Home

Holley 950 User's Manual

1. Serial Com B Connector rown 4 Green Yellow 3 D gt 2 Black White oo 1 Green Black Fuel Pump Green Black 85 Relay to provide power for E 6 44 87 J Fuel Pump 5 4 02 heater Fuel Pump Relay At een Reg o RS 80 Injectors ModA A2 m F rre 5 86 ModB USED 4 USED 5 i Red White Vswitch switched power ag Vswitch NOT USED Red AB AC Request TxD ag Qunge i HentBue Park Neu Vehicle Speed A10 NOT USED A11 SERIAL GND BlackWhie Red Battery B1 Red FUSE Battery NOT USED B2 ECU GND pa Black Black Ground MAP B4 Red Black Ref PIP B5 YellowBlack SlewFuel B6 Purple ESC knock B7 White AC Request C B IPU Purple reen pe 5 Park Neutral pio Dark Blue PU B11 Oen P ums Cooling Fan Relay Ci Purple Yellow eG lt NOT USED s Purple White PurpierBiue E Purple Black
2. CRANK TRIGGER TYPE POSITIVE NEGATIVE HOLLEY LASERSTRIKE EARLY BLACK WHITE HOLLEY LASERSTRIKE LATE VIOLET GREEN MSD EARLY ORANGE BLACK MSD LATE VIOLET GREEN FIREPOWER GREY OR ORANGE BLACK 5 BLACK WHITE SEE LISTED WIRE CODES FOR YOUR GREEN APPLICATION N VIOLET 0 0 WHITE VIOLET GREEN COMMANDER 950 INSTALL SUITABLE PICKUP WIRE TERMINALS SENSOR HARNESS P N WITH PLASTIC 534 135 MAGNETIC PICK UP CONNECTOR 0 GROUND CASE TO TERMINAL OF BATTERY White POINTS TRIGGER NOTE AWAY FROM ALL OTHERS VIOLET AND GREEN TO AVOID INTERFERENCE NOT USED ca ORANGE AND BLACK Lo ORANGE BEAGK 4 HOLLEY 800 SERIES IGNITION nition RED SWITCHED POWER oo MSD 6 SERIES IGNITION CS SWITCH CRANE HI 6 IGNITION GREEN TO CHASSIS GROUND BROWN CRANE GREEN HEAVY RED HEAVY BLACK L1 L1 o BATTERY o CD COIL HOLLEY P N 820 100 IGNITION SIGNAL FLOW CHART MEE d TE ENTEN BO I a IGNITION COIL am SPARK PLUG SENDS SIGNAL SENDS SIGNAL SENDS SIGNAL EHE ERES
3. Green Black e 80 92 a Brown injectors g 5 86 Red White Red White Vswitch Yellow Orange Red AC Request Orange Light Blue ark Neu Black White Red Red FUSE Black Black Red Black Yellow Black Purple 9A Orange Red White r s ij L Purple Green Dark Blue Green Purple White Purple Black Purple Yellow IAC 4 Purple Blue ze D Purple White A Purple Black Purple Yellow Baan Purple Blue E ECT FF Black WI White b range Brown 2 peec Yellow Red Blaci B Blue tes MAP Green Black White Orange Red Blue A Black B MAT B n Black White range Blue White gt Tan Black iB TPS Black White L A Purple Black White Red E A Purple Dec O2 Sensor Black E B White Red Sum White Brown White Green Yellow Black E B Blue White Co A TanBiack 1 Yellow Coil il C White Blue HL 0 White Brown E A Injectors White Green p D 8 All connectors viewed from end away from the wires Battery Ground Figure 74 Holley 4 BBL TBI P N 271R884A 96
4. DISTRIBUTOR DISTRIBUTOR POSITIVE NEGATIVE HOLLEY RED BLACK r1 SEE LISTED WIRE MSD ORANGE VIOLET CODES FOR YOUR MALLORY COMP ORANGE VIOLET APPLICATION GM HET MODULE REMOVED WHITE GREEN FORD DURASPARK MODULE REMOVED ORANGE VIOLET CHRYSLER ELECTRONIC MODULE REMOVED ORANGE BLACK WHITE NOT USED VIOLET AND GREEN ROUTE THESE WIRES AWAY FROM ALL OTHERS TO AVOID INTERFERENCE 15 ORANGE AND BLACK B tj HOLLEY 800 SERIES IGNITION RED SWITCHED POWER oo MSD 6 SERIES IGNITION IGNITION CRANE 6 IGNITION ORANGE BLACK SWITCH BROWN GREEN TO CHASSIS GROUND CRANE GREEN E HEAVY RED HEAVY BLACK Ll LI BATTERY YELLOW BLACK 5 ps 5 COMMANDER 950 0 L lo CD COIL GROUND CASE TO ENGINE BLOCK HOLLEY PIN 820 100 TACHOMETER Figure 69 91 92 COMMANDER 950 TO AFTERMARKET IGNITION USING MAGNETIC PICK UP CRANK TRIGGER COMMANDER 950 CONTROLLING IGNITION TIMING
5. Serial Com B Connector rown 4 Green Yellow 3 sm D 2 Black White rp 1 Green Black Fuel Pump G Black reen tiac 2 85 Relay to provide power for Bed 4 87 1 Fuel Pump Green Black O2 heater Brown 5 86 Injectors Geen F Ba SS 86 Geen Red White Red White Vswitch Red J range Re Request _ Light Blue Park Neu Black White Red Red FUSE f L Black Black Red Black Yellow Black Purple Poi Daa Orange Red oints Out a Purple Green E Dark Blue Green Purple White Purple Black B Purple Yellow IAC p P Purple Blue Purple White A Purple Black Purple Yellow Brown _ Purple Blue ECT Black White White b Brown Cec Yellow pediBlaci i Blue B MAP SA q Green Black White Orange Red Blue A Black EB Black White Black White Black White Orange Blue White lesa A Tan Black c TPS Black White e Purple Black White D urple Black gt O2 Sensor Black White Red D gt White Green Yellow Black Es B Ignition Blue White aA Tan Black D gt c Yellow Pg 65 gemere elo Um D 8 All connectors viewed from end away from the wires Battery Ground Figure 73 Holley SBC amp BBC MPFI P N 271R875A
6. PR 888 RED WHITE BLUE WHITE LH GROUND BLACK YELLOW BLACK TAN BLACK 0 0 BLACK 16 AWG D COMMANDER 950 lo w E nn DISTRIBUTOR 9 0 4 PIN PIGTAIL CONNECTOR SWITCHED POWER GROUND CASE TO ENGINE BLOCK Cs IGNITION SWITCH o _ 84 INDUCTIVE COIL HOLLEY 820 211 TACHOMETER Figure 61 COMMANDER 950 TO AFTERMARKET IGNITION USING FORD COMPUTER CONTROLLED DISTRIBUTOR TFI MODULE COMMANDER 950 CONTROLLING IGNITION TIMING PIP YELLOW BLACK SPOUT BLUE WHITE START NOT USED POWER RED TACH RED WHITE BLUE WHITE HI GROUND BEADS YELLOW BLACK TAN BLACK 0 0 BLA
7. Serial Com Connector Brown m 4 Green 3 orange 2 Green Black Black White di Fuel Pump Relay to provide power for E 30 I Fuel Pump E15 86 O2 heater a Black Injectors rown 4 87 KEXI4 87 Green Black rd 85 Red White Red White Request Yellow Light Blue Orange Park Neu Black White Red Red FUSE Black Black Red Black Yellow Black Purple Points Out WE s Orange Red One Ou Purple mE D gt c Dark Blue Green Purple White Purple Black Purple Yellow Purple Blue A IAG Purple White B Purple Black Purple Yellow Brown A Purple Blue Black White White lo Brown ERS 0 ie Bed Blapl B ue a Green Black White Orange Red Blue A Black L Black White Black White Orange Black White V Blue White Green Tan Black s Black White ee A Purple Black White Black White Red e Brown White Green low Black E B Blue White Tan Black r Yellow Bed pp White Blue C White Red White Brown p A White Green D 9 O2 Sensor Ignition Coil Injectors All connectors viewed from end away from the wires Battery
8. 18 6 0 SOFTWARE INSTALLATION SOFTWARE OPERATIONAL DESCRIPTION AND COMPUTER m tanceunsadeccueveseeteasvsnctuusecnctesvavessavuaceusasvauausteaueesnsvaucsuastsuctcaneecbosstuustonstucdes 19 6 1 SOFTWARE ANSTAELATION 22 2 ban be 19 6 41 o Windows 95 98 IN e 19 6 1 2 Windows 3 1 RR 19 6 2 BASIC COMPUTER 19 6 3 SOFTWARE OPERATION AND 1 20 6 A3BASE MAPS NS 21 6 5 ADVANCED AND BEGINNING USERS 1 1 1 nnn enia sensns nsn nans 21 7 0 STEP BY STEP INITIAL STARTUP INSTRUCTIONS 21 8 0 STEP BY STEP BASIC TUNINGQ 26 STARTUPS ENGINE WONT E 26 2 9 0 REQUIRED ADDITIONAL
9. Figure 70 COMMANDER 950 TO AFTERMARKET IGNITION USING HALL EFFECT PICK UP CRANK TRIGGER COMMANDER 950 CONTROLLING IGNITION TIMING YELLOW BLACK WHITE BLACK BLACK I 7 COMMANDER 950 RED WHITE 0 POINTS TRIGGER GROUND CASE TO TERMINAL OF BATTERY VIOLET AND GREEN NOTE NOT USED ROUTE THESE WIRES AWAY FROM ALL OTHERS TO AVOID INTERFERENCE pv ORANGE AND BLACK Ir Tegal ORANGE BLACK B CD COIL HOLLEY P N 820 100 GREEN TO CHASSIS GROUND PICKUP SENSOR IGNITION RED SWITCHED POWER SwircH BROWN CRANE GREEN TACHOMETER HEAVY RED SSK BATTERY e HEAVY BLACK IGNITION SIGNAL FLOW CHART CRANK TRIGGER SENDS SIGNAL TO COMMANDER 95 SENDS SIGNAL TO AFTERMARKET IGNITION BOX Figure 71 SENDS SIGNAL TO HOLLEY 800 SERIES IGNITION MSD 6 SERIES IGNITION CRANE HI 6 IGNITION
10. 44 Park Neutral me WO sof sf 95 100 106 109 114 117 120 122 125 128 128 127 124 119 34 92 95 99 102 106 111 113 117 119 121 121 120 118 115 88 82 87 93 98 101 105 108 112 115 117 117 115 114 108 81 70 75 77 82 90 96 100 104 106 107 109 107 107 103 100 75 65 68 73 81 93 95 9 99 98 97 94 21 ee 69 51 55 59 66 75 84 85 se 89 86 65 s4 82 79 63 44 46 50 55 61 70 77 73 soj soj 79 78 75 75 72 MAP 56 40 40 48 53 64 71 72 72 72 70 70 66 0 37 37 37 47 52 59 63 GI en 57 44 35 39 47 50 50 50 51 54 54 55 53 50 50 47 38 32 31 32 35 aj 42 43 42 42 45 45 45 44 42 40 37 31 27 25 26 31 32 35 37 37 38 38 37 35 33 33 25 21 18 19 23 25 25 27 28 28 27 26 26 26 26 26 26 13 16 18 18 18 20 22 22 22 21 23 26 26 26 26 23 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 21 5 13 12 13 13 13 13 14 15 17 18 20 20 aj aj 2 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 14 Engine Idling with Proper O2 Mod The number should be about 85 100 when tuned properly This means the base map is slightly richer than 14 7 1 which will promote good driveability If
11. IGNITION COIL WHICH FIRES SPARK PLUG 93 Fuel Pump Relay Drive ModA ModB NOT USED NOT USED Vswitch switch power NOT USED RxD TxD Vehicle Speed NOT USED SERIAL GND Battery NOT USED ECU GND MAP Ref PIP SlewFuel ESC knock AC Request IPU Park Neutral IPU SlewSpark Cooling Fan Relay NOT USED IAC B Lo IAC B Hi IAC IAC NOT USED NOT USED Points Out Coolant Temp Coil MAT singnal TPS signal 5 Volt ref NOT USED Battery ECU GND Analog GND Analog GND EST SPOUT Bypass Analog GND 02 Sensor signal NOSenable NOS1 ECU GND NOT USED NOT USED Injector A Injector B Injector C Injector D A1 A2 A3 4 5 A6 A7 9 10 11 12 B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 C1 c2 C4 C5 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 D1 D2 D3 D5 D6 D7 D8 D9 D10 D11 D12 D13 D14 D15 D16
12. COMMANDER 950 TOTAL ENGINE MANAGEMENT SYSTEM ELECTRONICS AND FUEL INJECTION MANUAL 199R 10149 5 NOTE These instructions must be read and fully understood before beginning installation If this manual is not fully understood installation should not be attempted Failure to follow these instructions may result in subsequent system failure Copyright 2001 by Holley Performance Products Inc Any unauthorized reproduction of this manual without the express written permission of Holley Performance Products Inc is strictly prohibited INTRODUCTION Seva dausuersduanecstvanuars rad Ecc bruce brio oe Eoi o 4 1 0 TERMS amp DEFINITIONS OF FUEL INJECTION MANAGEMENT 5 5 65 5 de FUEL MANAGEMENT SYSTEM 3 Pa Det va VP da M aa h MER C 5 d 27 THROTTLE BODY INJECTION GIB eer ett ahh ONG hn att x De DU Dux 5 1 33 MUETEBOINT FUELINJECTION MED au L SASS ON OD an A RL MEL 6 1 4 ELECTRONIC C ONTROL UNIT E GU zoo cereum eat te outta te ut tata edu toad 6 1 5 THROTTLE BODY ASSEMBLY TBA i unge u sh een eae qhaya dea 6 16 EUEEINJEGTORS2 2 2 1 22 haqa t sa na n tetti deti eh itd 7 1 6 1 Bottom F d Fuel Injectors ss 2 nn a a aaa a iid bete es 7 1 6 2 Top Fed F
