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DFI and ECMDiscuss all aspects of DFI (Digital Fuel Injection), ECMs (Electronic Control Module), scanners, and diagnostic equipment. Fine tune your Third Gen computer system for top performance.
DYNO2003 Shows it will do everything I wanted it to do torque and HP Wise.
There are only two things left to decide on:
What ECM to run and if I want headers.
A friend will run his copy or Pipewise to get the numbers on the headers.
SO I am here to learn all I can about ECMs.
I have a number of 87 Camaro TPI ECMs with MAF sensors.
There seems to be some question if they do two batch squirts (like the TBI) or just all at once.
That is question number one.
Second is about: What is a good sequential ECM? And how to make the "Opti-Spark Control", which has an optical sensor which counts light pulses through a perforated disc in the distributor, Work??
I have read debates about sequential squirting VS batch squirts and how the fuel sitting on a hot intake valve might improve fuel vaporizing with batch squirting.
Especially at low RPMS which my engine will be running around 1500RPMs at speed.
So tell me…which ECM and system do you find best.
I am hoping to hear from people that have really run both for MPG.
Thanks for your replay @Tuned PerformanceDynamic efi ebl with bin switcher"
I really considered this, BUT a few things, One price, as I fully expect to only need to do a little tuning
and once that is done will not need any farther tuning feel I do not need it after that.
A lot of their features are already a part of most ECM/PCM, and readout are also available by other systems.
Also I really feel I will get a finer ECM/tune from running MAF, and a ECM with both are even better.
Also I want a sequential fueling ECM.
Plus one that can operate a E transmission.
Lastly but going with a stock ECM with CHIPs I can get a couple of spare ECMs and Chips for on the road repairs if needed.
The Dynamic efi system lacks much of these features I want in my ECM.
Sounds like you may want 0411 ls1 pcm with 4L60e control. Oem, reliable, easily available, sequential, good closed loop feedback with dual o2’s. Can run maf or speed density. Efi connection has cam sync distributor, crank reluctor ring, and if late
odel block you can use the cheap plastic timing cover
or go expensive and run their timing cover with built in cam sync on cam gear.
build a harness starting with a factory fbody 99-02 harness.
need hp tuners though, initial investment there makes it less attractive. Aftermarket however is more expensive. Holley efi is great but probably not needed for you.
I have built a way out there engine....So far mainly on my own.
As it IS my last and only real serious engine build and done as no one I could find has ever done one this way and there was/is none I could find like it I felt I had to try it myself.
ALL the things I could read and all the advice from all of the people I thought knew their stuff led to this.
In this case this build started as a 350 in 2004, and is at last being finished. But I did a number of upgrades.
So here are the current details:
Vehicle: 1993 G20 van -heavy box. Built for road trips, and some towing:
Goals: Loads of low-end towing torque and the best possible MPG. There's a LOT of focus on fuel economy, as you'll see.
Engine:
1990 SBC OE Roller Block - 30 over bore 4.030
Not decked (check by machine shop to be straight) but supposed to be .010" piston-to-deck clearance
Machined 400 crank with 5.565" 400 rods
Older KB hyper D-dish pistons (M9890-30) -I couldn't find this piston but they look identical to the KB102-030, so I'm guessing -18cc dish. Set Bought 2/12/2004
As far as I know stock type rings…SEA 251K -.030 Ring Set (Premium) bought 2/12/2004
Total Seal second ring.
Top ring wide gap as per advice of KB piston tech support.
The piston top, combustion chamber, and intake and exhaust valve have all been Ceramic thermal barrier coated.
Piston skirts Teflon coated.
64cc (I think actually 65.3cc) Swirl port heads #14102193 1.94" / 1.5" valves; with good PC valve guide seals to keep oil out of the chamber.
1.5 ratio roller-tipped rockers Lift by 1.5 = .413/.428
Head Gasket: A felpro gasket that came in a rebuild kit with a 0.045" compressed thickness
Cam timing at .050 Intake open .7BTDC close 33ABDC 45 BBDC Exhaust open 45 BBDC and Closes at -12 ATDC this is by the spec sheet. Below these is a hand written note: -18 1/2 Degree overlap @.050. Cam lobe lift is listed as .275 intake and .285 Exhaust. Lobe center line: Intake 110 and exhaust 118.
Then there is another set of numbers lobe Diameter intake 1.542 over 1.267 and Exhaust1.529/1.244.
It comes up with: STATIC Compression Ratio: 9.31:1 and DYNAMIC Compression Ratio: 8.33:1
Running Rhoads V-Max roller lifters at 10% reduction so at low rpms she will be:
185.4/191.7 Lift 371.7/385.2 lobe sep. 114 = torque peak should be right around 1800.
Intake: Will be running an 87 Corvette TPI intake and have a few different TPI MAF PCMs; the plan is to enable Lean Burn mode at highway cruise. (16.5 AF target at cruise)
Injectors: Toyota Tundra trucks from 2000-2004 came with 12 hole Denso injectors @ 250cc;
Real Cold Air Intake air box getting air from behind head lights.
Stock cast iron exhaust manifolds. Considering 1.5 Tube headers.
