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Aftermarket EFI Systems
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Standalone systems like the F.A.S.T.,
Accel DFI GENVII, and Big Stuff 3 can
be used with specially modified intakes
like this one. They are a natural fit for
hot rods and restorations where there
is little or no existing wiring harness to
modify to begin with.
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The ever-increasing number of “do-it-yourself” horsepower enthusiasts helped to explode the
market for standalone EFI systems. These self-contained systems are designed to work
independently from any other vehicle systems. This means they work equally well in a classic
restoration project, dedicated racecar, or retrofit to most modern road-going vehicles. Almost all
stand-alone aftermarket systems are speed density to reduce the complexity of the MAF and its
necessary plumbing. These systems can be installed under the same inlet system as a common
four-barrel carburetor or use almost any OEM intake manifold.
Most of these systems allow the calibrator to view data in real time. This means that actual lambda,
spark advance, engine speed, load, etc. can all be viewed while making adjustments to the tables
on the fly. This reduces the down time associated with taking measurements, changing the file, and
reflashing the module before returning to take more measurements. Tuning in real time allows the
calibrator to instantly see whether a change was beneficial or not. For steady state calibration, the
ability to “arrow up/arrow down” quickly makes airflow modeling and finding MBT incredibly easier.
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The complexity of these systems, while intimidating to most beginners, pales in comparison to
modern OEM systems. Their calibration is surprisingly simple. Many programs have a tool to
estimate a starting VE map or come preloaded with one that is relatively close. If the system is
installed and wired properly, one should be able to quickly move on to the business of fine-tuning
the base VE map after confirming proper fuel system setup and injector modeling.
Starting with medium load and engine speeds before attempting to idle helps the calibrator identify
trends in the engine’s VE characteristics that can be extrapolated downward. Taking advantage of
the stable nature of the engine at elevated speeds, the VE map is adjusted until delivered lambda
equals target lambda at every cell in question. As long as cells exist in enough of the right locations
to build an accurate airflow model, fueling should be stable regardless of speed and load. Most
engines require more cells in the low engine speed range, since this is where the most drastic
changes in actual VE occur.
These necessary shifts can save a lot of time chasing an unstable idle fuel mix that is experiencing
misfires from being too far out of range. Likewise, break points necessary to accurately model the
airflow can be chosen to improve accuracy. Modeling VE at idle, slightly above, and below gives the
PCM the ability to maintain a constant lambda as VE changes, resulting in a more stable idle
condition.
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Only after steady state, part load, and idle are sufficiently calibrated should WOT tuning be
performed. Just like with idle, the trends seen in the base VE map should be extrapolated upward
for WOT as well. Again, the VE table is adjusted until actual measured lambda equals the
commanded values in the tables.
After all steady state values of the base VE table have been calibrated, we can move on to
transient fueling. Acceleration enrichment tables can now be adjusted to provide subjectively good
throttle response. Resist the urge to adjust the VE table at this point, since the changes in
measured lambda are a result of the wall wetting phenomena under changing conditions.
After the engine has had a chance to cool to ambient conditions, it should be started again to verify
calibration of the temperature- compensation curves. In a speed density system, these curves have
significant authority on delivered lambda. Many tuners mistakenly recalibrate the base VE table
when encountering poor lambda control the day after tuning. If there is a legitimate temperature or
weather change, and the tuner is confident in the previous day’s work, the only change should be
to the compensation curves. Ideally, the temperature compensation should be checked near the
limits of the predicted temperature range the vehicle will see to ensure proper operation under all
conditions.
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Many of these aftermarket PCMs have an “Auto Tune” feature that corrects fuel delivery based on
feedback from an onboard wideband oxygen sensor. For the hobbyist looking to just get something
running on a car, these help reduce the tuning effort and time. For those looking to perform a
proper calibration, I recommend that these be turned off. There is rarely any substitute for an
accurate wideband and an experienced calibrator making the proper mathematical adjustments. I
always get better results by holding the engine in steady state on a dyno and making the necessary
corrections versus allowing the included strategy to “learn” the proper tune. Remember that the
engine is almost never steady state while driving on the road, so the learning function never really
gets a good look at any particular trim cell for very long. If the steady state calibrations are done
correctly, there will be little work for the closed loop correction later anyway. This leaves less room
for error or drivability problems a week later.
