I've got an accel dfi setup with the fasttrack performance interface. I was wondering (although I'm sure there is some bias here) whether I should go ahead & install it or learn how to burn proms.

I have been trying to sell the dfi, but I can't seem to get rid of it so I am seriously thinking about just going ahead & installing it. The only problem is that I will have to convert to a map sensor & I don't want to lose my maf.

Has anyone on here used/installed one before & can give me some advice on how easy/hard it is to use compared to just cooking proms?

thanks,
Dan

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87 IROC-Z, 5.7, auto, 3.27, leather, !cat, Holley fpr, K&N'S, SLP 1-3/4" Jet-Hot coated headers, SLP .218/.224 .495/.502 cam, Comp 1.5 roller tip rockers, $uperPITAram, Edelbrock lower intake, Holley 52mm tb, Dynomax\Flowmaster catback. Coming Soon(?)- Fasttrack/Accell DFI

1989 Pontiac 20th Anniversary Turbo Trans Am - 161,000 miles, !cat, 9" K&N

 

I say slam it in & say good bye to the MAF. But i have not used it, so.......

my2c
BW

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Bob Wooten
71 Camaro, 91 EFI
r71chevy@earthlink.net
www.r71camaro.homestead.com

 

Here are the reasons I chose to use a GM ECM over an aftermarket efi controller:
1) if you ever have a sensor or even computer failure, the GM system will get you home.
2) The GM systems have adaptive learning which is always fine tuning the system and correcting for problems as they arise such as dirty injectors, clogged fuel filter, etc.
3) The GM system has built in diagnostics to tell you what is wrong when something goes bad.
These features are all important to me and none of the aftermarket systems I looked at would perform them. The GM systems also have other neat features like highway cruise mode where it will adjust your A/F ratio leaner for better gas mileage.
I paid $750 for a complete TPI system with distributor, ecm, harness, etc. This is much less than the aftermarket systems. I chose to spend the money for a scan tool and PROM burning equipment and don't regret it at all

 

Those are all very excelent points. what is the application? are you going to drive this car to/from work or is this a race car? i am in the race mode (tunnel vision, all i see is a set of lights @ the end of the track) & have to keep remembering that most people here are using thier cars for work & play.

BW

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Bob Wooten
71 Camaro, 91 EFI
r71chevy@earthlink.net
www.r71camaro.homestead.com

 

this is going to be a daily driver more or less. it's still got A/C and all the power options.

 

There is a difference between logic, and bias
No one has invested the money that GM has in ecm design. I carry a spare ecm for grins, gets expensive with the after markets.

The aftermarkets are easy to work with because they are so crude. Gets us to weither you want right or just good.

I've seen more lousy running aftermarkets, then modified oem stuff.

Burning chips lets you stop to think about what your doing rather then plowing along. It's easy to miss the whole tune, when you can make so many changes so fast.

Hmm, if you can't sell it maybe there is a clue in there. Maybe folks are begining to figure out the oems are worth playing with. The aftermarkets were a big deal before the oems got figured out.

 

I would definitely rather keep my MAF b/c I think it's a better/more flexible way to run a TPI engine IMO...I just don't have the money to sink into buying the whole prom burning setup right now.

However, I can't drive a superram'd 406 around on a stock 350 chip either so I'm kinda stuck in a catch 22 right now.



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Dan
------
87 IROC-Z, 6.7 $uperram & cam, Eagle 5.7" rods, Dart 200cc Iron Eagle heads, auto w/ BTE 3000stall lockup, 3.27, leather, !cat, Holley fpr, K&N'S, SLP 1-3/4" headers, Edelbrock lower intake, Holley 52mm tb, Dynomax\Flowmaster catback.

1987 Camaro Z28 - 5.2tpi, auto, 3.73s, ram air, airfoil, ported plenum, !cat, !tbcoolant, !smog, !4th gear - FOR SALE

1989 Pontiac 20th Anniversary Turbo Trans Am - 161,000 miles, !cat, 9" K&N - SOLD

 

With a 406, you will be maxing out that MAF sensor very easily at moderate RPMs. The only real solution for large displacement motors is to go SD.

Once you've maxed your MAF to 255 gm/sec, you can no longer properly tune your ECM.