13. Park Neutral GM 100 sof s f 95 100 106 109 114 117 120 122 125 128 128 127 124 119 34 7 7 ss 92 95 99 102 106 111 113 117 119 121 121 120 118 115 88 82 87 93 98 101 105 108 112 115 117 117 115 114 108 81 70 70 75 77 82 90 96 100 104 106 107 109 107 107 103 100 75 65 esj 73 81 95 97 99 98 97 94 91 88 63 51 55 59 66 75 84 85 88 ss 86 s5 84 82 79 63 44 46 50 56 61 70 77 79 soj 79 78 75 75 72 MAP 56 40 40 48 53 eo 64 72 72 72 70 70 66 0 37 37 37 47 52 59 es 63 Gi en 5 44 35 36 36 39 47 50 50 50 51 54 54 55 53 50 50 47 38 32 31 32 35 aj 42 43 42 42 45 45 45 44 42 40 37 31 27 25 26 31 32 35 37 37 38 38 37 35 33 33 25 21 18 19 23 25 25 27 28 28 27 26 26 26 26 26 26 19 19 16 18 18 18 20 22 22 22 21 23 26 26 26 25 23 13 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 21 5 13 12 13 13 13 13 14 15 17 20 20 aj aj 2 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 6 Data Monitor Showing Key On Values 24 Check the following sensor outputs After each record the value in the space provided MAP Manifold Air Pressure The manifold a
14. 95 Fuel Pump Relay Drive ModA ModB NOT USED NOT USED Vswitch switched power NOT USED RxD TxD Vehicle Speed NOT USED SERIAL GND Battery NOT USED ECU GND MAP Ref PIP SlewFuel ESC knock AC Request IPU Park Neutral IPU SlewSpark Cooling Fan Relay NOT USED IAC Lo IAC Hi IAC A Hi IAC A Lo NOT USED NOT USED Points Out Coolant Temp Coil MAT singnal TPS signal 5 Volt ref NOT USED Battery ECU GND Analog GND Analog GND EST SPOUT Bypass Analog GND O2 Sensor signal NOSenable NOS1 ECU GND NOT USED NOT USED Injector A Injector B Injector C Injector D Al A2 4 5 6 A8 A9 A10 A11 A12 B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 2 c3 c5 c6 C7 C8 c9 C10 C11 C12 C13 C14 C15 C16 D1 D2 D3 D5 D6 D7 D8 D9 D10 D11 D12 D13 D14 D15 D16 Black White rn 1 Serial Com Connector Green Black Fuel Pump Relay to provide power for Fuel Pump
15. Ground Figure 72 G M TPI engines P N 271R865A 94 Fuel Pump Relay Drive ModA ModB NOT USED NOT USED Vswitch s NOT USED RxD TxD Vehicle Speed NOT USED SERIAL GND Battery NOT USED ECU GND MAP Ref PIP SlewFuel ESC knock AC Request IPU Park Neutral SlewSpark Cooling Fan Relay NOT USED NOT USED NOT USED Points Out Coolant Temp Coil MAT singnal TPS signal 5 Volt ref NOT USED Battery ECU GND Analog GND Analog GND EST SPOUT Bypass Analog GND 02 Sensor signal NOSenable NOS1 ECU GND NOT USED NOT USED Injector A Injector B Injector C A1 A2 4 5 A6 A7 9 10 11 12 B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 C1 c2 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 D1 D2 D3 D4 D5 D6 D7 D8 D9 D10 D11 D12 D13 D14 D15 D16
16. static fuel flow for a specific engine application cannot be done due to injector availability or the static fuel flow step between the available injectors is too large Since the fuel injector is a pressure time metering device increasing the fuel pressure can increase the fueling level Increasing the fuel pressure is limited mainly to four factors burst pressure of the components in the fuel system increase of opening time of the injector reduced life expectancy of the fuel system components and limitations of the fuel pump The maximum pressure for a TBI injector is typically 30 psi The maximum pressure for a MPFI injector is 65 psi Reducing the fuel pressure to match the required fuel flow can be done but lower fuel pressures affect the atomization efficiency of the fuel injector nozzle To project potential fueling levels by changing the fuel pressure the following equation can be used 1 2 square root of P1 square root of P2 rated mass flow rate of the injector at fuel pressure P1 in Ib hr 2 new mass flow rate of the injector at fuel pressure P2 in Ib hr P1 existing fuel pressure setting in psi P2 new fuel pressure setting in psi Example Rated mass flow rate M1 30 Ib hr Existing fuel pressure P1 43 5 psi Required fuel mass flow rate M2 35 Ib hr P2 M2 M1 Pi P2 35 30 43 5 P2 59 21 psi gt 60psi To obtain a fueling level of 35 Ib hr the system pressure has to be increased to 60 psi
17. 300 600 1000 1400 1800 2200 2600 3100 3600 4100 4600 5200 5700 6200 6700 7000 Engine RPM Figure 34 Typical Alpha N Fuel Map Mapping is the same as speed density from the aspect that the area on the base fuel map that you are obtaining fuel map values from will be highlighted in red Drive the vehicle at different throttle positions and engine speeds to modify the fuel map as needed Closed loop feedback and oxygen sensor voltage can both be used for feedback just like speed density 52 Photograph courtesy of Tony Thacker 11 0 DATA LOGGER Datalogger II RICKDATA D95 File 1250 0 8000 7000 6000 5000 4000 RPM 3000 2000 1000 2531 Points Undo Zoom 1250 Pulse Width 3 072 Spark 37 02 Voltage 0 392 IAC Position 13 MAP TPS MAT 40 120 55 686 Time 14 25 Coolant 152 Air Mod 100 Coolant Mod 101 56 02 Mod 100 Baro Mod 100 AfterStart Mod 100 Battery Figure 35 Main Datalogger Screen The Commander 950 includes a data logger that serves dragstrip or used to analyze data when tuning a vehicle many useful purposes It can be used for logging runs at the To start the data logger first select File and Log Data after the datalogger is opened This will bring up the window below Figure 36 asking you to specify a filename Select the directory you want to save it under and enter a filename Specify Datalog Filename File name Save file as
18. 485 0 444 3600 264 0 22 o 176 o 12 o 132 0 132 0 1320 132 0 132 012 RPM 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 02 Compensation Limit z is 19 13 19 13 19 19 19 19 19 is 19 is 19 19 19 19 Map Scale amp 313 18 25 31 38 44 50 63 269 75 81 8 94 100 Cold start delay 75 Seconds RPM to enter Closed Loop 500 Minimum engine temp 120 deg F Hot start delay 15 Seconds RPM to return to Open Loop 400 Max TPS forClosed 150 Loop Operation Figure 52 Closed Loop Parameters Compensation Step Size This table specifies how much fuel the ECU will take out or add to the current volume on each step in an attempt to bring the air fuel ratio to ideal The base settings that ramp from 1 to 3 as the rpm increases are usually ideal Seconds between O2 Compensation Step changes This table sets the amount of time the processor waits before further adjusting the fueling amount This is commonly referred to as the transport delay After a fuel change is made the new amount must travel to the cylinder on the intake stroke be compressed ignited by the spark push the piston down leave through the exhaust valve travel down the exhaust tube and be sensed by the O gt sensor If the values in this table are too small the ECU will not be allowing the new fueling changes enough time to be sensed by the O sensor and would then be making
19. COMMANDER 950 NN col DISTRIBUTOR 0 9 4 PIN PIGTAIL CONNECTOR GROUND CASE TO ENGINE BLOCK Figure 65 COMMANDER 950 TO AFTERMARKET IGNITION USING COMPUTER CONTROLLED DISTRIBUTOR 7 PIN MODULE COMMANDER 950 CONTROLLING IGNITION TIMING CD COIL HOLLEY P N 820 112 HOLLEY P N 820 113 BLUE WHITE YELLOW BLACK TAN BLACK BLACK 16 AWG 0 COMMANDER 950 DISTRIBUTOR 4 PIN PIGTAIL CONNECTOR NOTE ROUTE THESE WIRES AWAY FROM ALL OTHERS WHITE TO AVOID INTERFERENCE POINTS TRIGGER 1 GROUND CASE TO ENGINE BLOCK m i l 1 VIOLET AND GREEN t i CONNECT l AFTERMARKET p IGNITION SWITCH IGNITION PER eS DISTRIBUTORTO Z ORANGE AND BLACK I MANUEACTURER S d 0 SSS KC INSTRUCTIONS HOLLEY 800 SERIES IGNITION E MSD 6 SERIES IGNITION HI RED SWITCHED POWER CRANE HI 6 IGNITION ba nucum al 0 BROWN CRANE GREEN HEAVY BLACK HEAVY RED BATTERY e TACHOMETER Figure 66 88 COMMANDER 950 TO GM HEI IGNITION USING COMPUTER CONTROLLED DISTRIBUTOR EXTERNAL COIL COMMANDER 950 CONTRO
20. s products see your local Holley dealer for details on these particular warranties Holley Performance Products Limited Warranty specifically does not apply to products which have been a modified or altered in any way b subjected to adverse conditions such as misuse neglect accident improper installation or adjustment dirt or other contaminants water corrosion or faulty repair or c used in other than those applications recommended by Holley Performance Products Holley Performance Products also does not warrant and disclaims all liability for products used in racing activities and or applications other than those specifically recommended in the current Holley catalog This Limited Warranty is extended to the original consumer only This Limited Warranty is not assignable or otherwise transferable There are no warranties which extend beyond those stated herein Holley Performance Products offers no other warranties express or implied beyond this Limited Warranty In the event of an alleged defect in material or workmanship Holley Performance Products responsibility is strictly limited to repair or replace the defective product Holley has no other obligation express or implied Final warranty determination will be in the sole discretion of Holley Performance Products Holley shall not be responsible for a actual or alleged labor transportation or other incidental charges or b actual or alleged consequential or other damages
21. 1031 02 Voltage Spk Adv 00 TPS 40 Cit Mod 126 6 Fan On IAC Pos hos MAT F n Aft Mod 1492 Idle Spark Active Park Neut Active 02 078 000 1000 dM Pdt o V Bat 130 Inj Pw amp 1 A C Request Rich 02 Lean Coolant F fa1 Duty Cycle Park Neutral GM HEI 100 sof s f 95 100 106 109 114 117 120 122 125 128 128 127 124 119 4 7j 89 92 95 99 102 105 111 113 117 119 121 121 120 118 115 88 82 84 87 93 98 101 105 108 112 115 117 117 115 114 108 81 70 70 75 77 82 96 100 104 105 107 109 107 107 103 100 75 eo 65 68 73 81 95 97 99 se sz 94 91 88 69 51 55 59 66 75 84 85 88 89 86 85 84 82 79 63 44 46 50 56 61 70 77 79 80 73 78 75 75 72 MAP 58 40 40 48 53 so 64 es 71 72 72 72 70 66 50 37 37 47 52 59 63 61 61 57 44 35 36 36 38 47 50 50 50 51 54 54 55 53 so so 47 38 32 35 41 42 43 42 42 45 45 45 44 42 40 37 alj 27 25 26 31 32 35 37 37 38 38 37 35 33 33 33 25 21 18 19 23 25 25 27 28 28 27 26 26 26 26 26 26 19 19 16 18 18 18 20 22 22 22 21 23 26 26 26 26 23 13 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 21 6 5 13 12 13 13 13 13 14 15 37 18 20 20 21 21 a 400 800 1000 12
22. 12 6 Ib of air per 1 Ib of fuel Although this A F ratio generates optimum engine performance it generates carbon monoxide emissions due to incomplete combustion For best fuel economy a slightly leaner mixture is required 15 4 Ib of air per 1 Ib of fuel A 15 4 A F ratio generates the lowest fuel consumption but affects engine driveability 47 1 KO 1261 CCD gt 541 EE Figure 60 Air Fuel Ratio Effect on Emissions Output Engine Management Systems Three main functions are performed by the engine management system air management fuel management and ignition timing management Air Management The mass flow rate of the induced air must first be determined to deliver the appropriate amount of fuel to an engine operating under certain conditions The engine is like an air pump with each intake stroke air is drawn into the cylinder The piston moving down on its intake stroke increases the cylinder volume and lowers the cylinder pressure With the intake valve open air rushes in from the intake manifold to fill the cylinder and equalizes the differential pressure existent between the intake manifold and the cylinder The pressure in the intake manifold is regulated by the opening of the air valve The greatest intake air flow occurs when the throttle valve is fully open and generates the highest intake manifold pressure The least intake air flow occurs when the air valve is
