords: carb, manifold.
Date: 11 Jan 93 01:31:16 GMT
Organization: University of Pittsburgh


	I have a 1976 Chevy Malibu that currently has a 2bbl carb on it 
that is in very sad condition.  I'm going to take this opportunity to change  
it and put a Quadra-jet on it.  I have the manifold and carb ready to put on
it, and am going to do so next weekend.  Anyone have any advice that might
make this undertaking a little easier for me?  I've already figured that I'm
going to need a new air cleaner and box.

	Any problems that you can tip me off to in advance will be 
apprectiated.  You can e-mail me at one of the addresses below or the one in
the 'Sender: ' line.  Thanks in advance.


|===================|============================================|
|    Scot Catlin    | The usual disclaimers apply here.		 |
|   scot+@pitt.edu  |		EMACS =				 |
|scot@pittvms.bitnet|  <E>scape <M>eta <A>lt <C>ontrol <S>hift   |
|===================|============================================|


-- 

|===================|============================================|
|    Scot Catlin    | The usual disclaimers apply here.		 |
|   scot+@pitt.edu  |		EMACS =				 |
Newsgroups: rec.autos.tech
From: sherod@news.Colorado.EDU (Scott Herod)
Subject: Re: Madness due to carb backfire (2)
Organization: University of Colorado, Boulder
Distribution: cu
Date: Tue, 5 Jan 1993 18:27:00 GMT

In article <1993Jan5.170107.3663@mdd.comm.mot.com>, zintel@mdd.comm.mot.com (Mike Zintel) writes:
|> Thanks folks for all the ideas. Last weekend I rebuilt the Holly 2100 with
|> the intention of raising the float level to make things richer. The float 
|> setting was 1/8" low so I adjusted it to spec. I drove the Scout about 100
|> miles and it only popped on two occasions. Both times were after idling for
|> a few minutes.
|> 
|> -- 
|> 
|> Mike Zintel		zintel@mdd.comm.mot.com
|> Motorola Mobile Data
|> Bothell, WA

I've got a 73 CJ 5 that seems to have the same symptoms.  I have been assuming
it was a timing problem or old distributor.  I wonder...

Scott
Newsgroups: rec.autos.tech