efie manual

8/3/2019 EFIE Manual

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E . F . I . E . M A N U A LE l e c t r o n l e F u e l I n j e c t i o n E n h a n c e r

F u e l s a v e n w i l l n o W w o r k o , n ~ u e r i n j e c t e d v e h i c l e s

How- To build an EFIE(pronounced Ee-Fy)device using partsavailable from anyelectronic supplier.

G e o r g e W is e m a n


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EAGLE-R.ESEARCH MISSIONI

i Eagle-Research is a non-prom organizat ion that. develops and distributes pract ical energysolutions,We define practical as simple, inexpensive,environmentally-considerate, easy to build, lowmaintenance and, applicable to small scale energy

, needs ..We gather information from diverse sources,perform comprehensive experiments usingr. igorous standards, then publish how-to books to

, share the results with other researchers and thegeneral public.We believe that writing books insureslhat thesetechnologies wil l be secured public knowledge,. and that our patent-free philosophy promotesincreasingly better energy solutions.

I Eagle-Research does not accept governmentgrants. The money from the sale of our books anddevises is used to finance on-going research.EAGLE-:R,ESEARCiH ADVOCATESPATENT-FREE TECHNOLOGY"I differ from most other inventors in several ways.For one thing, I actually make my living andfinance continued research from inventing,Secondly, I make my innovations avai lable directilyto the generall public. Third,1 do not patent mywork and everything; you see or read of my work ismade public knowledge, so no one else can patentit either.Or rather, someone could aHempt to get a patentand might even get one (the patent oflice is veryinefficient that way). However, it that patent owner, tried to prevent my (or your) use of the informationby use otthe courts, the case would be thrownout. I can prove my information has beendistributed worldwide and described in publicdisclosure documents. Patent law states thatinformation generally avai lable to the public is'public domain' and is not patentable".F~INANC;INGOUR RESEARCHAs more work and research gets done, we will

I write further books in each of our lines of research.: By wr:iting a series of books in this manner, we canI keep you updated on the latest information onenergy saving research. SeUing books is how wemake money to continue our research. Therefore,

I you will not do yourself or your friends a favour jfyou copy this book to distribute to your friends. Indoing so, you deprive us of funds to advance theresearch that will help us all.

DISCLA,IM.ERThis book is sold for research and/or experimentalpurposes only. Therefore the results, which will varyaccording to the user's knowledge and expertise,should be considered striclly experimental.George Wiseman, his associates and/or distr ibutors,assume no responsibility for damage or injury due tothe reader's use or misuse of information orinstructions presented herein.Although care is taken to present accurateinformation: "If we knew what would happen, itwouldn't bean experiment." Therefore, the authorwil l not retroact ively inform or reimburse buyers if(when) there are corrections or updates to this book ..Contact Eagle-Research for the latest developments.If the conditions outl ined in the proceedingparagraphs are not acceptable, the buyer wil l returnthe book immediately to the seller, for a full refund .WORK IN PROGRESSEagle-Research is a research and developmentorganizat,ion dedicated to finding the best possibleenergy solutions.Because the nature of research and development isan evolving process, we are continually improving onthe technologies we are working with.Though we're proud of our commitment to constantand never-ending improvement, we do recognizethere is an unfortunate side-effect: Our 'best' todaywill pale in comparison to our 'best' tomorrow.At any given date, the Eagle-Research discoveries,which are distributed in the form of web inform ation;books; videos or devices, are at varying stages ofdevelopment. Therefore, by the time our mostup-to-date 'best' can be compiled, organized,produced & distr ibuted, we've already improved uponthe intormation. We're working as fast as we can.STAGES OF DEVELOPMiENTOFEAGLE-RESEARCH PROJECTSt. Concept - I think I have an idea!2. Research Assistant: compiled research todevelop a working theory3. Theory: explore research to develop proof ofconcept experiments4. Proof of Concept: hands-on; try methods to

make design of prototype possible5..Initial Prototype Design: to begin experimentalprototype

6. Practical spinoff: useful technology developedthat is not the main line of research

7..Experimental Prototype: working experiments;proof of techno.logy

8. How-To manual: comprehensive instructions9. Kit = assemb'ly of parts10..Device: including operation manual

PRINTED IN CANADA


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E lectronic Fuel.ln jectio n EnhancerManua lVersion July, Copyright George Wiseman, 1996. All rights reserved.