23. 32 25 18 14 13 at 75 70 64 59 50 42 35 25 20 15 13 89 84 77 69 60 50 43 37 27 22 15 13 93 85 79 n 60 50 42 37 28 22 16 14 96 100 104 10 95 9 88 80 60 51 42 38 28 22 16 15 83 80 71 64 54 45 38 27 21 18 17 89 80 72 amp 4 54 45 37 26 23 20 18 6 107 109 1 7 ss se 86 79 72 64 55 45 35 26 26 23 20 85 78 72 63 53 44 33 26 26 23 20 g4 84 75 70 1 50 42 33 26 26 23 21 91 82 75 70 1 50 40 33 26 26 23 21 07 107 103 100 88 79 72 66 57 47 37 33 26 23 21 21 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 13 Fuel Map Showing Proper IAC Position For more information on how an IAC works see Appendix 1 Air Control FUEL MAP TUNING LOW SPEED The next step is to adjust the base fuel map The method used requires that an oxygen sensor is installed and operating properly See Appendix 1 Oz for VERY important information about oxygen sensor operation and installation Most of the base maps should be set so that the engine will go closed loop at idle with engine temperatures above 130 F See Section 1 20 to help verify these parameters If you do not thoroughly understand how an oxygen sensor functions and what
24. 43 42 42 45 45 45 44 42 40 37 31 27 25 26 31 32 55 37 37 38 37 35 33 33 33 25 21 18 19 23 25 25 27 28 28 27 26 26 26 26 26 26 19 19 16 18 18 18 20 22 22 22 21 23 26 26 26 26 23 13 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 2 6 5 13 12 13 13 13 13 14 15 17 18 20 20 21 21 a 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 10 Example of Fuel Map with Engine Idling 28 5 Fuel Map ECU Data On line RPM 5700 95 MAT Mod 1000 Rich Lean Fuel Pump SpkAdv 36 0 TPS 213 100 0 Fan On IAC Pos 133 76 Aft Mod 100 0 ide Spark Active Park Neut Active dTPSdt o 02V 0 75 Essi Coolant F Duty Cycle fang A C Request Rich O2Comp Lean 178 80 8 Park Neutral 00 104 106 107 109 10 95 37 5 98 LE 80 801 4 4 d cn MAP C on O e e c 56 53 47 5 9 en a 51 54 54 26 G3 CO 4 n3 n3 Mm Mm 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 11 Example of Fuel Map with Graphical Representation TIP This red box will move around Notice where the red box is when the engine starts If the engine stalls leave the key on and increas
25. After increasing the fuel pressure to obtain certain engine output idle off idle and light load condition will have to be re tested Increasing the fueling level at the upper end requires the fuel injector to run at smaller pulse widths at idle conditions When running at pulse widths smaller than 1 8 ms the injector might be running in the non linear portion of its dynamic range Such condition can lead to engine hunting during idle to hesitation during off idle conditions NOTE Always double check the fuel pump flow specification when increasing fuel pressure Higher fuel pressures can drastically reduce the fuel output affecting the top end fuel delivery capabilities Bigger is better TRUE or FALSE Larger injector or higher fuel pressure results in higher fuel delivery to the engine If the engine is an emission controlled lambda feedback closed looped controlled EFI engine such an approach will only result in that the ECU will reduce the injector on time pulse width to decrease the amount of fuel available per pulse to maintain an air fuel ratio of 14 7 1 No performance gains will be obtained with such modifications In the case where the ECU cannot control the excess fuel engine or catalytic converter damage might occur The system can be tuned for maximum power at an air fuel ratio of 12 6 1 or best fuel economy at 15 4 1 but for A F ratios below or above these values no performance gain is achievable The same is true for the ai
26. Once the base map is tuned NEVER modify it to compensate for poor cold engine operation 35 WATCH THE 02 V VALUE ON FUEL MAP GREEN MORE THAN 0 85 RED OR YELLOW LESS THAN 0 75 STOP IMMEDIATELY SUBTRACT FUEL ADD FUEL PULSE GREEN PULSE WIDTH IN WIDTH IN LEAN BETWEEN RICH AREAS AND AREAS AND 0 75 AND 0 85 SMOOTH SMOOTH SURROUNDING SURROUNDING CELLS CELLS GOOD MAKE ANOTHER RUN TO DOUBLE CHECK TUNING DOES THE ENGINE PING The actual amount of fuel or timing advance that needs to be added or subtracted depends upon how far the map is off If the engine runs worse go the other direction and see if it clears up Always listen for pinging pre STOP IMMEDIATELY ignition Stop driving BRING UP THE immediately bring up the spark SPARK MAP map and subtract ignition advance in the area pinging is encountered SUBTRACT ADVANCE AND SMOOTH SURROUNDING CELLS Note This flowchart is slightly simplified See accompanying text for details Figure 18 EFI Tuning Guide Wide Open Throttle Open Loop SED CONGRATULATIONS You now have a running EFI engine Now that the essential base fuel map D tuning is done you can move onto the next section 9 0 REQUIRED ADDITIONAL EFI TUNING The following section contains information on perfecting your EFI performance Only after the base fuel map is very closely tuned when the vehicle is warmed up should you pro
27. Retard per ring 2 0 Degrees Max timing retard 15 Degrees Timing Restore Rate 1 95 Degrees per Second Figure 47 62 Hardware Settings Hdwr Settings gt Engine Parameters EXAMPLE 950 IDE x Cylinders Ignition Type Sura Open Loop Port Injection Coll No spark Cylinder Control or Wie square wave inder Closed Loop Throttle Body Inj Inductve Pickup Hall Effect Load Sense Fan Control r Throttle Sensor Map Sensor WOT iti 5 Alpha N DT TPS Position 224 1 Fen On degF 151 Clear Flood TPS Pos 207 s peed Density C 3Bar Fan Off fi 49 TPS Noise value 1 M Hoss vas 3 Ignition Fuel Pump Prime 49 48 Rev Limiter High RPM 600 TBI Switch 2 4 an Time sec TPS Cnts Ignition 10 0 Timing Advance 200 Rev Limiter Low RPM 6400 TBI Switch 4 2 72 Reference while Cranking TPS Cnts RPM Cell Pointers 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 denna Time 204 204 204 204 204 150 1 16 0 80 0 80 0 80 080 0 80 TBI Injector 2 04 2 04 2 04 2 04 2 04 2 04 1 50 0 80 0 80 0 80 0 80 0 80 0 80 0 80 0 80 0 80 Opening Time UB CES 4g 5g EB 2087 94 9 B PAB See eee 3 720 Battery Voltage Figure
28. mSec 241 24 1 24 1 21 0 20 5 16 4 16 4 120 79 53 49 49 4 9 49 49 DE Afterstart Enrichment 168 8 164 8 157 8 150 0 145 3 133 8 135 2 125 0 114 8 107 8 100 0 100 0 103 3 112 5 121 1 12 7 Afterstart Rev 15 15 14 14 13 13 12f 12 nf nf nf nf nf nf nfs n AlterstartDecayRate 1 Revs 14 14 13 12 mf 10 10f sf sf sf sf sf sf sf 8 Auto Prime 7mSec Pulse Count ON UN UNUS Engine Temperature F 0 11 32 41 87 98 110 121 138 156 180 212 235 Figure 33 Startup Enrichment 49 Afterstart enrichment is found in Fuel and then Startup Enrichment There are three parts of this area that deal specifically with afterstart enrichment They are gt Afterstart Enrichment Works the same way as the coolant temperature enrichment If the number is 140 then 40 more fuel is added from the base fuel map when the vehicle starts Unlike the coolant temperature enrichment that decreases as the engine temperature increases afterstart enrichment decreases based on the Afterstart Decay Rate defined below This is by far the most critical value of the three mentioned here For moderate performance engines 130 140 is a good value for temperatures between 40 and 60 F The values will need to be increased as the temperature gets colder and decreased as the temperature gets warmer gt Afterstart Holdoff Number of engine revolutions that the engine turns before add
29. performs the same function as a choke on a carburetor The lower the coolant temp the more fuel it will need o Modifiers EXAMPLE 950 D xj Air Temperature Enrichment 2 Coolant Temperature Enrichment 2 BRE Temperature F 0 11 32 87 98 110 121 138 156 184 212 235 103 1 102 3 100 8 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 Barometric Compensation 2 fio0 0f100 0f100 0f100 0f100 0f100 0f100 0f100 0f100 0 KPa 59 63 69 5 92 95 10 Figure 30 Air and Coolant Temperature Modifier Table Figure 30 shows an example of the coolant temperature enrichment table With the Commander 950 you enter a number that multiplies whatever fuel value you are using from the base fuel map based on the RPM and load of the engine This number needs to be larger the colder the engine is It is very simple how it works so don t try to overcomplicate it If you enter a number such as 120 then the base fuel map will be increased by 20 If the number is 105 the base fuel map is increased by 5 If you enter 100 the fuel map is not changed 100 is used when the engine is warm enough that it does not need any extra fuel enrichment You can put in a number such as 90 and this will TAKE OUT 10 of the fuel from the base fuel map This is not usually needed but can be used in some instances Most moderate performance engines need values of about 120 125 wh
30. 1 0 TERMS amp DEFINITIONS OF FUEL INJECTION MANAGEMENT SYSTEMS 1 1 Fuel Management System Fuel management systems comprise a selection of components and assemblies whose main function is to supply a mixture of fuel and air to the engine in proportions such that it will be easily ignited by the spark In a carbureted system the main components are the carburetor and the mechanical fuel pump In fuel injection systems the main components are the fuel injectors the air valve the electric fuel pump and the Engine Control Unit ECU The fuel pump s main function is to supply fuel to the metering unit carburetor or fuel injectors Airflow is adjusted by the air valve In carburetors the air valve is part of the carburetor In fuel injection systems the air valve is part of the metering system such in the case of the Throttle Body Injection systems TBI systems or is separate from the fuel metering system as in the Multi Point Fuel Injection MPFI systems In fuel injection systems the ECU is the computer that controls the fuel metering function of the fuel injectors according to the input of the sensors In the carburetor the jets and the vacuum regulated by the air valve control the fuel metering function Throttle Body Injection TBI Multi Port Fuel Injection MPFI 1 2 Throttle Body Injection TBI In TBI systems the throttle body assembly has two major functions regulate the airflow and house the fuel injec
