“Plug-N-Play” Fuel Injection Systems
10/22/2000WhiteRacing
If you own or are building a Fuel Injected High Performance Engine for your 454 SS Truck....
Read the following carefully!!!!
After hundreds of telephone calls we have decided to explain the differences between Aftermarket Computer Systems verses stock ECM's and PROM upgrades.
Many car owners of late model cars have made changes to their engines by installing a bigger cam, headers, supercharger, turbocharger, stroker kit, porting the heads or intake, or hundreds of other improvements. Unfortunately you are one of the many who have found that the engine changes and modifications did not yield the HP results that you expected.
Next you purchase a "chip" that is guaranteed to improve the HP output of the engine. You installed the "chip" but couldn't really tell much difference. You buy another from a different manufacture but it is about the same. Now you have several hundred dollars into "chips" that have not fulfilled your expectations. Many car owners are forced to return the ECM for "reprogramming" numerous times with the late model "flash memory" systems.
If you find yourself here, please read on........
What's Wrong??????
Simple. How can you expect someone to make a "chip" to work for your car when there are literally thousands or maybe millions of combinations for every vehicle? How can one "chip" do all of that? Must be a "Magic chip" huh? Don't get me wrong, many manufacturers have designed "combinations" that work. They give you an explicit list of items to change along with the "chip" and the "package" works OK. But change one thing and it's time to start all over again. With "chips" ranging in price from $75 to $350 each plus the cost of shipping and not to mention the downtime you have while searching or waiting for the new "chip" one can see where a $1000 or so investment into a programmable system is better in the long run.
What is the answer to getting the most HP out of your combination?
The Programmable Computers have much to offer over the factory ECM's with "chip" changes. The key to these systems is that you are in control of changes that you would like to make. If the car doesn't perform properly, simply turn on the laptop and fix it. The software shows you the condition of the sensors on-line and in real time. The changes you make effect the engine immediately. If the change is not what you wanted, you don't have to buy a new "chip" or send anything back, you just type in a new value. All of the changes are direct to the computer and retained in memory, even if you unplug the ECM and store it in the garage. The files can be downloaded to your laptop and stored for backup or off-line modification.
Information for the 454SS Trucks.
We have Systems for the GM Trucks and 454 SS Trucks.
Felpro Bank/Bank System with WBO2 Closed Loop Control $ 2167
DFI or ACCEL 6.0 Batch Fire System with normal O2 Control $ 1217
Both Systems are priced with Software and all require all of the necessary material to install the System in the vehicle including the White Racing & Marine "Plug-n-Play" Interface. This allows the System to be installed in the factory location using the existing wiring harness of the vehicle.
What about 4L80E and 4L60E Transmissions?
Well, Felpro has the answer with the TCI Transmission Controller. This ECM will control either 4L60E or 4L80E transmission. The Controller is around $850 and includes the T-Com Software and Programming Cable. White Racing & Marine can also install this ECM along with the Accel or Felpro Engine Management System with the "Plug-n-Play" Interface. This allows the System to be installed in the factory location using the existing wiring harness of the vehicle.
We feel that several shortcomings exist with these units. Increasing HP and Torque with out changing the operating parameters in the ECM is usually fatal to the transmissions. With the TCI Controller, all features are totally programmable.
Why does the Programmable System work better?
Easy, the stock systems that utilize MAF (mass air flow) devices measure airflow into the engine and proportion fuel to the engine based on a preset air fuel ratio for economy. Unfortunately the MAF sensor was never designed to read the airflows above the cruise and part throttle operation. Now the computer must calculate fuel from a factory table based on RPM and calculated load. The programmable systems allow you to program every engine RPM and Load point. Fuel and Spark are controlled by changing the Fuel and Spark "Maps" based on feedback and performance. Feedback can be in the form of a engine or chassis dyno, wide band oxygen sensor or even a standard O2 sensor. The most important feature is that the unit is Re-Programmable and when you decide to, let say, change cams because you find a better one, you have nothing else to buy. Install the new cam and the computer can be reprogrammed for the additional HP of the new cam at no additional cost other than time.
Some Manifold Choices Available to the Big Block Chevy.
Which System do I need?
Depending on your power requirements, injector size and the intended use of the car the proper system can be chosen easily. All of the systems we offer at White Racing have data logging capability. Depending on the money you are willing to spend, these system offer many options like wide band closed loop control, sequential injector control, individual cylinder control of timing and fuel and many other options. Each system has it's own features and software. Choosing the right system for your needs is as simple as a phone call to White Racing & Marine to further discuss your particular combination.
When does the need arise for a Sequential System?
Sequential systems offer better control of the injector at low and high pulse widths do to several facts. "Bank to Bank" or "Batch Fire" systems fire half or all of the injectors at once and in the case of a "batch fire" system, the injectors are fired every engine revolution. Sequential systems fire each injector just like the spark plug, each injector can be controlled as to the time it fires relative to the spark (phasing), the amount of fuel delivered and any cylinder fuel trim desired. The Sequential system fires once every two engine revolutions on a four cycle engine. When HP outputs require that injectors are chosen with "low impedance" coils and large flow rates, these injectors often operate at very low pulse widths at idle. Sometimes the double fire, batch or bank/bank operation modes will not offer the idle quality desired. Sequential systems offer individual cylinder control often used in racing where air flow to different cylinders is not the same and small corrections are desired to make the air fuel ratio to all cylinders exactly the same to get the ultimate performance possible. The sequential will have also have greater control of the injector at high pulse widths and slightly extend the injectors usable working range.