Eagle-Research: CANADA Box 641, Creston, BC, VOB 1GO, Canada.Eagle-Research: USA/INTERNATIONAL: Box 118, Porthill, ID, 83853, USA.This book is sold for information use only. The buyer assumes completepersonal responsibility for use or misuse of the infonnation contained in thisbook.Although care is taken to present accurate information, and the authorappreciates comments from readers; the author will not retroactively informor reimburse buyers if there are corrections or updates to this book.As more work and research gets done, we will write further books on thesubject of practical fuel saving. By writing a series of books in this manner,we can keep you updated on the latest information on this energy savingresearch. Also, selling books is how we make money to continue ourresearch. That is why you will not do yourself or your friends a favor if youcopy this book to distribute to your friends. In doing so, you deprive us offunds to advance the research that will help us all.If the conditions outlined in the proceeding five paragraphs are notacceptable, the buyer will return the book immediately (without reading it)to the seller, for a full refund.

Table of ContentsChapter

1.2.3.4.5.6.7.8.9.10.

Introduction . . . . . . . . . . . . .. .Operating the EFIE while driving .Operation Characteristics of the EFIE circuit. .Testing the EFIE with vehicle testers .Installing the EFIE .Building the EFIE .EFIE circuit adjustment considerations .Getting Components. . . . . . . . .. . . . .., .Oxygen Sensor characteristics. .. . .. .. . . . .Electronic Diverter. . .. . . . . . . . . ... . . . .

P2P3P4P6P7P8P12P13P14P16


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2

Chapter 1: IntroductionThe "Electronic Fuel Injection Enhancer" (EFIE) is not a fuel saver, but theEFI E is Iikely the greatest invention for fuel savers in recent history,because it allows fuel savers to work on Fuel Injected engines ..The Electronic Fuel Injection Enhancer is a "spin-off" of the HyCO technology,just as the Carburetor Enhancer was. We discovered that when we increasedthe efficiency of combustion, using various combustion enhancement devices,the carbon mon-oxide decreased to near nothing, which was good. And theoxygen percentage in the engine exhaust increased, (due to burning less fueland the oxygen not being tied up as carbon mon-oxide or oxides of nitrogen)which was also gOOd.BUT, due to the fact that EFI engines use an oxygen sensor to "infer" the fuelratio of the engine, the increased oxygen content in the exhaust was "read" bythe computer to be a lean mixture in the engine. The computer would thenadd extra fuel to bring the pollution back to "normal". NOTGOOD!This problem led to' the immediate research and eventual development of asimple electronic circuit that can be built completely with parts from RadioShack stores, located near you. We call this circuit the "Electronic FuelInjection Enhancer" or- EFIE for short; - (pronounced Ee-Fy). The EFIE allowsyou to apply an "offset" to the voltage coming from the oxygen sensor, soyour vehicle's computer is completely un-aware that the oxygen content ofthe exhaust has increased.Finally, a device that allows fuel savers to be applied to Electronic FuelInjected engines. If you apply any combustion enhancement device, you'llneed this circuit.I designed the EFIE to work with my water injection and HyCO 2A systemsbut it's use is much greater than that. This EFIE manual will be a great boonto Eagle Research customers who wish to take advantage of ANY fuel savers(not just mine) and wish to apply the fuel saver to Fuel Injected engines.For Example; I have tested the EFIE over 11,000 miles with the "Magnetizer"on a fuel injected Saab. Before the EFIE was installed, the Saab lost mileagewhen the "Magnetizer" was installed (this is a typical response of a fuelinjection's electronic feedback when a combustion enhancement device isadded, due to the oxygen sensor problem previously mentioned). After theEFIE was installed (with the Magnetizer also installed), the Saab's netmileage was increased to 15% over it's original mileage.


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3The 1978 Saab (as above) with Bosch mechanical fuel injection and Lambdaoxygen sensor feedback, was combined with the "Magnetizer" fuel saversystem (which conditions fuel and radiator fluid) and the EFIE. Testing by aSAAB mechanic showed that the EFIE did not affect. the Saab's fuelcomputer's performance. In other words, the computer took the modifiedoxygen sensor input without any problems and modified the fuel injectoroutput as it should.Remember that I DO NOT recommend applying the EFIE by itself, it mustalways be applied with a combustion enhancement device or method.The EFIE's function is to correct the oxygen sensor's output to match thecorresponding increase in efficiency (increase in exhaust oxygen) caused bythe combustion improvement, so the computer won't fight the "fuel saver" byadding extra fuel. Thus the EFIE allows fuel savers to be applied to fuelinjected engines effectively.Use of the EFIE without combustion enhancement could result in an overlylean mixture, increasing .pollution. and .decreasing. the ..life .ot the .enqine ..