31. 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Ini Opern Time 204 204 204 204 2 04 1 50 1 16 0 80 0 80 0 80 0 80 0 80 0 80 080 TBI Injector 2 04 2 04 2 04 2 04 2 04 2 04 1 50 0 80 0 80 0 80 0 80 0 80 0 80 0 80 0 80 0 80 Opening Time Ag 559 SAG 395 steele ata Mp CBS T ae eL ed Battery Voltage Figure 53 68 1 Fuel Injection Type In the engine parameters screen Throttle Body Inj must be selected for the fuel injection type 2 TBI Switch If a TBI system with progressive throttle linkage is used the following two parameters must be set correctly or significant problems will occur They also need to be adjusted with a non progressive TBI system With a progressive linkage the rear throttle plates do not open until the throttle is approximately 1 3 open If the rear injectors are turned on before the rear plates start to open the fuel would puddle on the throttle plates The rear injectors need to be shut off until the rear throttle plates are open The TBI Switch 2 4 setting is the TPS position that the rear injectors turn on To obtain the proper setting for this turn the key on and with the engine not running open the throttle until the rear throttle plates just start to open Note the TPS position Add 10 to this number and enter it for the TBI Switch 2 4 setting The TBI Switch 4 2 is the TPS position that th
32. 36 NOTE In the idle air control motor there is simply valve that lets extra air into an engine It is used to raise the idle when an engine is cold and to maintain a desired rpm when a vehicle with an automatic transmission is placed in gear You must set the throttle plates to provide the majority of the airflow at idle to an engine The IAC just supplements this If your idle is higher than you program it to be you have to close the throttle plates The IAC can not take out air once it is in the closed position The position of the IAC is shown on the data monitor 10 is closed and 200 is the maximum opening position Conversely if the engine is idling lower than you program and the IAC is at 200 then you need to open up the throttle plates more The throttle plates must be adjusted properly This is critical for proper EFI function NOTE With EFI you should not and do not want to move the gas pedal to start the engine if all of the parameters are adjusted properly 2 Acceleration Enrichment The next area to be addressed is acceleration compensation This will be tuned at this time when the engine is at operating temperature The accelerator pump on a carburetor performs the same function To get to this screen click Fuel and then Acceleration Enrichment There are two inputs that cause the ECU to add extra fuel when the engine rpm is increased They are 1 When the throttle is moved which is sensed by the throttle pos
33. 45 45 45 45 45 45 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Figure 12 Spark Map with Engine Idling When the engine is running the area that it is getting its timing advance from will be highlighted in red The advance is also shown in the data monitor spk adv With a timing light check the advance at the crankshaft The value at the crankshaft needs to be the same as the value on the data monitor If the value on the data monitor is fluctuating too much then modify the spark advance table to make it more flat in the area the engine is running to help set the timing In other words set the idle area to the same value like 15 It is best to have a dial back timing light or a timing tape to do this If you don t have either most engines have a timing tab that goes up to about 14 Set the advance in the spark map to 14 and use the tab on the engine to synchronize the timing TIP After it is set it is best to check the timing at a higher rom such as 3000 to verify that it is the same as the data monitor Be careful and do not get in the direct path of the fan blades NOTE If the timing does not advance on the engine but does on the screen you have the ignition improperly set up 30 Resolve this immediately If you have a crank trigger the pickup may need to be moved to synchronize the timing SET IAC Idle Air Control Motor Next the throttle plates should be adjusted To do thi
34. 7 92 ss 99 102 106 111 113 117 119 121 21920 118 115 88 82 87 98 101 105 108 112 115 117 117 115 114 108 81 75 77 82 90 96 100 104 106 107 109 107 107 103 100 5 65 73 s amp 1 93 95 97 98 97 94 31 se 3 50 51 55 59 66 75 s4 85 88 89 66 85 s4 82 79 3 44 46 50 56 61 70 77 79 soj soj 79 78 75 75 72 MAP 56 40 40 48 53 69 71 71 72 72 72 70 70 66 8 37 37 37 47 52 59 soj 64 64 63 611 et 57 4 35 36 36 47 50 50 50 51 54 54 55 53 so 50 47 8 32 31 32 35 41 42 43 42 42 45 45 45 44 42 40 37 1 27 25 26 31 32 35 37 37 38 38 37 35 33 33 33 S 21 18 19 23 25 25 27 28 28 27 26 26 26 26 26 26 3 19 16 18 18 18 20 22 22 22 21 23 26 26 26 26 23 3 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 2 5 13 12 13 13 13 13 14 15 17 18 20 20 aj 21 a 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 17 Fuel Map Showing Proper Wide Open Throttle O2 Voltage NOTE You will know you are open loop when the O2 mod is fixed on 100 Gradually open the throttle fully and watch the O gt voltage and note the color of the Rich Lean indicator Once the engine goes open loop this voltage should be at least
35. 70 70 70 70 80 30 100 110 120 130 140 150 TPS Position 16 32 48 64 80 96 112 128 144 160 176 192 208 224 240 255 Park Neut Kick Active Park Neutral Kick 128 A C Kick RPM 128 Figure 51 Idle Air Control Desired Idle The engine idle speed will be controlled by the ECU and can be changed at different temperatures If the engine is cold the idle speed will need to be higher than if the engine is warm This is because the oil will be thick and the friction internal to the engine will be greater IAC Parked position After the ECU is told to shut off it will command the IAC motor to this location By having the IAC motor parked in a known location it will enable easier starting and a better initial idle on the restart Minimum IAC Position This table allows the user to cause the IAC to follow the throttle position As the throttle is opened you want the IAC to open also This is to keep the engine from stalling when the throttle is instantly released The IAC will not close lower than the throttle follower position so you will want to set the throttle follower at zero for the idle TPS position and quickly ramp the IAC open after that O All parameters dealing with closed loop operation and the use of the oxygen sensor are found in this screen gt Closed Loop Parameters EXAMPLE 950 0 x 02 Compensation Step Size D if if 2 2 2 3 3 3 a 3 3 3f 3 P ico Changes anspor dalag 1 02
36. 75 8 volts and the indicator should turn and stay green See Appendix 7 on voltage sensor output information If this voltage is less than 75 8V then you should immediately add more fuel to the lean areas As the vehicle hits wide open throttle note the rpm at which the engine is lean Make changes and test again Once again the fuel map should be smooth Keep checking for this on the fuel graph Once the voltage is proper through the entire rpm range at WOT the entire base fuel map should be tuned fairly well The picture above shows a WOT voltage of 75 volts If the voltage is higher than 8 such as 9 it does not necessarily mean that the A F ratio is too rich Every application and engine is a little different so be careful As is discussed in Appendix 6 in isolated cases some vehicles may NOT exhibit higher voltage readings even when the A F ratio is in a safe region If you have any questions call for technical support After you get the base fuel map very close the engine should run fairly well if all the other parameters from the base map are reasonably close for you application Getting the base map very close is the most important part of tuning EFI If it is not close in areas you will not be able to compensate for the problems it will cause Do not proceed to the next section until you are sure the base map is correct The only performance that may not be close is cold start performance This will be covered in the next section
37. 950 to Aftermarket Ignition Using GM HEI with Mechanical Advance 4 Pin Module Distributor Commander 950 to GM HEI Using Computer Controlled Distributor 7 Pin Module Commander 950 to Aftermarket Ignition Using Computer Controlled Distributor 7 Pin Module Commander 950 to GM HEI Using Computer Controlled Distributor External Coil Commander 950 to Aftermarket Ignition Using a GM 7 Pin Style Distributor and External Coil Commander 950 to Aftermarket Ignition Using Magnetic Pick up Distributor Commander 950 to Aftermarket Ignition Using Magnetic Pick up Crank Trigger Commander 950 to Aftermarket Ignition Using Hall Effect Pick up Crank Trigger GM TPI Engines P N 271R865A Holley SBC amp BBC MPFI P N 271R875A Holley 4 BBL TBI P N 271R884A GM LT1 LT4 Engine P N 271R886A COMMANDER 950 TO FORD TFI IGNITION USING FORD COMPUTER CONTROLLED DISTRIBUTOR TFI MODULE COMMANDER 950 CONTROLLING IGNITION TIMING PIP YELLOW BLACK SPOUT BLUE WHITE HARNESS P N START PIN NOT USED POWER RED 534 139
38. Alpha N systems Chapter 11 covers the Datalogger functions Appendix 1 covers complete software overview including hardware settings idle air control PID definitions and O gt Appendix 2 covers application specific tuning It will include sections on Race Application TBI applications and 5 0L Ford applications Appendix 3 covers tuning troubleshooting Appendix 4 is our general troubleshooting guide This section will answer many of the most common stumbling areas in fuel injection tuning If you are having a problem start by looking through this section first Appendix 5 covers the testing and troubleshooting of electrical components including the testing of Relays MAP Sensor TPS IAC Coolant Temperature Sensor Air Charge Temperature Sensor and Oxygen Sensor Appendix 6 covers the Oxygen sensor effect on performance Appendix 7 covers the description of fuel injection systems including combustion principles and air fuel ratios emissions and performance and engine management systems These engine management systems consist of air management fuel management and ignition timing management Appendix 8 covers the engine application and the selection of your fuel management system components including injector fuel flow and fuel pressure Appendix 9 covers the two kinds of fuel pumps and their flow characteristics Appendix 10 shows the many wiring diagrams needed to install your Commander 950 fuel injection system