 

What about a MAF translator? I've got a couple of LT1 MAFs lying around. Do you know what the latest word on them is?

I still don't see why we can't just use the same translator the Buick guys are using. Since our MAFs and theirs max at the same rate...or is the signal different somehow?

 

No translator to my knowledge on the 165. You're still stuck with 255 gm/sec. The GNs use a different ECM.

 

Some ill information here,

#1 I dont know about the DFIs or the Speedpro units.But Im running a TEC 2 and If I have a sensor failure my car keeps running.

#2Mine also learns to adapt to enviromental changes,and system iregularties.It automatically calculates it sown VE tables to bring the tune in to a point.And relies on the EGO to keep the A/f in tune,and my system incorperates the lockup feature too for the tranny,to get that extra couple of miles per gallon for cruising

#3This is some thing I definatly dont want to be without.My system incorperates a check engine light too,that gives flashes like the GM ecm,only my codes are different,not like the Gm ecm.But my system ,although you wont be always with a laptop in the car,the engine moniter screen also tells when you have sensor failers.You set the parimeters of the sensors,if they are are out of range it tells you.It also adjusts pulsewidth in relation to a low battery reading.I can also adjust my A/F ratio.I punch it in and it tells me while running,what Ive set at that rpm and KPA reading and what the computer is actually seeing for A/F ratio.I can also ajust in real time my timing( the system runs a crank trigger)pulsewidth,advance,system also incorperates a knock sensor.It tells me how much liters per hour my engine is usung,injector duty cycle.I am by no means comming here to stir trouble,but DFI and Speedpro are not the only players in aftermarket fuel injection.Maybe the reason why my system incorperates all these features is because the company that makes it was hired by GM to develop the Northstar engine managment

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Check out my Hompage,or the beginnings of one.355 dynoed at 400HP at 5800RPM & 410LBFT of TQ,on Motorhttp://www.procharged89z.cz28.com/index.html

[This message has been edited by PROCHARGED89Z (edited July 29, 2001).]

 

Dude, you've already got the DFI, so go ahead and use it.

I ran the stock chip in my 383 with no problems for a while.

You just won't have the power you'd expect from a tuned motor, but it will run and run OK.

 

How good is the GM computer work with a blower? Can you burn a chip that will handle a blower running 15 lbs. of boost?

 

I wish someone would make an aftermarket system for GM like like the EPIC system for Fords. I am no knowledge master on this system, but it caddybacks the factory ECM, Offers 16 channels of built in datalogging, is very tunable, and the software is very straight forward and windows oriented. You can change the point that it takes completely over the factory ECM. This way you still have the factory ECM in service. I have no experience with this system, but it looks cool on the surface.

I agree that nobody has engineered the system better than the factory. If I knew then what I know now I would have instructed my dad to get a factory ECM for his/our 46' chevy project. Would have saved a lot of money. However we are in the same situation, we already have it.

Does the DFI really not have self adjusting AFR/BLM modes, or limp home? -We have not got to that stage of the project, so I have no experience yet with DFI.

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82' Z-28. 327" w/ flat tops. 216/228/112LS. Pocket ported 041 heads 1.94/1.50 SS valves. World Class T-5 from a 91'. Best run? Runs with 2001 vette to 150mph! Soon to be converted over to TPI w/ supercharger.

 

The system to use a 1227165 with a map system and do realtime tuning like a DFI has been available for a while here in Australia , i just cant figure out why you yanks havent heard about it or used it ?
I use it on my daily driver and I can watch the guage screen while someone else drives and if I see a spot that feels lean or needs timing I can do it instantly with a windows like interface.
Fords havent got it all there own way. Actually there is no way we can access out Australian fords at all which makes some of us fit the trusty 1227165 delco to them to get em to work properly.

Stick with the factory ecm it is the only way to go

Tomcat
Downunder

 

The 749 ecm is what you need. Then use the Sy/Ty code. It will handle it. I don't know if 1 bar is the max for stock mask calibration. If you run higher you may have to recalibrate for a 2 bar map. A little loss in resolution but it should work fine as others have done it.

 

1 bar is for NA cars & 2 bar is for blown cars up to 14.7 psig. the Sy/Ty code can handle either

BW