Chapter 2: Operating the EEtE while drivingThe EFIE is designed to be fully' automatic, once adjusted no furtheradjustment is needed', .unless: something 'changes ... Changes include but are notlimited to. engine tune-up, adding-or subtracting combustion enhancementdevices, etc.The ONLY thing turned on when the EFIE is 0ff is the red light, which simplyindicates the switch position at a glance. If neither the green or red light ison, then the ignition power to the EFIE has been disconnected or there is amalfunction in the EFIE unit.Switching the EFIE on (green light), connects the ignition power to the EFIEcircuit and runs the oxygen sensor output through the EFIE for voltageenhancement.Note: use EFIE only after some sort of combustion enhancement device ormethod has been added to the vehicle.For adjustment of R6 (voltage offset), start with R6 in the rich position,which is the lowest voltage offset. Warm up the engine and drive. Slowlyadjust R6 to get your best economy with the least pollution. Adjustmentsare best done as driving but for safeties sake, use a friend to actually do theadjustments or pull over to make each change.


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4Fine tuning adjustment of RS should be carried out over days of vehicleservice, because many vehicle computers equipped with 02 sensors "learn" as-they go. So you have to allow the computer' to get used to your adjustment _.'before you will know what the actual effect has been.I can't tell you what the best voltage offset will be in your application, it istrial and error on your part. But I'll give you some ball-park figures to workwith: With effective combustion enhancement devices, you should be able tooffset at least 300 millivolts and you'll likely be somewhere between 450and 500 millivolts. If your "check engine" light comes on, then you've appliedtoo much voltage offset and the computer can't adjust the fuel injectoroutput any more.

Chapter 3; Operating characteristics of the EFIE circuit.With this simple circuit, you actually add a bit of voltage to the output of theoxygen sensor, so the fuel computer. thinks the mixture is richer than" itreally is. So you can compensate for increased exhaust oxygen caused byincreased combustion efficiency.We add a bit of voltage to .the output of the oxygen sensor by adding a"floating voltage offset" in series with the oxygen sensor. The "floatingvoltage offset" IS the EFIE: Adding the EFIEJs like adding'.a little battery inseries with the oxygen sensor; but a "battery" that is powered by the vehicle(so it will never go dead) and is controllable to a few millivolts (so it willnever "fade" and is adjustable). .Due to the large capacitance installed in the EFIE (C3), it takes five to tenminutes for the EFIE to stabilize at any new setting; this occurs every timethe EFIE is turned on or adjusted. Then you would have to drive somedistance before knowing what the results are, or you could make theadjustments while hooked to an exhaust analyzer.The EFIE capacitor C3 quickly drains while the EFIE is turned off and willrequire a few minutes to come back to full voltage when the EFIE is turnedback on. This "soft start" feature has been shown to be beneficial, as itallows the vehicles computer to adjust slowly to the increasing voltagesignal.The EFIE has a twenty turn adjustment potentiometer (RS) which will not. cause the voltage to go to zero because of the series resistance of R5(example = 50K) and will only go to about 500 millivolts when on fullresistance (I use clockwise adjustment toward Lean, which is


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5increasing C3 voltage).I use simple, inexpensive, circuit board mounted potentiometers for A6.These require a small screwdriver for adjustment but that is an advantage,once set you won't have people spinning the knob. Going past the twentyturns on this potentiometer will simply cause the adjustment to slip,causing no damage of which I am aware.Voltage of C3 is the voltage offset. A fixed amount of energy is added to C3by the EFIE circuit. So it is simple to control the actual voltage of C3 by"draining" the current through R6.If you drain the current from C3 faster than the current is brought in fromthe EFIE, then the voltage of C3 will drop. In actuality, as the voltage of C3drops, the current from the EFIE increases (because the energy output isfixed), so decreasing resistance of R6 will cause C3 to stabilize at a lowervoltage; whatever voltage it is that the current from the EFIE and the drainthrough R6 equal each other.R6 controls how fast the current drains. Using a twenty turn pot. as A6allows for fine tuning of the EFIE output by accurately controlling how fastthe C3 will drain.Note: Refer to information on oxygen sensorsIater in this book. You will seethat the computer is adjusted 'by the 'factory to assume that a certain readoutof the oxygen sensor (.5 volt or 500 millivolts) means the engine has acorrect air-fuel mixture. And the factory setting is correct, as long as the\ engine is totally OEM. But, when you add a 'fuel saver that changescombustion characteristics, then you must adjust the oxygen sensor outputSignal. Remember, the oxygen sensor does not tell the computer the air-fuelratio, the computer "infers" the air-fuel ratio based on it's set internalparameters and the oxygen sensor reading.Note: An additional benefit of the EFIE circuit design is that the adjustmentbecomes more sensitive as the EFIE output voltage rises. This allowssensitive adjustment where it is needed as you will see if you refer to theoxygen sensor output chart. When you offset the voltage over 400 millivolts,a little voltage offset makes a large difference in the engine's "inferred" air-fuel ratio.All EFIE adjustments should be made while the engine is running (or benchtesting with a DC power supply greater than 13.5 volts and less than 14.5volts) because the vehicle's ignition voltage is higher when the engine isrunning (because the alternator voltage is greater than the battery voltage)and the EFIE is somewhat voltage sensitive (due to the voltage drop across