39. During combustion of any substance a required surface to mass ratio and a correct amount of oxygen must be must be available In internal combustion engines these requirements are controlled by the fuel management system Optimum surface to mass ratio is achieved by finely atomizing the fuel while the right air fuel ratio is achieved by metering fuel in proportion to the induced air On a mass basis a mixture of 14 7 parts air and 1 part of fuel are required to sustain complete combustion At ratios higher or lower than 14 7 1 combustion is still possible but it will not be complete Mixtures that are either too rich or too lean will still burn but their combustion efficiency will be low generating unwanted by products and other side effects However it is necessary to run at air fuel ratios richer than 14 7 1 at high engine loads to avoid engine damage This is due to the fact that complete and uniform atomization does not occur in reality so extra fuel must be added to compensate A rich mixture is characterized by a low air fuel ratio excess fuel and not enough oxygen present to support complete combustion Very rich mixtures generate high hydrocarbon emissions and high carbon monoxide emissions They also tend to reduce power and increase the carbon deposits and in extreme cases foul spark plugs and dilute engine s lubricating oil A lean mixture is characterized by a high air fuel ratio excess air and not enough fuel to support a complete combusti
40. RAISE RIGHT 10 BOXES OF THE Rate of Change of MAP Sensor TABLE 10 UNITS DOES THE ENGINE HESITATE OR STUMBLE NO GOOD MAKE ANOTHER RUN TO DOUBLE CHECK TUNING This flowchart is slightly simplified See accompanying text for details Figure 22 EFI Tuning Guide High Load Transient After Base Map is Fully Tuned 40 Spark Advance The next area that can be reviewed is the spark advance map The base spark maps provided should provide a good performing baseline but are conservatively low for some applications and may need less for others Optimizing timing is very important for best idle peak safe power and best driveability Most people do not understand the benefits of having computer controlled timing With mechanical advance you are limited to the advance curve of the distributor You can not change the initial advance without changing the total unless the distributor is modified With a timing map you can put any advance at any engine load and RPM point If you are familiar with the timing your engine will probably like change the table now If you are not as are most people then make small changes to each area that you are working on The spark map follows the same graphical areas as the fuel map Figure 11 gt Spark Map EXAMPLE 950 CE x Off line RPM 0 0 o Fuel Pur n Rich Lean Spk Adv o TPS o Cit Mod o Fan n IAC Pos o MAT o Mod o Idle Spark Active
41. These are Speed Density and Alpha N Almost all engines except some race engines will use Speed Density The following describes the sequence of events that happens each time fuel is injected into an engine This literally happens over 250 times a second 2 1 Speed Density 1 Engine speed 1000 RPM and manifold pressure from the MAP sensor 38 kPa are read by the ECU From these values it obtains a number from the base fuel map 32 2 The ECU then looks at the reading from the Air Temperature Sensor and may modify the fuel value In this case it adds 8 more fuel 3 The ECU looks at the reading from the Engine Coolant Temperature Sensor and may further modify the value In this case it is at 100 operating temperature so it does not add or subtract more fuel 4 The ECU will look and see if the engine is accelerating based on the Throttle Position Sensor In this case the engine speed is not changing 5 From these values it will calculate the amount of fuel that the user has programmed to deliver which is called the pulsewidth If the engine is closed loop it will modify this value to maintain an air fuel ratio of 14 7 1 The following flowchart Figure 1 illustrates this example MANIFOLD ENGINE PRESSURE SPEED MAP Sensor Sensor Data Input BASE FUEL MAP 2 VALUE ECU Calculations and Adjustments c MANIFOLD AIR TEMPERATURE MODIFIER Air Temp Sensor COOLANT TEMPERATURE MODIFIER W
42. actual timing as measured with a timing light is less than the desired as shown on the laptop increase the propagation delay until the actual timing matches the desired If the actual timing is more than the desired decrease the propagation delay Make changes in units of 20 usec Timing advance while cranking This is the amount of timing the ECU will give when the engine is trying to start This is only active when the Inductive or Hall Effect Settings are used If HEI or is used the timing during cranking will be the same as the base module timing below 400 rpm 64 Rev limiter high RPM At this rpm the engine will stop injecting fuel to limit the speed of the engine in an attempt to protect the engine from self destruction Rev limiter low RPM Once the ECU has quit injecting fuel because the rev limiter has been hit this is the rpm the engine will have to drop below before the ECU starts injecting fuel again This value is usually set 100 to 500 rpm lower than the rev limiter high rpm depending on the desired effect TBI Switch 2 4 Allows the rear two injectors to be shut off with a TBI system At this value the ECU will then allow all four injectors to start firing instead of just the two primary injectors This MUST be set properly if a progressive throttle body is used The value should be 10 15 higher than when the secondary plates start to open Check this for your application It should also be used with
43. be tuned while the engine is running until it operates smoothly The fix is to add or subtract coolant temperature enrichment while the engine is running until it runs properly Engine Stalls Immediately After Startup The following will help with problems after the vehicle is immediately started fthe engine stalls after it is started the problem could be that the base fuel map is lean and or the cold temperature enrichment is lean The fix is to properly map the base fuel map and the cold start enrichment fthe base fuel map is correct and cold temperature enrichment is correct and the engine still stalls after startup the most likely reason for this is that the afterstart enrichment is too low at the problematic temperature The fix is to increase the afterstart enrichment until the engine will remain running after startup engine seems to struggle for air after startup the IAC Parked Position most likely needs to be increased The fix is to increase the Parked Position 71 72 START THE ENGINE INCREASE AFTERSTART DOES THE ENGINE ENRICHMENT 5 AT STALL IN THE FIRST 2 THAT ENGINE TEMP SECONDS The actual amount of fuel that needs to be added depends upon how far the settings are off The settings may need fine tuning as varying cold start conditions change summer to winter etc ADD 5 MORE COOLANT TEMP DOES THE ENGINE ENRICHMENT AT STALL DURING THAT ENGINE
44. calculated by the following equation Volumetric efficiency VE Actual Volume of Air Fuel induced into the Engine Engine Displacement In general the volumetric efficiency of naturally aspirated engine configuration is as follows Engine Configuration VE Stock Engine Modified Engine Highly Modified Engine 100 Engine with VE above 100 are supercharged or turbocharged applications The supercharger or turbocharger is like a blower that pushes much more air into the engine than what could be drawn in naturally Fuel Management Fuel metering mainly comprises two tasks metering of the fuel quantity in accordance with the required power output control of the mixture composition in accordance with the air fuel ratio desired for a given engine load condition The fuel metering function in spark ignited engines can be attained by two basic systems carburetors or injection systems Carburetors meter fuel by means of the Venturi principle The air flow through the throats of the carburetor generate a vacuum low pressure which sucks the fuel from the float chamber via the metering jets Larger flows of air through the carburetor increases the low pressure in the Venturi that in turn pulls more fuel through the metering jets Fuel is therefore metered in proportion to the air flow In electronic fuel injection systems pressurized fuel is delivered in to the incoming air stream by means of an electrically actuated solenoid valve fue
45. changes based on old information not new information If the values are too big the ECU will take too long to settle on a change These values are based on the position of the O sensor in the exhaust The base map values are close for sensors mounted in the collector Sensors mounted closer can have the values reduced See what works best for your application Cold Start Delay The amount of time the system will wait before entering closed loop operation when the engine is cold This should be about 180 seconds It also must meet all the other closed loop parameters before entering closed loop 66 Hot Start Delay The amount of time the engine will wait before entering closed loop operation when the engine is restarted while still hot This should be about 30 seconds RPM to Enter Closed Loop Any rpm above this point will activate closed loop RPM to Return to Open Loop If the rpm falls below this point open loop operation will occur This setting should be about 100 rpm below the rpm to enter closed loop This is so that the ECU doesn t not hunt between open and closed loop operation Minimum Engine Temp The minimum temperature of the engine is set before the ECU enters closed loop operation This value is typically set between 100 to 160 because below that the engine will run rough if trimmed to a 14 7 1 air fuel ratio Maximum TPS for Closed Loop Operation An engine needs to run at an air fuel ratio richer t
46. could emit a false low voltage even if the air fuel ratio is rich The ECU will see this as a lean condition and add fuel to compensate in closed loop mode This makes the rich condition even worse which will lower the EGT and complicate the problem The lower the EGT the sensor sees the slower the sensor will react reducing the benefits of closed loop operation The minimum recommended temperature for reasonable closed loop operation is 600 F Fahrenheit at the sensor Maximum continuous temperature at the sensor is 1500 Fahrenheit Most engines idle with an EGT of 800 1100 F near the cylinder head exhaust port If the sensor is mounted far away such as in the collector of long tube headers the temperature may drop to as low as 300 F at idle If the oxygen sensor attempts to control the air fuel ratio when the EGT it sees is between 300 and 600 F the problems mentioned above can occur It is recommended to mount the oxygen sensor as close as possible where one bank of cylinders merge together If an OEM mounting location is available use it With stock cast iron manifolds the sensor can be mounted in the exhaust pipe right after the cast iron manifold in the exhaust pipe or possibly in the end of the manifold itself If the vehicle has shorty headers the sensor can be mounted in the collector of the headers This is usually an acceptable location If the vehicle has long tube headers the sensor can be mounted in the collector but the te