What about Wide Band Closed Loop Control, why should I buy this option?
All of the systems are capable of utilizing a standard or stock type O2 sensor for normal operation. These sensors were designed to operate at 14.7 A/F ratio with +/- one half A/F ratio either side. This allows best economy for normal driving and everyday use. Even though the sensors have a high side output, no one has ever came up with a output voltage chart that is foolproof as to voltage vs. A/F for closed loop operation. Allowing your ECM to run in closed loop targets the A/F at 14.7 and maintains good street economy. When WOT operation is desired, the ECM runs in open loop based on the programming that you have completed for best HP.
With Wide Band O2 control, these special sensors are designed for operation over a wide band of operation usually from 9:1 to 20:1 A/F ratios. Normally most race and street engines will find the best performance in the 12.5:1 to 11.5:1 A/F ratios. (Turbocharged vehicles usually on the rich side.) Using these wide band sensors in full closed loop control allows the programmer to program the target A/F ratio into the ECM that is desirable for the application. The ECM will then control the injectors to maintain the A/F ratio as close as possible. Nothing can overcome plain bad programming but this feature will assist you to develop a better fuel map to control the engine to it's maximum HP level. The minimum and maximum allowable correction along with the enable RPM values are user programmable. Other features such as gain and PID loop control are user controlled parameters to allow the most efficient and accurate closed loop control possible.
Wide Band Closed Loop control allows you to program a target A/F of perhaps 14.7 A/F for cruising and part throttle operation and then slowly targeted to 12.5 A/F at WOT operation. This give you the best of both worlds for economy and maximum performance.
What about Turbocharged and Supercharged Applications?
Another unique feature of the Programmable Systems is their ability to use 1 BAR, 2 BAR and 3 BAR MAP (Manifold Air Pressure) sensors. A standard 1 BAR sensor will read vacuum to atmospheric pressure and is used for normally aspirated engines. 2 BAR sensors are used to measure up to 15 PSI of boost while 3 BAR sensors will measure up to 30 PSI of boost. The computer is programmed to select which sensor is installed and the fuel and spark map control fuel and spark through the desired boost pressures of operation. As the boost increases, fuel may be added to accommodate the added power and spark can be reduced to eliminate detonation due to high cylinder pressures. No need for an aftermarket timing controller. The programmable system takes care of it all.
What about Nitrous Oxide?
Nitrous is another built in feature of these controllers. Various nitrous controls and features allow you to program the amount of spark retard and fuel enrichment based on the amount of nitrous selected. Single and multi-stage ECM's are available with some systems up to 4 stages of nitrous. The other unique feature is that the option is available as wet or dry meaning that the nitrous solenoid can be installed into the intake and all of the additional fuel can be added through the injectors. Parameters such as delays, retards and enables between stages can easily be programmed into the ECM.
How long does it take to install?
A typical installation should take about 15 minutes. The OEM ECM is removed from the car and the aftermarket ECM and Interface PCB is installed in it's place by simply plugging it in. In some cases a MAP sensor will be installed in the engine compartment where a cable will connect to an existing wire under the hood (preferably soldered) and a plug-in connection to the TPS or other wiring to obtain voltage to power the MAP sensor. A vacuum line will be installed to the MAP sensor to feed it manifold pressure. The wiring under the dash will be supplied with a connector to accommodate the aftermarket software programming cable to your laptop.
What do the Systems Look Like?
You mean I don't have to re-wire my car?
No, that is the whole idea behind "Plug-n-Play". We try to build the interface to use all of the existing wiring that came with the vehicle. We also try to install the new aftermarket system in the same location as stock so that it is out of the way and in most cases, under the dash or trim panel. The programming cable connector may be left outside the dash or panel to allow easy of connection to the laptop. Since options like Wide Band O2 and Nitrous Oxide were never factory installed, additional wiring must be installed for options like these but is supplied in the "kit" if desired.
What if I am not a computer whiz?
All of our systems can be purchased with "Plug-n-Play" preloaded software at no additional charge. We have calibrated a great variety of cars and have a large library of program files. We can assist you over the Internet to make changes to your program using E-Mail or downloadable links. Such files exist on our Links page for customers cars we have worked with in the past and present.
Could I See a DEMO of the C-Com and Calmap Software?
Download CALMAP 6.32 Demo Software
Download C-Com Demo Software
How the "Plug-n-Play" all came about.
Our "Plug-n-Play" Systems were developed after we installed a 434 cid Big Block in a 1986 Corvette with HEMCO for Corvette Fever Magazine. After about 45 "chips" were tried we decided to go with an aftermarket computer. The car owner did not want to destroy the stock appearance of the car nor remove the factory wiring harness. We designed an "interface printed circuit board" to relocate the wiring to the ACCEL computer and installed all of this in the factory location under the dash. We were now in control of all engine functions with amazing results. It was like someone added on 4 more cylinders. Before the ACCEL computer was installed, the car idled poorly, stalled, overheated and had less performance than the stock 350 cid that we removed. After the ACCEL System was installed with 37 lb/hr injectors and programmed, the car ran like a 434 cid Big Block Chevy should.
What do these systems cost?
The Systems start in price at around $950 and up. Additional features like Wide Band O2 and Sequential options increase the cost. All systems are priced as a "kit" to include the necessary items to "Plug-n-Play". Software is additional ranging from $160 - $215 depending on manufacture and options. Software comes with programming cable and instructions. Pricing is available for most applications on our "Complete Systems" page.
Download the DFI EMIC Training Manual at the Accel Web Site
