MSefi.com read only forum (Jan.15,2018)

The only issue with using a returnless configuration is related to the injector pulse resolution. For a naturally aspirated engine with a manifold pressure range of say 0.2-1 atmosphere, there shouldn't be too much trouble so long as the injectors are not overrated for the engine (otherwise it may ...

The circuit looks right to me. Essentially the idea is to simulate a coil primary voltage without using as much power. Tune the current draw of the circuit with the 10 ohm resistor (bigger for less current) and tune the secondary voltage with the 300-400r resistor (bigger for more volts).

by ...

Actually, after considering the secondary voltages that might be reached I realise it's probably not such a wise move doing it exactly that way, something like 1230 volts or so (perhaps more), the insulation may not hack it.. Along the same lines though an inductor of 3-4 mh (try crossover inductors ...

You could try using a small transformer (perhaps a 9v primary wallwart transformer for example) and an ignition transistor (VB921 or equivalent) and build up a circuit to generate spikes equivalent to a normal ignition primary signal? Also, see if you can trace out the input circuitry to the bosch ...

I guess I can answer my own question now after relocating the info from way back.. I have found this to be fairly close..
It was one I found on the old DIY-EFI site apparently read out of an ECU Cal Rom. I figured a line-of-best-fit onto it (was originally 100 times smaller units, I wanted the ...

I'm playing around with a GM/Hitachi MAF sensor off an aussie VS commodore (buick V6 derived engine, 3.8L). I'm wondering if anybody has access to the calibration details (mass flow vs frequency) for these airflow meters.
This one gives out about 180-190Hz with no flow and maybe 1.8-2kHz at idle ...

With the speaker, it'll sound fine but the speaker will only be seeing 1/4 of the power the amp is putting in (in this case the speaker sees 12.5 of the 50 watts). It's not efficient but it will work fine..
The heat going into the fuel is partly due to resistive heating losses in the windings of the ...

Assuming that the engine is naturally aspirated you could try this approach:

obtain an adjustable power supply of some sort fitted with an ammeter and a voltmeter.
pipe the output from the pressure regulator to a measuring vessel with the fuel pump and regulator set up as it would be on the bike ...

You'd definite be better getting a smaller (and probably lighter) pump. The current drawn by the fuel pump is a product of the pump's design and the pressure it is pumping. With normal MAP referenced regulators the current consumption depends on manifold pressure and will be largest at highest ...

Some early nissan stuff (EG. australian 2.x litre 4 cyl pintara) have fuel rails made of fairly thin steel tubing, all you need do is find an example of this fuel rail and cut the reg off the assembly... might keep you happy..

I don't know the flow rate for this sensor but from all the research I've done I believe that the Karman Vortex sensors have a frequency output linear with air volume flow. in the same housing as the vortex sensor will be a temperature sensor and (on some mitsubishi vehicles) a barometric pressure ...