47. data line at the point you want to view When in the correct area the pointer will turn to a hand Click the left mouse button This will move to that point To move to a different value you can use the arrow keys to move left and right Zoom To zoom in on data move the mouse to the left portion you would like to zoom to make sure it the mouse pointer is an arrow and hold the left mouse button down Sweep the mouse to the right to the position you want to zoom to and release the mouse button You will automatically zoom in Zoom out by clicking the Undo Zoom button 54 gt Datalogger RICKDATA D95 lel File 1250 0 8000 7000 6000 5000 m 4000 3000 2000 1000 0 2531 Points RPM 1250 IAC Position 13 Battery 14 25 02 Mod 100 Pulse Width 3 072 MAP 55 585 Coolant 152 Baro Mod 100 Undo Zoom Spark Adv 37 TPS 40 Air Mod 100 AfterStart Mod 100 02 Voltage 0 392 MAT 120 Coolant Mod 101 56 Figure 38 TIP If more than 5 000 data points are taken the software will automatically split them up into separate files 5 000 data points amount to 5 8 minutes depending on the computer TIP For example if you take 15 minutes of data and name the data file TEST you will have 3 separate files automatically saved When you go to load a file you will see three file names They will be TEST 5 and 5702 The software automatically adds a 01 02 etc at the end of extra files 55 APPENDIX
48. delay 75 Seconds RPM to enter Closed Loop 500 Minimum engine temp 120 deg F Hot start delay 15 Seconds RPM to return to Open Loop 400 Max TPS for Closed 150 Loop peration Figure 29 Closed Loop Parameters Minimum engine temp The minimum engine coolant temperature F at which an engine will go into a closed loop mode When any engine is cold it needs more fuel to run smoothly It needs to get the pistons and combustion chambers up to temperature before closed loop operation can begin Most engines can smoothly begin closed loop operation at about 110 120 F Engines with bigger camshafts may need to delay this until about 140 150 F Max TPS for Closed Loop Operation The TPS position that an engine changes from closed to open loop An engine needs to operate at an air fuel ratio richer than 14 7 1 for best and safest power This is typically between 12 5 and 13 2 for naturally aspirated engines For this reason an engine needs to run open loop when engine load increases and at WOT The TPS value you input depends on several factors Keep in mind the following 1 The design of the throttle body has a big effect Two opposite examples would be an engine with a 4 bbl progressive throttle body and one with an 80 mm single blade throttle body If each one were open half way the 80 mm would flow more air on a percentage basis due to the design of the throttle body The 4 bbl with its progressive linkage would be flowing less
49. diagrams 1 Air Charge Temperature Sensor Find the 2 wire connector with the BLUE and BLACK WHITE wires Plug this into the air temperature sensor which is located in the intake manifold 2 Coolant Temperature Sensor Find the 2 wire connector with the BROWN and BLACK WHITE wires Plug this into the coolant temperature sensor which is located in a coolant passage 3 Throttle Position Sensor TPS Find the 3 wire connector with the BLACK WHITE GREEN and ORANGE wires Plug this into the TPS located on the throttle body 4 Idle Air Control IAC Motor Find the 4 wire connector with the PURPLE wires Plug this into the IAC Motor which is located on the throttle body 5 Oxygen Sensor Oo Plug this into the oxygen sensor which is located in the exhaust system It is the 3 wire connector with a RED PURPLE and BLACK wire Route the wire away from heat to avoid damage to the sensor or wire 6 Manifold Absolute Pressure MAP Sensor Locate the 3 wire flat connector with the following color wires BLACK WHITE ORANGE AND RED BLACK Plug this connector into the MAP sensor Two and Three bar MAP sensors are optional in some kits The base kits come with a one bar MAP sensor If a two or three bar MAP sensor is used it must be selected in the Engine parameters when you get the computer hooked up The two and three bar MAP sensors should include a connector that may have to be changed on the harness 7 Injector Harness The h
50. enrichment based on the throttle position sensor The top of the chart that you see says Pulse Width Rate of change of TPS mSec It has 16 cells that go from left to right What these cells do is add extra fuel when the TPS moves The faster it moves the more to the right it looks for a value Conversely the slower it moves the more to the left it looks for a value The value entered is a fuel pulse width in milliseconds Numbers can range from 0 to 4 in these cells TIP Don t get overly worried about knowing exactly what 2 milliseconds of fuel are Just be aware that the number can be from 0 to 4 and that 4 is the most fuel you can enter when the TPS moves 1 Totune this slowly move the gas pedal in neutral to rev the engine up It should be crisp and very clean 2 If it hesitates it is either too rich or lean It is sometimes hard to tell which so just change the left 3 numbers up or down in increments of 1 25 and see if it gets better or worse Find the values that work best 3 On most engines the left three values will be from 1 to 2 and the values on the right will be from 3 to 4 The numbers on the right are for very quick movement of the throttle such as launching a car at the dragstrip NOTE See Figure 20 This tuning provides the same function as an accelerator pump on a carburetor 37 NOTE AE Correction vs Coolant Temperature The second line down says AE correction vs Coolant temperature These numbers ar
51. included is some TBI specific tuning information that you will find helpful TBI systems are inherently less efficient than Multi port EFl systems This shows up in the fuel required during cold engine operation and transient when the engine speed changes engine operation The extra fuel required when the engine is cold on a percentage basis is higher with a TBI system than with a Multi port system The MAP based acceleration enrichment is usually higher than it would be with a Multi port system Base maps that are for TBI should have values that reflect this Keep this in mind when you are tuning TBI systems gt Engine Parameters EXAMPLE 950 Oy x M Cylinders i r lanition Type sS Open Loop Port Injection Coll No spark sci Control GM HEI or other 6 9 12V square wave tjinde Closed Loop Throttle Body Inj Inductve Pickup C Hall Effect m Load Sense FanControl r Throttle Sensor Map Sensor C AlphaN WOT TPS Position 224 1 Bar eeu Fan On deg F 151 Clear Flood TPS Pos 200 s peed Density C 3Bar Fan Off 49 TPS Noise value 1 Map Noii vus 3 Fuel Pump Prime 43 EN 48 Rev LimiterHigh RPM TBlSwich24 Time sec Delay uSec TPS Ignition 10 0 Timing Advance 20 0 Rev Limiter Low RPM 6400 TBI Switch 4 2 72 Reference while Cranking TPS RPM Call Pointers 400 800 1000 1200
52. incurred by use of any product of Holley Performance Products To initiate the warranty process the consumer must return the alleged defective product to the place of purchase with dated purchase receipt and completed applicable warranty claim tag Warranty claims will be rejected if the date of purchase cannot be established by the consumer Do not send products directly to Holley Performance Products Holley Performance Products assumes no responsibility for products sent directly to Holley Performance Products This Limited Warranty sets forth specific legal rights The consumer may have other rights as a result of variations in state laws or provincial laws This Limited Warranty supersedes all prior warranty statements Inquiries concerning this warranty should be directed to Holley Performance Products Warranty Return Center 509 Industrial Drive Springfield TN 37172 Holley Printed in U S A 199R 10149 5 Date 7 18 01 Performance Products Inc Copyright 2001 by Holley Performance Products Inc Any unauthorized reproduction of this manual without the express written permission of Holley Performance Products Inc is strictly prohibited 98
53. it is over 100 it is lean and if it is less than about 85 90 it is too rich The software limits the amount of compensation possible although this value is programmable The base maps have the limit set to 19 If the O2 compensation number is fixed at 81 and does not move it means the ECU needs to take out even more than 19 and the map is very rich at the point If it reads 118 it means it needs more than 18 fuel added and the map is very lean at that point Start tuning at idle With the engine running and operating closed loop look at the gt mod Increase or decrease the fuel map values where the engine is running the area will be red in the map Don t just do one cell smooth the cells in the surrounding area too After idle is tuned put the car in gear with your foot firmly on the brake if it is an automatic and tune that point If your vehicle has air conditioning turn it on at idle Usually some additional tuning is necessary when the AC loads the engine Watch the highlighted area on the fuel map when the AC turns on The load will increase and the rom may drop momentarily You may need to richen the fuel map in the area that the load and rpm falls to when the AC is switched on After idle is tuned take the car to a street with low traffic volume Have one person drive the car and one person tune Drive the car at a steady speed and load and adjust the map until the O2 Mod is between 85 and 100 Find hills to drive up
54. m 11 1 19 FUEL INJECTION CONTROL 8 1 00 1 SEERE REE RER LER nnn nnns RER e rne ase 11 1 19A Speed Density EFI Systems ind a o Eg oa aai pep 11 1 19B Alpha NEFI 11 120 GI OSED OOP Sessio Edu tt Cosi E 11 21a OREN E 12 2 0 HOW DOES FUEL INJECTION WORK J9 U u 12 2 1d PEED Iz 14 2 2 a A 15 3 0 SKILL LEVEL REQUIRE Diivvecciecikecctecundvatessdacewesacnescevasecscenatecectwarecawouavavecdeatsuecucnreuecdsasscndaseccctcnnatucbuenavecnee 16 4 0 TOOLS REQUIRED FOR INSTALLATIOLN 16 5 0 ELECTRICAL CONNECTIONS u 16 5 1 STEP BY STEP WIRING HARNESS 17 5 2 NON TERMINATED WIRE nana kr nes 17 Saat 18 5 4 IGNETION WIRING ss t E