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6the voltage regulator).Note: Remember that use of a volt-meter between the oxygen sensor input(green wire # 2) and the output to the computer (white wire #3) will cause avariance in the actual output (output will rise slightly) when the volt-meteris removed, because the volt-meter is actually a "load", taking a bit of powerto operate.R (rich) and L (lean) indications on the EFIE box are handy for adjustment ofR6. The indications should show the direction to adjust R6 so that the EFIEvoltage lowers (richer mixture) and rises (leaner mixture) respectively. Iuse clockwise toward lean.A lower EFIE voltage on C3 causes the vehicle's computer to richen towardnormal and a higher EFIE voltage on C3 will cause the vehicle's computer tolean, (cut back on fuel going to the engine). Remember, the computer is notreally leaning the air/vapor mixture if you are using combustion enhancementdevices, you are simply putting in less fuel to get the same amount of fuelvapors. Fuel vapors are -what "actua"y _powers, _your~,.vehicle.",. See ..my': "High,Mileage Book" for complete details.If you monitor the 02 .sensor. voltage:and .your.Oa voltage. you' will, note that .the computer will try to-keep: the total~"voltage:,:at 500 millivolts. (When thevehicle is warm and not idling). If you get too" high of exhaust temperature oryour vehicles performance drops,' richen the mixture by reducing C3 voltage. - ,Note: I'd use a volt-meter across wires #2 and #3 to get an idea of whatvoltage offset I was applying.- Volt-meter from'--wire '#2 to-pround (wire '#1)-will show actual 02 sensor output. And volt-meter from wire #3 to ground(wire #1) wi" show the combined voltages of the 02 sensor and the EFIE.Switching the EFIE off (red light), instantly disconnects the ignition powerfrom the EFIE circuit and instantly connects the oxygen sensor outputdirectly to the vehicle's fuel control computer (there is no delay time, thecomputer is instantly getting direct true oxygen sensor input). I have addedthis feature in case you want to switch the EFIE off due to problems ortesting vehicle response on vehicle computer tester and pollution machines.

Chapter 4: Testing the EFIE with vehicle testers; for on-boardcomputer performance and exhaust analyzers .. I recommend vehicle computer testing to assure yourself of the EFIE'sfunction. Besides, I would appreciate the your comments on the EFIE'sperformance in your application. There is some cost involved to make such


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7tests, so I will mention that the tests are not necessary, but it helps us toget as much data on various fuel injection applications as we can. The datahelps us develop better devices in the future and protect our research againstharassment by the Powers- That-Be.When testing on the machines, first test with the EFIE on and then shut it offfor the second test, this prevents the "soft start" feature from allowingquick test results.The predicted test result is an increase in the oxygen content of the exhaustwhen the EFIE is operating (in conjunction with a combustion enhancementdevice. This should be accompanied by a decrease in Hydrocarbons, CarbonMonoxide and Oxides of Nitrogen and a slight increase in Carbon Dioxide. Allthis indicates more efficient combustion. These results could be hard to seeif you have functioning catalytic converters, because they will shade theactual engine emissions. If the HydroCarbon, Carbon Monoxide and Oxides ofNitrogen INCREASE, then your EFIE is adjusted too lean; you are over-correcting for the combustion enhancement of your fuel saver.

Chapter 5: Installing the EflE

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The EFIE is .~'spliced" into the wire leading'.._from the oxygen sensor to the vehlcles.i.:computer. This allows the EFIE to modify thevoltage signal coming from the oxygen sensor,before the signal reaches the computer. :.I color code my wires, #1 = Black, #2 = green,#3 = white, #4 = red.Wire #1 (black) from the EFIE goes to vehicleground (negative). Make sure to ground theEFIE to the vehicle very well.Wires #2 and #3 are routed to the oxygensensor output wire, down near the oxygensensor itself. Usually there is a plugconnector in the wire near the oxygen sensor.Just disconnect the connector (or cut theoxygen sensor wire) and plug in the wires of the EFIE (wires #2 and #3).Assure yourself of a water-tight connection. Keep wires away from theexhaust pipe's heat.

