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We ship world wide.
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External EFI Controllers
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Modern EFI engines can often be adjusted even without actually remapping the PCM. There are a
wide range of devices designed to modify PCM inputs and outputs to adjust actual performance.
Some of these modify electrical signals and others mechanically change operating conditions.
When used properly, these devices can be useful and cost effective tools, but it is important to
understand exactly what they are doing and what their limits are.
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Electronic Ignition Boxes
Ignition amplifiers are probably the most common aftermarket addition to engine electronics. These
boxes amplify the primary 12-v signal to the ignition coil to upwards of 50,000 v. The result is higher
spark energy and the ability to bridge either a wider spark gap or a gap through a denser charge.
These are used to successfully overcome ignition blowout and misfires at WOT in most cases.
Although electrical in design, their function is largely mechanical since the major impact is upon
actual combustion initiation.
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The MSD Digital 7 acts not
only as an ignition amplifier,
but also allows a degree of
programmable ignition
advance adjustment. (Nate
Tovey)
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More modern versions of these ignition boxes have added functions to shift ignition timing. The
ignition box knows engine speed simply by counting input pulses. Any changes made to delivered
ignition timing are unknown to the PCM. This means that the PCM may be commanding 30 degrees
of advance even if the ignition box is retarding delivered timing to 25 degrees. This should be kept
in mind when datalogging directly from the PCM, as actual advance needs to be calculated. A MAP
sensor can be added to adjust according to manifold pressure in supercharged applications,
allowing for spark retard relative to boost. This boost timing retard is usually adjusted in degrees of
spark retard per pound of boost. This allows for full timing at partial load and retardation even when
exceeding the maximum load calculated by the PCM. While spark advance may be optimized under
boost, fueling needs to be increased by some method as well.
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The MSD BTM works in conjunction
with a typical ignition amplifier. These
units have a built-in two bar MAP
sensor and can be adjusted for a
certain number of degrees of retard for
each pound of boost present. The port
for the sensor can be seen in the
middle here. (Nate Tovey)
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Much like the boost timing retard, other boxes allow the activation of an external trigger (such as a
nitrous oxide circuit) to retard timing as well. These circuits allow for the engine to be tuned for ideal
operation in naturally aspirated trim while still ensuring proper retardation during nitrous oxide
injection.
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VAFC / MAF Adjusters
Other devices adjust actual OEM sensor inputs to the PCM. The APEXi VAFC is one such item that
intercepts and modifies the MAP sensor signal before relaying it to the PCM. By shifting actual MAP
input, calculated engine load changes and the PCM makes what it considers normal adjustments.
Increasing this signal causes a net increase in fuel delivery and slight drop in timing to
accommodate the larger theoretical load. There are also several versions that do almost the same
thing with MAF sensor signals. Since the PCM does not know that these devices are active, any
adjustment to them should typically be made before mapping airflow in a full calibration to the PCM.
The MAF Translator and Diablosport MAFia converter act as voltage reduction boxes to extend the
range of a given MAF sensor. Since the factory MAF reaches its 5 v maximum relatively early on
GT Mustangs, the MAFia allows the sensor to feed it a higher voltage signal that is then scaled
down before relaying this voltage to the PCM. This global MAF voltage reduction requires a shift in
the MAF transfer function values as well as matching reductions to injector size and engine
displacement to keep fueling and load calculations correct. The Diablosport ChipMaster Revolution
software has a handy tool built in to speed these changes when using the MAFia. If employed
correctly, a 3% change to the MAF transfer function in the editor should still result in a 3% change
in delivered lambda as measured with a wideband O2 sensor on the vehicle.
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More advanced MAF adjusters allow the user to completely eliminate the MAF sensor, replacing it
with a generated signal. This signal is created based on inputs from engine RPM, air temperature,
MAP, and stored tables for VE. This arrangement effectively converts the engine to speed density
with the calculated air mass being delivered to the stock MAF routine in the stock PCM. This serves
as a helpful method of exceeding a maximum measurement range of an undersized or restrictive
OEM MAF sensor. However, one must remember that it is simply generating a simulated MAF value
and all of the PCM’s original strategies are still in effect. This means that scaling the simulated MAF
signal down (to accommodate larger injectors) still leads to errors in calculated engine load. This
can have the detrimental effect of inadvertently increasing spark advance due to a lower calculated
load even when more fuel is actually being injected to match the increased airflow. Proper use of
these devices on engines that are modified (especially with forced induction) almost certainly still
requires changes to the PCM’s calibration to perform optimally.
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This APEXi ECU completely replaced the
factory module on this Toyota MR2. It even
retains the use of a MAF sensor, making the
calibration for the engine swap in this
vehicle much easier.
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The DiabloSport MAFia acts as a scaling
device on the factory MAF sensor. The
meter itself is capable of outputs in excess
of the PCM’s 5 volt maximum. This device
scales the signal down to a level that the
factory PCM can still recognize. Use of this
type of device requires careful recalibration
of the PCM.
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Conclusion
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If you’ve made it this far, you should have a good understanding of the inner workings of most
engines. Calibration is merely an exercise in giving the engine what it wants at any given time. The
entire tuning process helps the PCM predict engine needs based on the inputs it sees. When done
correctly, the driver is unaware that the engine’s needs are changing, as the output is smooth and
responsive to his or her commands. The more precise the calibrator is, the less the driver notices.
OEM engineers spend several years sweating the details on their calibrations before releasing a
new vehicle or engine to the public, but the procedure is the same for any successful endeavor.
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A logical approach to calibration can
often save hours of dyno time and
aggravation on the street. When done
correctly, the results of a good tune
are both good drivability and excellent
power. (Nate Tovey)
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Previous
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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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