55. nearly closed A closed throttle valve decreases the pressure in the intake manifold Lower intake manifold pressure reduces the differential pressure between the intake and the cylinder directly reducing the airflow into the cylinders The amount of fuel required to generate a stoichiometric mixture depends on how much air was induced into the cylinder There are 3 methods commonly used to determine the mass flow rate of air soeed density air flow measurement and air mass measurement In the speed density method the ECU calculates the induced amount of air based on the air inlet temperature intake manifold pressure and engine RPM The temperature and manifold pressure are required to calculate the density of the air and the RPM to calculate the flow In the air flow measurement approach the flow is measured using a vane type meter The air density changes are compensated via an air inlet temperature sensor In the air mass measurement method the air charge is measured directly using a hot wire or hot film air mass flow sensor The heated element is part of a bridge circuit that keeps the element at a constant temperature above the inlet air temperature The volumetric air flow rate is determined by the following general equation Volumetric Air Flow Rate RPM 60 Displacement 2 Volumetric Efficiency 79 The volumetric efficiency is a ratio that describes how efficiently the engine acts as an air pump for its size The volumetric efficiency is
56. pump not flowing fuel See Item 1 above Poor performance MAP sensor hooked up improperly Using vacuum gauge ensure MAP sensor is hooked up to full manifold vacuum Faulty MAP sensor See Testing MAP Sensor section Faulty coolant temperature sensor See Testing Coolant Temperature Sensor section High idle speed Idle speed not adjusted correctly Set idle speed Binding or sticking throttle linkage Find cause of binding or sticking and correct Faulty IAC motor See Testing IAC section Faulty ECU Replace ECU 9 Low idle speed Idle speed not adjusted correctly Set idle speed Faulty IAC motor See Testing IAC section Faulty ECU Replace ECU 10 Surging idle Engine running rich See Item 3 above Engine running lean See Item 4 above Idle fuel or timing not tuned correctly See Tuning section Throttle plates not adjusting Adjust throttle plates 73 Appendix 5 TESTING AND TROUBLESHOOTING ELECTRICAL COMPONENTS Testing Relays 1 To test the relays apply a 12 volt power source to terminal 85 and ground terminal 86 The relay should click Using an ohm meter check for low resistance across terminals 87 and 30 2 With the 12 volt power source removed from terminal 85 check for high resistance across terminals 87 and 30 3 If the relay does not perform as described above the relay is defective and must be replaced Testing the Manifold Absolute Pressure MAP Sensor 1 Bar One
57. replace or service an induction system consisting of a carburetor and conventional intake manifold as well as basic wiring skills for the installations of the ECU Tuning of the system requires basic computer skills and a basic knowledge of engine and fuel injection principles The information needed to tune this system is included in this manual Read it thoroughly Tuning your EFI system is an ongoing project until you get it dialed in for all conditions Be patient NOTICE If you are not absolutely certain that you have the skills and experience required to perform these procedures we strongly recommend you have this system installed and tested by a technician with specialized training EFI and fuel systems service 4 0 TOOLS REQUIRED FOR INSTALLATION The following is a list of materials which may be needed depending on the application Laptop PC with Windows 3 1 95 98 or NT and serial communications port minimum graphics required 800 x 600 Digital Volt Ohm meter Screwdriver set Drill and assorted bit sizes Hole saw 2 or Greenlee punch Timing Advance Light Dial back recommended Standard wrench set Standard socket set Fuel pressure gauge Wire terminal pliers Electrical tape Zip ties 14 gauge wire The following is a list of parts that may be required to complete this installation dependent on the application 534 138 GM small adapter included w
58. slightly longer These values will typically range from up to 20 and down to 10 when the engine is warmer AE of Map vs Coolant Temperature The bottom line AE of Map vs Coolant Temperature performs the same function as it did for the TPS based acceleration enrichment When the coolant temperature is lower you can increase the amount of MAP based acceleration enrichment that is added Usually the most this number will be is about 110 when the engine is cold Again tune the coolant temperature modifier before tuning this RAISE LEFT 6 BOXES OF THE Pulse Width Rate of Change of TPS TABLE 0 3 mSec Most of the time fuel pulse width needs to be added to these tables if the engine doesn t rev smoothly A lot of fuel needs to be added before the engine stumbles due to too much fuel As always if the symptom gets worse try taking fuel out Spark advance can also have an effect Note REV ENGINE SLOWLY IN NEUTRAL DOES THE ENGINE REV SMOOTHLY YES REV ENGINE QUICKLY IN NEUTRAL DOES THE ENGINE REV SMOOTHLY YES GOOD MAKE ANOTHER RUN TO DOUBLE CHECK TUNING THEN PROCEED TO MEDIUM LOAD TRANSIENT TUING This flowchart is slightly simplified See accompanying text for details RAISE RIGHT 10 BOXES OF THE Pulse Width Rate of Change of TPS TABLE 0 3 mSec Figure 20 EFI Tuning Guide Low Load Transient After Base Map is Fully Tuned 39 RAISE LEFT 6
59. that most closely fits your application and mouse click on the Ok button See the included sheet that has descriptions of the base maps D Making sure the ignition key is on and making sure you don t enter any of the screens in the software until you send the ECU data select File and Send ECU Data It will take about one minute to send the map When it is finished sending the mouse pointer should change back from the hourglass E Your base map is now loaded 8 SELECT ENGINE PARAMETERS You now need to go in and verify several parameters for your particular combination that must be correct for the STOP engine to start after the base map has been sent The parameters are located under Hdwr Settings and then Engine Parameters Go to this location All changes MUST be done with the key on or they will not be changed in the ECU Any changes in Engine Parameters must be done with the engine NOT running but with the key ON The following items MUST be correct for the engine to start if they are not choose the proper selection at this time See Figure 5 NOTE When entering a numerical value click the mouse on the cell you want to enter This should highlight it in blue Then type in the number Then hit the Enter key or the Tab key and this will send the value to the ECU 22 Engine Parameters EXAMPLE 950 iof x Cylinders Ignition Type 7 4 Cylinder Ope
60. the throttle is instantly released The IAC will not close lower than the throttle follower position so you will want to set the throttle follower at zero for the idle TPS position and quickly ramp the IAC open after that 5 Closed Loop Operation One of the major benefits of EFI is the ability to run closed loop To explain closed loop operation simply an oxygen sensor provides feedback to the ECU which allows the ECU to automatically adjust the amount of fuel injected to maintain a 14 7 1 air fuel ratio A 14 7 1 air fuel ratio has several benefits A Provides good fuel economy B This air fuel ratio is required for typical catalytic converters to operate efficiently C Provides good part throttle performance D Creates efficient combustion which extends the life of the engine and allows for the spark plugs to burn clean There are several parameters that can be adjusted that relate to closed loop operation on the Commander 950 They are described below Closed Loop Parameters EXAMPLE 950 1 02 Compensation Step Size 11 1 2 2 2 3 3 3 3 3 3 3 3 3 3 gerne one rl ei 1 020 488 0 444 0 396 0 352 0 308 0 264 0 22 0 176 0 132 0 132 0 132 0 132 0 132 0 132 0 12 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 02 Compensation Limit 2 19 19 18 19 19 19 19 19 19 19 19 19 19 19 19 19 38 44 50 56 63 63 75 81 88 94 Map Scale Be tdi 13957252 31 100 Cold start
61. to get to different points on the map You can apply the brakes for short times as not to overheat the brakes to change the load Change the gear the vehicle is in to get to different points on the map The map should be smooth and never have big spikes or dips To check how smooth the map is go to Fuel and Fuel Graph The graph will easily show if the map is smooth Large dips or spikes can be corrected on the graph Figure 15 Fuel Graph EXAMPLE 950 Gi Xx m i m gt 2 zi o mi c Figure 15 Example of Smooth Fuel Graph To modify the graph move the pointer by using the arrow keys When you want to raise or lower a point hold the shift key down and use the arrow keys to raise or lower a point one value at a time Holding the Control Ctrl key and using the arrow keys changes the value by 5 The graph can be rotated by using the arrows below and to the right of the graph Although there are no RPM or MAP numbers on the screen the positions directly correlate with the main fuel table 33 34 02 Mod ON THE FUEL MAPIS LESS THAN 85 MORE THAN 105 SUBTRACT FUEL ADD FUEL PULSE PULSE WIDTH AND BETWEEN 85 WIDTH AND SMOOTH AND 105 SMOOTH SURROUNDING SURROUNDING CELLS CFIIS GOOD DRIVE TO ANOTHER AREA ON THE FUEL MAP DOES THE ENGINE RUN WELL YES The actual amount of fuel or timing advance that needs to be added or subtracted depends upon h
62. with an adjustment screw that is set at the factory for correct system pressure and flow This chamber is connected to the intake manifold MPFI systems to reference the vacuum in the manifold during engine operation This pressure reference is required to maintain a constant differential pressure across the metering orifice of the fuel injector On TBI systems the regulator is in the throttle body assembly Fuel Pressure Regulator 1 18 Fuel Rails The function of the fuel rails is to deliver fuel at system pressure to the fuel injectors and to retain the fuel injectors on the intake manifold At the end of the rails there is the pressure regulator that maintains a constant pressure at the fuel injector regardless of the fuel being injected The location of the fuel regulator with respect to the fuel rail and the internal volume of the fuel rail is important in maintaining the fuel pressure stability in the system Fuel Rails 1 19 Fuel Injection Control Methods 1 19A Speed Density Systems Speed density EFI systems use input from the MAP sensor and engine rpm to determine the base amount of fuel to inject The Commander 950 uses these inputs to look up a value from the base fuel table This method is used on many OEM vehicles 1 19B Alpha N EFI Systems Alpha N EFI systems use input from the Throttle Position Sensor TPS and engine rpm to determine the base amount of fuel to inject The Commander 950 uses these inputs to