Q. o'0:EQ. o>oI-


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8Note: some oxygen sensors have more than one wire. Extra wires could beexhaust ground or oxygen sensor heating wires. Your vehicle dealershipwould be able to tell you which wire is the correct one. In any case, you canalways tell the oxygen sensor output wire because it will have no electricalconnection (continu ity) to the vehicles ground (negat ive), power (positive) orthe exhaust pipe. In other words, testing with an ohm-meter will showinfinite resistance when connected between the oxygen sensor output and themetal body of the oxygen sensor.Connect Wire #2 (green) from the EFIE to the wire leading from the oxygensensor.Connect Wire #3 (white) from the EFIE to the wire leading to the vehicle'scomputer.Use an ignition switched power source for the positive input to the EFIE(Wire #4, red), so that the EFIE will shut off when you shut off the key;usually the fuse box has spare terminals for this sort of thing (or you can tap, into any power wire that shuts, oft whenthe .key .shuts.ott.. such ..as the "radio "power).I recommend the EFIE box be.Jnstalled.under :theidash in. an .assessable ..place..so you can flip the ,.swj,tch~~~and~iinedune{ ..tne-.adiustments as you drive. Dashmounting (or under dash)', allows' the .EFIE;'electronics to be warm and dry. Ifmount ing the EFIE under the hood;' .maxe-sure-toweatner-proot -ltwell.: . .:I usually attach the EFIE to a surface with Velcro (available from Radio

. Shack 'or: a clothing .accessory-storer-attach .....elcro with''',:contact~'cement~or ..-;..,_glue). Alternatively you could attach the EFIE to your vehicle with wire ties.I recommend that the EFIE leads (wires) be connected to the car with plugconnectors of some sort (available from Radio Shack, automotive supply, orelectronics store), so that the EFIE can easily be removed for repair orreinstallation in another vehicle.I recommend soldering the connectors to the wires (not just crimp); you donot want loose or corroded connections.

Chapter 6: Building the EEIES1 (Switch 1, SPOT), Green and Red LED diodes and R7 (500 ohm resistor) areoptional. S1 allows you to shut off the EFIE, if you wish, without losing youradjustment setting of R6. The LED's give a feeling of satisfaction andcontrol to the operation of the EFIE.


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9The problems involved in building an 02 sensor corrector (EFIE) are trickyones. You need to be able to add voltage in such a way that you can adjust theadded voltage by millivolts, yet you have to work within the capabilities ofthe vehicle electrical system and the characteristics of 02 sensors. Further,the device must not be able to harm any vehicle, computer.

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I decided to use a "floating"capacitor to add voltage inseries with the 02 sensor.If the EFIE is shut off, byswitching off 81, then thevehicles system operatesnormally. As you increasethe resistance of AS, thevoltage across C3 rises (bymillivolts) and the C3voltage is added to thevoltage .of the 02 sensor, ..asread by the computer.This is a true "voltageoffset" and will remainexact regardless of theoxygen sensor voltage, forexample EFIE offset at 200millivolts will cause anoxygen sensor readout :of .500 millivolts to read 700millivolts to the computerand an oxygen sensorreadout of 100 millivolts to read 300 millivolts to the computer.

R5

There are "fixed" and "variable" design components in the EFIE circuit. The"fixed" components do not change while the circuit is being tuned to aparticular transformer. The "variable" components are T1, C1, A2, A4, A5 andAS; these components will vary depending on your transformer (T1).Assembly tip: It is my sincerest recommendation that you purchase an"experimenters board" to pre-assemble and test your circuit before you "hardwire" (solder) the components onto a circuit board. I assure you that it isnearly impossible that your individual circuit will work correctly withoutsome "tuning", there are too many tiny variables in your circuit components.The $10 for an experimenters board will save you hours of hassle and messthat de-soldering and re-soldering would cause. With an experimenters board


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10you can tune a circuit easily and with no mess, then hard solder it to acircuit board.Assembly note: After you've tuned your circuit on the experimenters board,take extra special care how you assemble it onto your circuit board, becauseall the components have to fit in your circuit box.Assembly note: I use glue from a "hot glue" gun to fasten my circuit intoit's box. This allows for a great amount of lee-way during assembly andassures the electronics will be secure.Assembly note: I always tie a knot in the output wires on the inside of thecircuit box, to prevent any pulls on the wires from puliing the wires freefrom the circuit board.The bridge rectifier (SR) is 1 amp at 200 volts.I recommend to use at least a ten turn (200 K ohm) potentiometer for R6,because the circuit is very sensitive, a fraction .of a turn,"will adjust C3 -. 'voltage several millivolts.Connect the leads to RB..in such.a _way.so-that.when ..the pot.iIs.turned all.the 'way to the left (counte'rctockwise)";:::,the"pot:.:is":,D_::ohms between the center pinand the pin that you connect.to R5.,-.'When.:J::'give;;,directions for circuitadjustment I will assume you've. ..connected-ttthls .way.-thls-ts- the vrlchest" ="'setting of the EFIE.