I plan to run lots of EGR by electronically controlled system. Both to handle the lean burn and add in MPG, and even see it engine can be run with more throttle lessing pumping losses.
And perhaps water injection...Veri-ject system or NOS injection system with under the main injectors…injectors.
Rear Gears & Transmission:
343 rear gears
Rebuilt 4L80e out of a motorhome and a US Gear Dual Range overdrive (was Doug Nash) As a second overdrive - I have calculated a 1,600-1,800 RPM highway cruise @ 75 mph with the 4L80 in OD and the US Gear in OD with the 343 rear gears and18”Wheel and tires match factory tire wheel diameter.
Van will be able to run at 1600RPMs and be doing 70/80MPH.
Many tests have shown me factory V6 and V8s can get very good MPG at 1500 to 1800 RPMs, like 27 to 32 just by driving at those RPMs, speeds are 50 to 60MPH in their top gear.
Sounds like you may want 0411 ls1 pcm with 4L60e control. Oem, reliable, easily available, sequential, good closed loop feedback with dual o2’s. Can run maf or speed density. Efi connection has cam sync distributor, crank reluctor ring, and if late
odel block you can use the cheap plastic timing cover
or go expensive and run their timing cover with built in cam sync on cam gear.
build a harness starting with a factory fbody 99-02 harness.
need hp tuners though, initial investment there makes it less attractive. Aftermarket however is more expensive. Holley efi is great but probably not needed for you.
Close, hope to run a little older model 94As in this ECM>>"In 94, OBDI or EEPROM, computers were first used in the Corvette and F Body Cars. This was the 1st year for Sequential port Injection in these cars.
With a automatic Transmissions.
The 94 Plus EEPROM is even larger. The factory ECM/PCM has a Learning capability which allows it to make corrections for minor variations in the fuel system to improve performance and driveability. There are two learning features.
The PCM introduced in the 1994 Corvette, Camaro and Firebirds for the LT1 engine accomplishes the same functions as the earlier models in much the same way, but there are some significant differences. The 94 and up LT1 is a sequential port fuel injection system. The injectors are fired in coordination with the opening of the intake valve. The distributor and electrical spark timing system, now referred to as "Opti-Spark Control", has an optical sensor which counts light pulses through a perforated disc in the distributor. There is NO timing adjustment for the LT1. The Mass Air flow sensor is back in 94 and is one of the primary sensors for fuel control. The MAP sensor is a backup for the mass air flow sensor. All other sensors are the same except that the TPS is no longer adjustable. The only adjustment is idle control, and this too is factory set. "<<
Rich
Found some numbers: Camaro 16188051
OK UPDATE: " The distributor and electrical spark timing system, now referred to as "Opti-Spark Control", has an optical sensor which counts light pulses through a perforated disc in the distributor."
I searched and learned that these are the hated on the cam "Distributor" I thought he was talking about a disk and optical system under a normal distributor...So unless there is a way to rig such a system, this idea of running a 8051 ECM is dead in the water.
To be honest, I don't know that you're going to get much tangible/noticeable benefit off sequential injection.
I'm running a cam with 10° more duration @.050 in my 383 and it idles pretty much glass smooth with 16" inHg vacuum in gear at 650 rpm... and that's also with a short runner Miniram intake with the log style plenum which is notorious for uneven fuel distribution with batch fire injection.
Your cam will probably be up near 19-20 inHg (maybe even more with the variable lifters), and pretty much every other manifold out there will probably be better than the Miniram at idle.
Then when you get away from idle speeds, the benefits of sequential are probably even less.
Close, hope to run a little older model 94As in this ECM>>"In 94, OBDI or EEPROM, computers were first used in the Corvette and F Body Cars. This was the 1st year for Sequential port Injection in these cars.
With a automatic Transmissions.
The 94 Plus EEPROM is even larger. The factory ECM/PCM has a Learning capability which allows it to make corrections for minor variations in the fuel system to improve performance and driveability. There are two learning features.
The PCM introduced in the 1994 Corvette, Camaro and Firebirds for the LT1 engine accomplishes the same functions as the earlier models in much the same way, but there are some significant differences. The 94 and up LT1 is a sequential port fuel injection system. The injectors are fired in coordination with the opening of the intake valve. The distributor and electrical spark timing system, now referred to as "Opti-Spark Control", has an optical sensor which counts light pulses through a perforated disc in the distributor. There is NO timing adjustment for the LT1. The Mass Air flow sensor is back in 94 and is one of the primary sensors for fuel control. The MAP sensor is a backup for the mass air flow sensor. All other sensors are the same except that the TPS is no longer adjustable. The only adjustment is idle control, and this too is factory set. "<<
Rich
Found some numbers: Camaro 16188051
OK UPDATE: " The distributor and electrical spark timing system, now referred to as "Opti-Spark Control", has an optical sensor which counts light pulses through a perforated disc in the distributor."
I searched and learned that these are the hated on the cam "Distributor" I thought he was talking about a disk and optical system under a normal distributor...So unless there is a way to rig such a system, this idea of running a 8051 ECM is dead in the water.
no lol dont go lt1. If you wanted lt1 and optispark should have built an lt1. Late model 0411 is much better