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Accel DFI
The Accel DFI GenVII standalone EFI system is one of the most widely used and flexible aftermarket
engine controllers. Scaling of the base maps is infinitely adjustable with respect to engine speed
and load. Load can be configured as in-Hg, kPa, or TPS (true alpha-N) and can be used with any
standard GM MAP sensor to accommodate up to 30 psi of boost. TPS range adjustment can be
conveniently done from the driver’s seat by simply pressing the pedal in the calibration mode.
All base fuel calibrations are referenced from predicted air mass. Even though the actual mass flow
number is not directly shown to the tuner, it is being calculated based on base VE, MAP, and
modeled air temperature at the port. The result is an OEM-like calibration ability for lambda control.
A properly calibrated GenVII system should drive just like a stock vehicle regardless of weather or
load changes.
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Previous | Next
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This has been a sample page from
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Engine Management: Advanced Tuning
by Greg Banish
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As tools for tuning modern engines have become more powerful
and sophisticated in recent years, the need for in-depth
knowledge of engine management systems and tuning techniques
has grown. Tuning engines can be a mysterious art, as all
engines need a precise balance of fuel, air, and timing in order to
reach their true performance potential.
Engine Management: Advanced Tuning explains how the EFI
system determines engine operation and how the calibrator can
change the controlling parameters to optimize actual engine
performance. This book takes engine-tuning techniques to the
next level. It is a must-have for tuners and calibrators and a
valuable resource for anyone who wants to make horsepower with
a fuel-injected, electronically controlled engine.
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Click below to view sample
pages from each chapter
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Author Greg Banish is a calibration engineer with extensive
aftermarket performance calibration experience. With over a
thousand unique calibrations performed over five years, he has
worked with enthusiasts and OEMs alike to improve the
performance and driving behavior of a wide range of vehicles.
The book contains detailed equations, graphs, and illustrations.
Also included are valuable and practical examples, including real-
world examples based upon the author’s experience that will help
more advanced readers apply this new information to situations
that are commonly seen during calibration.
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1 - Introduction to EFI
2 - Basics of Fuel Injection
3 - Carbureted Engines
4 - EFI System Inputs
5 - Fuel Injectors
6 - EFI System Fuel Control
7 - Ignition Systems with EFI
8 - Data Logging
9 - EFI System Calibration
10 - Idle Calibration
11 - Tuning for More Power
12 - Fine Tuning EFI
13 - Tuning EFI with Blowers
14 - Tuning Ford EFI Systems
15 - Aftermarket EFI Systems
16 - INCA OEM Calibration
17 - External EFI Controllers
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8-1/2 x 11"
Soft bound
128 pages
200 color photos
Item # SA135
Price: $22.95
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Click here to buy now!
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How To Build High-Performance Ignition Systems
The complete guide to understanding automotive ignition systems.
Covers components, systems & subsystems for street & race
applications. This book will help you understand how your car’s ignition
works, and it will help you choose the right components for your car’s
performance needs, whether it’s a 1965 289 or a 2003 Cobra with a
4.6-liter modular motor.
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Price:
$22.95
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How to Tune and Modify Engine Management Systems
Drawing on a wealth of knowledge and experience and a
background of more than 1,000 magazine articles on the
subject, engine control expert Jeff Hartman explains everything
from the basics of engine management to the building of
complicated project cars. This book is updated to address the
incredible developments in automotive fuel injection technology
from the past decade, including the multitude of import cars that
are the subject of so much hot rodding today. Hartmans text is
extremely detailed and logically arranged to help readers better
understand this complex topic.
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Price:
$27.95 |
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Turbo High Performance Turbocharger Systems
This book is the most detailed and up-to-date resource on
turbocharging. You'll learn how turbochargers work, how to
choose the right turbo or turbos for your engine by reading
flow maps, and how to tune your engine to run perfectly with
your turbo system. Uses more than 300 photos and technical
information to help you make more horsepower. It also
discusses the various components of a turbocharger and
explains how to decode turbocharger model numbers,
compressor maps, other specifications and includes a
complete step-by-step turbocharger tear-down and rebuild.
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Price:
$22.95
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Turbochargers
How to select and install the correct turbo for big or small
horsepower gains. Discusses turbocharger design, sizing,
matching, controls, carburetion, exhaust, ignition,
intercooling, marine and high altitude applications. The most
comprehensive book available. Turbo suppliers and kit
maker addresses are included. “Everything you could possibly
need to know about turbochargers for automotive applications
is in this book.
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Price:
$18.95
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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $2.95, or
$7.90 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $11.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$14.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 7 days of purchase.
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