'" The 7812 voltage regulator; ,-in 'a'-TO-220"AS -case,'" is -tnctuded to-keep- thee"':-voltage to the 555 chip steady. Vehicle operating voltage usually fluctuatesa bit. If the voltage fluctuates to the 555, the voltage on C3 will change. Wewant C3 to have a steady voltage, holding to within 5 millivolts of the set-point.The 8 pin 555 timer chip is set up as a high frequency astable multivibratorwith a 50% duty cycle. The high frequency allows very stable voltage controlto C3, by applying the voltage in very quick pulses to the primary coil of T1.Assembly note: Electronic chips pins are numbered down the left side andup the right, looking at the chip's top surface. Pin one is determined by itsrelationship to the notch in the top end of the chip and/or to a small dot justover pin 1. DO NOT install the chip backwards and pay careful attention tothe chip pin-out when working on the reverse side of a circuit board.Assembly note: I always recommend using a chip socket when soldering acircuit together. This assures that the chip doesn't get overheated and makes


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11for quick replacement of faulty chips.T1 allows C3 to float, in relation to the vehicle's ground reference, becauseof the isolation effect of transformers.T1 allows C3 to act as an adjustable voltage "battery" in series with the 02sensor. A "battery" that we can keep charged to exactly the voltage werequire. By adjusting R6, we adjust the discharge rate of C3, thus actuallyadjusting the voltage because the input electricity to C3 is fixed. Thevoltage is usually controlled to plus or minus two millivolt (.002 volt).Be sure to apply 01 (1 amp, 200 volt diode) across the T1 primary as shown,or the coil inductive kickback will reach better than' 100 volts and possiblyburn out the electronics. This diode routes the coil's inductive kickback backinto the coil.Assembly tip: A diode will have a ring painted around it's negative side.Since we are hooking the diode up as a "wheeling" diode, to prevent inductivespikes from the primary. of .thetranstorrner.: we.hookthe :.negative~,of,the_._diode to the positive of the-transformer (side towards R4).As I know you won't be able:toget.exactly;the.;same.components,:1 have, -.because no components:::ar:e'exactl.y,;-Jhe~.;.same:,'.'::orou may wish to apply thiscircuit to other appHcattons:;.:~here-are.:a::.few:tmore notes.In particular; tuning your transformer is likely to give you the, most trouble.You will be unlikely to get the exact same transformer that I used in myexample. Thus I will explain' three -transformer 'options.In all three transformer options, the actual circuit remains identical. Totune the transformer you will vary only C4, R2, R4, R5, and R6. Thus you canassume that all the other components are as previously described and arewired as per the circuit diagram (Figure 1).First, I'll recommend a circuit built with a manufactured transformer thatshould be available from the address that I give you. Second, I'll tell youhow to build your own transformer. Th ir d, I'll tell you how to tune most anytransformer to work in this circuit; even with standardized transformers youmay need to fine tune the circuit.Fir st option involves buying a transformer from Rhombus Industries Inc.,15801 Chemical Lane, Huntington Beach, California, 92649, USA. Phone (714)898-0960 and ask them for a local distributor. The transformer I used was aT50110. This is a circuit board mounted, general purpose, low cost 1:1transformer. I tuned this transformer with C1=8.7 nF (nF = nanofarad); R2 =


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1215 K; R4 = 7.9 K ohm; R5 = 100 K ohm; R6 = 200 K ohm. 20 turn potentiometer.Second; you can wind your own one to one transformer by simply windingtwo 30 gauge (varnish coated magnet wire. bought new or salvaged from asolenoid coil) wires together onto a plastic sewing bobbin. Be sure to burnand scrape the insulation off the wire ends before trying to solder the wires.I stretched out two 30 foot lengths on the floor and then wound themtogether on a plastic sewing bobbin. This coil came to 3.6 Ohm and .46 mHfor both primary and secondary. My R4 = 107 K ohms and R5 = 382 K ohms.Third: My example T1 is a very small one to one transformer (from a salvagecatalog) with 40 ohms resistance and .31 Henrys inductive reactance on theprimary and 34.7 ohms resistance and .33 Henrys inductive reactance on thesecondary. Your coil can be nearly anything, simply adjust the circuitresistances to get the result you desire. more on that later.My C1 is .61nf (nano-farad) and my C2 is 8.8nf. C1 and C2 can be a bit largerand still, be all right. - My C3, is .047uL,(micro-farad).:,-.and-'it.can..be.a .bit..larger,-_too, if exact capacitance can't 'be found.R3 and R5 are 1K ohm. ,R2 is 1.5Kohm.'-'xRt.is 500.,K.ohm.,:. R4 is 118 K ohm. ,.'

