Commercial systems

[Jim Pearl]

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I too have spoken to some of these guys. I currently own one of the =
older DFI systems and I'm pretty sure it's either batch fire or bank =
fire as you described. They DO however have a fully sequential system =
I'm told but I'm sure it's more expensive. From the reading I've done =
the fully sequential systems supposedly don't add much hp but I believe =
that they will add mpg and possibly drivability. Make sure the system =
you decide upon can handle peak hold injectors, I'm pretty sure most of =
the after-market ones do but... I guess my biggest gripe with the DFI is =
that it won't adjust for voltage drops well and that the software leaves =
a bit to be desired. Some of the Electromotive software will actually =
help you program the computer for you and can use a MAF sensor - not so =
the DFI. You're MAP only and on your own to program the maps, even the =
instructions aren't real clear with regards to the idle maps and decel =
maps. Some of the "controls" aren't intuitive to me (sigh). I'm told =
they are no longer doing development on this system or it's software, =
Electromotive on the other hand doesn't ever seem to stand still.

Electromotive. These guys seem to have a really good system although =
I've been told their harnesses aren't terrific. Their software is also =
outrageous unless the prices have dropped recently. IMHO Electromotive =
IS a pretty good source for airdoors and throttlebodies etc.. Street and =
performance might also be a good source for parts but Electromotive =
sells fuel rail in bulk as well as the little bungs to be welded\epoxied =
into a manifold. With the exception of the software pricing and some =
stories of varying price quotes I've heard about them they're pretty =
good (IMHO - they're also local to me.. My biggest reason for not going =
with them was that it would be pretty obvious I didn't have the stock =
computer with their system and PRICE. The DFI likely cost me HALF what =
an Electromotive system would. Short of pirating the software there's no =
way I could've afforded them, pretty sad..

As for fuel pressure, most fuel regulators are vacuum\boost referenced. =
When vacuum hits it drops the pressure making for a better idle and then =
jumps up when you hit 0 inches, depending upon the regulator boost is =
1:1 unless you use some sort of FMU. I myself prefer to stay away from =
Fuel Management Units like Vortech and others use as the one's I've =
tried were far from linear and deadheaded my pump - not good!

Anyway, that's my $.02. Feel free to ask any questions you might have =
and I'll try to help just keep in mind that a friend recently looked at =
my maps and asked me if I had ANY idea what I was doing (grin)...

----------
>From: 	Bill[SMTP:mymove at serv01.net-link.net]
Sent: 	Monday, January 29, 1996 11:22 PM
To: 	diy_efi at coulomb.eng.ohio-state.edu
Subject: 	Commercial systems

Although I am keenly interested in diy_efi, the schedule of my current
project requires that I purchase a commercial system.  I seems that the =
big
players are Haltech, DFI, and Electromotive.  Does anybody have any
experience with any of these organizations?  I've spoken with them over =
the
phone and although all seem to be knowledgable, have imparted more than =
a
little confusion.  I'm told by a competitor of Haltech, for example, =
that
Haltech is a "bank-fired" system.....meaning that after the calculations =
are
complete, all 4 injectors on 1 side of a V-8 are fired simultaneously, =
then
the sequence repeats for the other side, and so on.   Has anyone ever =
heard
of such a system? =20

I'm also wondering about how the effect of manifold vacuum or pressure
affects the rate of fuel delivery, all other factors being equal.  For
example, if a given pulse width results in 10 #/hr of fuel with a given =
fuel
rail pressure, does that mean "on the bench"?  What happens when the =
same
injector is spraying into a 10" or 20" Hg vacuum?  Does that tend to =
suck
extra fuel.  Or what happens when the boost is run up to 20 psig?  =
Clearly,
its the pressure differential that is at issue here.  And nobody seems =
to be
talking about modulating fuel rail pressure in response to manifold
conditions in an attempt to keep the pressure differential constant.  Is
this really an issue, or am I making this more complex than it has to =
be?

Lastly, does anyone know of a commercial system that is soon to be =
retired
in favor of a later model?  Or does anyone have a funtional DIY_EFI for =
sale
at this time?  My parameters are as follows:

      Small block Chevrolet motor (377 cu in) in flat-bottom V-drive =
boat
       (2) AiResearch TO-4 turbos
       Powerglide
       Crank-driven ignition
       Gasoline fuel with methanol enrichment at higher power levels (>5
psig boost)
       6000 RPM maximum

Thanks for any and all information.

                                                                         =
  =20
  William Sarkozy
                                                                         =
  =20
   Kalamazoo, MI




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