280Z28

You do have hydraulic lifters right? It sounds like you did things right. Tightening them more won't solve the problem. Also, some valvetrain noise is always going to be present with a more aggressive cam profile. Could be a stuck lifter. Someone else would be better than me at answering that though.

LS1 Darton M.I.D. Sleeved Block 4.125" bore 4" stroke Low compression

Who said these were small block heads? :hmm: Edit: just messin' They're GM L92 heads.

For the pair including shipping materials I remember when I got the heads I have now (iron)... Lugging them out to the garage 1 at a time ughhh http://www.fedex.com/Tracking?tracknumbers=614570510000274

Go with 15.0. The system ignores (open-loop) that voltage at WOT so you could be 12.5 there, correct?

Electronic throttle, climate control, audio system with voice commands (not video since the screen is in front of the driver, and after all I'm an Acoustics grad student on a PhD track, I have to put it to some use :haha: On a more engine-specific level, I going to get it running with a simple setup like I'm familiar with. Then I'm working on sequential fuel injection and cylinder-by-cylinder ignition control. I'm having several acoustic sensors placed in locations around the block and in the oil galley, and using feedback from them to drive the individual spark control. For street conditions, I'm focusing on AI for learning where the car "wants" to optimize three things: driveability (reduce jitter from my hot cam, and offer better control on the low-end of the throttle even with a large throttle body since the electronic one doesn't have to be driven linearly), gas mileage, and emissions output. Gas mileage works over long-term to correct for environmental effects (elevation, humidity), minimizing the pulse width for given vehicle speeds and throttle positions. Emissions output consists of wideband O2 in each bank, plus possibly thread thermocouples on each exhaust port. The goal is offering lean burn idle and cruise while assuring in-cylinder temperatures stay within ranges known to not increase NOx creation. Offering lots of power is something current systems are quite good at, so mine will model after the same concepts. They are relatively easy to tune compared to idle, part-throttle, and cruise, and the system can be hand tuned in the power band. The things mine does offer is cylinder-by-cylinder knock monitoring and EGT, plus wideband feedback on each bank. I'm looking at 4-5 years out for the final showing since I know this won't be easy. With the current advancements in conservative power usage with monstrous processing power in small packages, this technology is only going to get easier. I'll probably use more complicated sections of my system for my master's thesis and/or dissertation. Target audience is the performance enthusiasts who insist on driving "race-bred" cars on the street. Oh, as a direct answer to your question, I plan to have bank injection and electronic HEI ignition running in the Z by the beginning of July. After that I target the TA since it already has the wiring in place for sequential injection and coil-per-plug spark control.

I've calculated the "theoretical timing resolution" for events (fuel injectors on/off, ignition timing) at less than 1/150 of a degree when the engine is running at 10,000 rpm. Now I just have to see how close I can get it due to propagation delays in the system after the signal leaves the ECU.

Hahahahaha the bedroom part was a joke lol

It's an I/O card that I can hook up to a car similar to how the megasquirt does, but it's MUCH faster, MUCH more accurate, and backed by a new computer. Right now, the software runnig it is simple and doesn't do anything megasquirt doesn't do. However, it's written in C# and powered by a dual-core P4, so it has a bit of room for expansion. I have individual coil packs here (one per cylinder), so first up is hooking those up. Focus now is on individual ignition control and sequential, individually controlled injectors.

So the NI USB devices have too much latency in a real-time system like an engine, so I had to get one of their better, intenal units. I went with the NI PCIe-6259, and for what I'm paying it had BETTER take care of my needs with the car and in the bedroom. :o http://sine.ni.com/nips/cds/view/p/lang/en/nid/201814 NI was nice enough to give me a full refund on the USB devices I had (~500) so it was essentially a hardware upgrade. Pretty cool.

Well, I have working gauges now. They're ugly, but they work smoothly. I've tested it with the throttle body (which has been living on my desk for a while now) and it's dead on. I'll work on making things prettier (and 3D) once everything is running smoothly. I also ordered a Fluke 88V/A kit today.

Does anyone know the pulse width of the GM HEI reference pulse? Edit: I guess dwell would be the correct term.

Wait... pin R on the GM HEI is a square pulse that goes low at 10* BTDC on each cylinder?! Can I directly connect that to a TTL input and poll it to know the engine location?

The Schmitt triggers are cheap too. I like that! The outputs of my NI devices are OC outputs. I have one of each of these: http://sine.ni.com/nips/cds/view/p/lang/en/nid/14605 http://sine.ni.com/nips/cds/view/p/lang/en/nid/14604 http://sine.ni.com/nips/cds/view/p/lang/en/nid/201737

My car won't see over 7k rpm, but I want the trigger system reliable to 10k rpm. The 60-2 tooth trigger wheel gives a tooth rate of 10KHz. The slew rate you gave me indicates a nyquist frequency of 50KHz... not a problem. Random question: what's the difference between a high side driver and a low side driver? I need a TTL output compatible driver for my fuel pump & fan relays. I'm actually hearing stuff about solid state drivers replacing the mechanical relays for reliability and load feedback to test for error states (broken load connection, useful warning for a fan for example).

I've worked with opamps some in the past. I've got my BS in EE, and I've been accepted into the PhD program which I'm starting in the Fall. However, all of my tech areas have been and are in DSP, communications, networking, control systems, and software... so this hardware stuff is hurting my progress on my computer like you wouldn't believe. If I can get a signal to these National Instruments devices that I know won't break them, I could have a running car on my own software in a day or two, and then I could focus on the new SOFTWARE features I've been researching like crazy. I would LOVE some help with the hardware interface design. It's what I desperately need before I can move this hardware to my car and start driving it again.

What's a recommended circuit for the following: I need accurate triggering of a counter input to get the engine speed. It needs to support the ignition reference from the GM HEI, and needs to support one of these (triggering once per tooth after de-bouncing): http://www.emi.cc/triggerkits/220-72707.html

Oh I wasn't being defensive, I'm just trying to figure out how people make use of auto-dwell control ICs in electronic ignitions. My setup is nothing like the MS, except for the fact that I made it myself. The controller program is written in C# and the interfaces are all USB2. Somewhat pricey overall, but my goals are different and have you ever seen a gauge panel done in OpenGL?

Not sure what GM module you're talking about, but let's talk about the auto dwell control. It seems like it could cause some major problems in a fully electronic ignition setup. Say I want the spark at 12* advance. I calculate 5ms of dwell means I pull the coil transistor low at 21* advance, then cut it off at 12* to create the spark. This would be manual dwell control but I'm sure of where the cutoff/spark occurs. If I have an auto-dwell circuit in there, where do I trigger the coil charge to assure accurate spark location? Also, I have a coil-per-cylinder. $12 x 8 adds up! The ST Micro circuits would run me less than half of that, and take less space!

My controller hardware uses open collector TTL digital outputs that I'm trying to hook up to the various parts of my car that need controlling. Up first: connecting a digital output to an ignition coil. Two options: 1) Integrated circuit like the ones on this page 2) Discreet such as the SCR controller shown on this page Up next: stepper motor (IAC) Should I just use an L293D IC (double H on chip)

Mine is definitely to big :Ohnoes:

I went with an antique plate, so I don't get to customize it but on the other hand I don't have a yearly inspection or registration, no front plate, and no window stickers to display.