Chapter 7:'"EI-E',;'circu-it-'adjustment' considerations.Assembly note: A good "high impedance" multi-meter that can read AC, andDC volts, AC and DC amps, Ohms. and capacitance is an extreme help inbuilding and adjusting-- this circuit: .. -" -' -. .' -I discovered that it matters which secondary wires you use to run to yourbridge rectifier. On your test board, change the secondary leads around to getthe highest voltage across C3.For EFIE circuit design and adjustment; turn R6 all the way clockwise for fullresistance (or disconnect R6 at first to tune the 555 for the highest voltageacross C3). Apply ignition voltage (to wire 4) and be sure the circuit isgrounded (to wire 1).Sizing C1 upward (more capacitance) decreases the output frequency of the555. Increasing the resistance of R1 decreases the frequency of the 555.Frequency control is very important to tune T1. You may need a higher orlower frequency to tune your 555 to your transformer. You will know whenyour 555 is best tuned to your transformer by monitoring secondary output ofthe T1 with a volt-meter. The highest voltage indicates the best tuned. Becareful trying to get too high a frequency out of your 555; I've discovered


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13that some 555's don't like to go to above 500 Khz.R4 both controls the amperage output of the 555 and how much that amperageaffects T1. By having a voltage drop across R4, there is less voltage to applyto T1 and the inductive reactance is less. R4 limits the current from the 555to a value that allows the 555 to activate T1 without any other electroniccomponents. If your T1 is different than mine, you will need to adjust R4 toget optimum performance. Try to keep the value of R4 high, to minimizecurrent flow, to keep the 555 chip cool. If your T1 has a high resistanceand/or inductive reactance, you may not need as high a value for R4.Adjust R4 (by experimenting with various sized resistors or by installing avariable resistor) till you get the highest readout (millivolts) across thewires 2 and 3. If the millivolts is too low, less than 350 millivolts, thensize R4 to less resistance. If the millivolts is too high, more than 500millivolts, then size R4 for more resistance. Once you've adjusted R4 foradequate voltage across C3, your internal circuit board adjustments arefinished. Use a fixed resistor for R4 in the finished EFIE.Note: In no case should you require more than - 500 millivolts output of the :EFIE. This is the limit of the oxygen sensor's input 'to the fuel computer; thefuel computer can't adjust .anymore.. '. ..

Chapter' 8: Getting' ccmponenta..

- . 4 ., "All of the parts in the EFIE are available in most any Radio Shack. You canalsopet. the .circuit "boards/boX'.:.wire7~cann:ectors;;:-chip;:sockets;solderi:' ::-w~re-;:,~:",t '-etc. To acquire the parts, simply take the schematic (Figure 1) into RadioShack or a local electronics supply store and ask them for the components.Radio Shack offers "package packs" of assorted transformers, capacitors andresistors. I recommend you pick these up, rather than trying to get specificvalues; then you can experiment till you get your circuit working.Here are some Radio Shack numbers, to get you in the right areas.Induction Pak, 273-1601Resistor Pak, 271-312Capacitor Pak, 272-801LED Pak, 276-1622Switch 1, DPDT, 275-663A or 275-636A4 pin connector, 274-8002Wire for EFIE leads, 278-1304Wire for circuit assembly, 276-173Circuit board, 276-150


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14Capacitor, for C3, 470 mfd @ 35V, #272-10301 amp diode, 276-1103Bridge Rectifier, 276-1161 or 276-1152Box for circuit, 270-230"Magnet wire," for making your own transformer, 278-1345Experimenters Board, 276-175Soldering iron, 64-2801 or 64-2871 or 64-2055. Stand, 64-2078Multimeter, 22-174 or 22-168Books:"Getting Started in Electronics," 276-5003A"Using Your Multimeter," 62-2039"555 IC Timer Circuits," 276-5010A"Formulas, Tables and Basic Circuits," 276-5016AThe only component not readily available at Radio Shack is the 200K twenty-turn circuit board mounted trimmer potentiometer. These are available fromnearly any electronics supply for between $1.50 and $4.50. Radio Shack doessell twenty-turn board mounted trimmers but only to about 15K. You .couldset up a series of trimmers to ..doths .iob, jf: you':"had .to ... . - 1 . . ..

Chapter 9: .Oxygen Sensor ..characteristics w .: . . . . .First we'll talk about oxygervs'ensors~;:,~~Theygenerate a voltage signal due tothe difference, of oxygen. 'on" the inside .and 'the eoutside .ot.the ..exhaust .plpe.s-. ,Don't ask me exactly how, because I don't know. I know it has something; todo with the platinum coating and how it is affected by fuel, air and heat. Inave seen oxygen -sensors go -up -to-j. 9VDG;.:and~as: low.:as,-;2VDG.~:~.:Theyc,are;::'~~"t. ;calibrated so that .5VDC is supposed to be the 14.7:1 air fuel ratio.But when we start burning the fuel more efficiently in the engine, we havefound the oxygen content in the exhaust to rise 2% on the average (forexample, I measured rises from about 14% to 16%). This is the oxygen thatdidn't form carbon monoxide and oxides of nitrogen. (the carbon dioxide goesup a bit and the hydrocarbons drop off by at least half). Anyway, the ordinaryelectronic feedback fuel injection computer can't imagine that a higheroxygen content is possible with complete combustion so it figures the fuelmixture is lean and signals the injectors to rich en the mixture to bring theoxygen content back down. This is one of the reasons why fuel injection.systems weren't getting the gains they should have with the HYCO 2A.NOTE: It is easy to determine your air/fuel ratio while traveling down the.road by the use of an oxygen sensor and a (high impedance) voltmeter. Putthe positive lead of the voltmeter to the oxygen sensor and ground thenegative .. Read the millivolts and refer to the chart above.


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Water' injection will helpprevent carbon buildup. But16.1 water injection will fool anoxygen sensor into thinking

that the fuel ratio is leanerthan it actually is because there is a lot of extra oxygen in the exhaust.Again, you need to instalL.an.~,EF15,10~:,correct:.jor:,,:the.extra.ioxyqen. when you.add water injection.

900800

> 700EOJ' 600c>~ 500'0:> 400

300200100

15O xyg en Se nsor O u~pu ~ V olt.ag e C ur ve Oxygen sensors are veryaccurate in a very limitedrange, as you can see. Theymust also be heated to at least600 degrees F to read

accurately. Temperaturesunder 700 degrees F willquickly cause the sensor tocarbon up,f - - R i c h Lean ~

0.00 -t----- ...........----r---------.13.1 14.1 15.1

Air /fu el R a~io

Exhaust temperaturesvatrldle .:tench10;,;'be:;:lowerdhan~600,.degrees.A~:,.so :oxygen:sensor readoutS1~can~ry.be~;:-:trtlsted,::~:'~~Youay have to shut down your fuelcombustion ennancementedevice.catzidle-z-or buy a heated (three wire) oxygensensor. I have had extremelyqood -resultswlth heated -oxyqen -sensors> . ": 1100 Low NOx Lo w co Note: If you install a heated 02

Low HC sensor, just hook it up to yourbattery, through' a . relay- switch' .that is controlled (turned on) byyour ignition key, same as thered wire on your EFIE. RadioShack sells a good relay for thispurpose, #275-226.The 14.7 to 1 air/fuel ratio thatis considered "ideal" is really apollution compromise. It is notthe most efficient burnratio, it just hovers on flooding

16.1 to prevent the mixture fromheating up. Heat is veryimportant here, because it is heat that creates the Oxides of Nitrogen (NOx).Oxides of Nitrogen are created anytime you heat air (which is a mixture ofoxygen and nitrogen) over 2100 degrees F. So if you control the heat, youreduce the oxides of nitrogen. 14.7 to 1 is the best pollution compromise

80

I : : R 60="C o0::OJ'0: E 40L L J

20

13.1

Lean ~

14.1 15.1A ir /fu e 1 R . a~ io


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16using liquid fuel technology. We can do much better with vapor technologyand water injection.The chart shows the typical reasoning for the 14.7:1 air fuel ratio. We canburn much leaner mixtures with reduced NOx production for two reasons.One, when burning vapor the burn time is much shorter, thus limiting thetime that NOx has to form. Two, you can reduce the flame temperature byreducing the amount of fuel, if the combustion has barely enough fuel to burn,it will be cool. Another way to reduce temperature is to add water injection.Conventional technology shows that fuel will easily burn in air/fuel ratios aslean as 26 to 1. My research shows that 200 to 1 is possible.

Chapter 10: Electronic DiverterIf further fuel cutback is required, because your combustion enhancementdevice is capable of more gains than the vehicles computer can adjust for;then apply the "Electronic Diverter" (because you'Il have to control the fuelinjectors directly).For our HyCO 2A cold vapor injection system, we needed .to REALLY-cut backon the fuel from the injectors, particularly at idle. To do that welve come upwith the Electronic Diverter. We- calt.It the __Lectronic .Diverter.because it. .can divert the corrrputer'svslqna!s through a resistor in series with theinjector, so the computer .st!l! thinks it's sending it's signals to the _injectors but we control how much of those signals .actually affect theinjector. We have now tested the prototype for three years. Our. results havebeen very good, absolutely no problems. It is interesting to see the gains

.~possible with full control .ot thetnjectors.reven-wtthout .the- HyCO system, -. rbecause the ED usually controls the fuel mixture more accurately than thevehicle's original computer.

efie manual

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