63. 00 104 106 107 103 107 107 103 100 45 65 68 73 s 99 93 95 97 99 98 97 94 91 88 69 51 55 59 66 75 94 85 se 33 89 86 85 84 82 79 63 44 46 50 56 61 7o 77 73 so 79 78 75 75 72 MAP 56 40 40 48 53 es mj 71 72 72 72 70 70 66 50 37 37 37 47 52 53 Go 64 64 63 e amp t 61 57 4 35 36 36 39 47 50 50 50 51 54 54 55 53 50 50 47 38 32 31982 35 41 42 43 42 42 45 45 45 44 42 40 37 27 25 26 31 32 35 37 37 38 37 35 33 33 33 33 29 2 18 19 23 25 25 27 28 28 27 26 26 26 26 26 26 13 19 16 18 18 18 20 22 22 22 21 23 26 26 26 26 23 13 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 2 hs 13 12 13 13 13 13 14 15 17 18 20 20 21 aj a 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 31 Fuel Map Showing Coolant Mod and Afterstart Mod After Engine Start To tune the Coolant Temperature Enrichment make sure the vehicle sits overnight to completely cool down Start the vehicle If it stalls start it again Try to keep it running for a few seconds with the gas pedal If you can t at all go to the Coolant temperature enrichment With the key on and the engine not running see what cell is highlighted in the coolant temperature enrichment table This is the value that is b
64. 00 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 39 56 DATA MONITOR Used for monitoring real time engine parameters Both the Main Fuel Map and Spark Map screens have a readout of real time engine parameters above the graph This is an essential tool when tuning an engine The following is an explanation of each readout 02 Mod Indicates the percent modification to the base fuel injection pulse width only when the engine is operating closed loop 100 would mean that no correction is occurring 120 would mean that the computer is adding 20 more fuel to the base pulse width value A value of 80 would mean that the computer is subtracting 20 from the base pulse width Comp Graph There is a small bar graph that is a graphical representation of whether the computer is adding or subtracting fuel in a closed loop mode If the bar graph reads to the right the computer is adding fuel because the base pulse width is leaner than stoichiometric If the bar graph reads to the left the computer is subtracting fuel because the base pulse width is rich The far left or right of the scale indicates a fuel change of 1096 at least Rich Lean Indicator Light This light includes the voltage output from the oxygen sensor in large numbers to aid in tuning when the air fuel ratio is leaner than 14 7 1 it will turn red When the air fuel ratio is richer than 1437 1 it will turn yellow When the voltage is higher th
65. 1 COMPLETE SOFTWARE OVERVIEW Appendix 1 provides a description of all the software functions It is not intended to describe how to tune an engine but rather to provide one section that details all the different screens that will be used FUEL These allow the user to alter the fuel specific parameters of the engine Main This is the primary table the engine uses when it is running Each box or cell contains a number representing the injector pulse time The larger the number the longer the injector is pulsed and the more fuel is delivered The cells are organized by engine speed RPM and load MAP or TPS depending on whether speed density or Alpha N is selected typically speed density will be used Typically the greater the manifold pressure the more fuel is needed Also the fuel requirements vary with engine speed based on the breathing efficiency of the engine If the ECU is attached to the PC the cell background color will change to indicate which cell is being utilized by the ECU for its fuel calculations This cell background color change will move around as the engine speed and load change When first brought up the cursor will be in the lower left corner of the cells Obviously you can use the mouse to move the cursor to different cells but it is probably more beneficial to use the arrow keys When using the arrow keys the number in the cell will be highlighted so you can immediately type a new number to alter the fuel am
66. 121 1 129 7 Afterstart Holdoff Rew 15 15 14 14 13 13 12 nf nf nf nf nf nf n n Afterstart Decay Rate 1 Revs i4f 13 12 117 tof 9 s sf ef sf ef sf ef 8 Auto Prime 7mSec Pulse Count WOWOWONCEONONOEONONCNCNECNONONCON Engine Temperature F 0 11 32 341 54 fo 87 98 110 121 138 156 180 212 235 Figure 9 Startup Enrichment Table 4 STARTUP STARTS AND STALLS If the engine starts and then stalls it most likely needs more air and or fuel There are several areas that may need tuning that relate to fuel For simplicity s sake at this time we are going to stay in one area the main fuel map The other areas that will likely need to be changed are the coolant temperature modifiers and the afterstart enrichment If these areas are not ideal we will just tune the fuel map now to compensate The idea is to allow the engine to stay running and get up to operating temperature where the main fuel map can then be properly tuned After the main fuel map is tuned with the engine up to operating temperature you will ONLY use the coolant temperature modifiers and the afterstart enrichment for cold engine performance Tuning these areas is covered in Required Additional EFI Tuning Section 9 0 Go to Fuel and Main Fuel Map This brings up the main fuel map The fuel map has 16 columns and rows The bottom indicates the engine rpm scale The left column indicates manifold vacuum or pressure The bottom of the map indica
67. 2M sed 02Mod i000 dMAPdt o V Bat E 40 Ini Pw 231 Request Rich 2 Lean Park Neutral GM 100 sof 91 95 100 106 109 114 117 120 122 125 128 128 127 124 119 34 7 7 89 92 95 33 102 105 111 113 117 119 121 121 120 118 115 88 so 82 94 87 33 38 101 105 108 112 115 117 117 115 114 108 81 70 70 75 77 82 90 36 100 104 106 107 109 107 107 103 100 75 65 68 73 91 99 95 97 99 se 97 34 si 88 63 51 55 59 66 75 84 85 88 89 ss se 85 84 82 79 63 44 46 50 56 61 70 77 79 80 79 78 75 75 72 MAP 56 40 48 53 72 72 72 70 70 66 0 37 37 47 52 59 63 e amp t GI 57 44 35 36 36 39 47 50 50 50 51 54 54 55 53 50 50 47 38 32 31 32 35 41 42 43 42 42 45 45 45 44 42 40 37 7 25 26 31 32 35 37 37 38 38 37 35 33 33 33 29 21 18 19 23 25 25 27 28 28 27 26 25 26 26 26 26 19 19 16 18 18 18 20 22 22 22 21 23 26 26 25 26 23 13 17 15 14 14 14 15 15 16 16 18 20 23 23 23 23 2 8 ps 13 12 13 13 13 13 14 15 17 18 20 20 21 21 2 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Engine RPM Figure 7 Example of Engine During Cranking 26 2 CHECK TIMING If the
68. 48 Engine Parameters Engine Parameters Base engine parameters that must be adjusted before the engine is started Number of cylinders Select from 4 6 or 8 cylinders Only even fire engines can be used Most engines are even fire except for some V6 engines Open or Closed Loop operation See the EFI fundamentals Section 1 20 amp 1 21 for important information on open and closed loop When equipped with an oxygen sensor the ECU can operate in closed loop operation if desired In open loop operation the ECU looks up the desired fuel amount from the fuel cells based on the engine speed and load the manifold pressure or TPS but does not use the oxygen sensor to trim the final amount of fuel In closed loop operation the ECU does the same task but then attempts to trim the final fuel amount based on the feedback from the oxygen sensor If the exhaust oxygen sensor indicates a lean condition the amount of fuel is increased slightly Conversely if the sensor indicates a rich condition the fuel delivery is reduced slightly Use of closed loop operation will compensate for engine wear altitude changes etc Injection Style The system can control either port fuel injection systems or a throttle body system See the EFI Fundamentals Section 1 0 on descriptions of both Ignition Type The system must know what type of ignition signal to look for and whether to generate spark timing signals or not See Appendix 10 for more specifics on
69. ASSIS GROUND CRANE HI 6 IGNITION BROWN CRANE GREEN WHITE POINTS TRIGGER HI IEAVY RED HEAVY BLACK TACHOMETER CD COIL HOLLEY P N 820 100 e BATTERY O COMMANDER 950 HARNESS NOT SUPPLIED 4 PIN 534 138 C WHITE PINK OR RED HOLLEY ADAPTER BLUEMHITE YELLOW BLACK TANIBLACK BLACK 16 AWG GROUND CASE TO ENGINE BLOCK QUICK DISCONNECT BY PASSES COMMANDER 950 TIMING TO REVERT TO HEI MODULE TIMING DISTRIBUTOR HOLLEY P N 890 160 MSD P N 8366 Figure 68 90 COMMANDER 950 TO AFTERMARKET IGNITION USING MAGNETIC PICK UP DISTRIBUTOR COMMANDER 950 NOT CONTROLLING IGNITION TIMING
70. ATION Black Ground connection Red with fuse 12 Volt attach to the battery Red White Switched 12 volt power Orange Red AC Request Optional 12v Light Blue Park Neutral Optional Ground Green Black 12 volt Fuel Pump WARNING Keep all wires away from hot exhaust components Bare or frayed wires can result in electrical short Circuits which can cause system or vehicle damage or a fire hazard resulting in property damage serious injury and or death COMMANDER 950 RED WHITE RED_W FUSE w a LIGHT BLUE GREEN BLACK ORANGE RED TO SWITCHED 12v TO BATTERY 4 TO GROUND PARK NEUTRAL OPTIONAL TO FUEL PUMP 4 AC REQUEST OPTIONAL TO GROUND WHEN IN OR FUEL PUMP RELAY TO COMPRESSOR CLUTCH PARK AND NEUTRAL o BATTERY C3 IGNITION lt SWITCH USE OF A RELAY NOT SUPPLIED IS RECOMMENDED ui FOR FUEL PUMPS THAT GROUND DRAW OVER 10 AMPS HOLLEY SUPPLIED PUMPS DRAW LESS THAN 10 AMPS BELOW 50 PSI Figure 3 Non Terminated Wiring Diagram 1 BLACK WIRE Connect the black wire to a solid chassis ground with the ring terminal provided The best place to connect is the negative side of the battery 2 RED WIRE Connect the red wire d
71. BOXES OF THE Pulse Width Rate of Change of TPS YES TABLE 0 3 mSec Avoid making too much change to the TPS enrichment table as this will affect low load transient response Concentrate the most on the MAP enrichment table as this has the most affect on medium load transient response Most of the time fuel pulse width needs to be added to these tables if the engine doesn t rev smoothly A lot of fuel needs to be added before the engine stumbles due to too much fuel As always if the symptom gets worse try taking fuel out Spark advance can also have an effect ACCELERATE AT A MEDIUM RATE DOES THE ENGINE HEISTATE OR STUMBLE NO RAISE LEFT 6 BOXES OF THE Rate of Change of MAP Sensor TABLE 10 UNITS ACCELERATE AT A MEDIUM RATE GOOD MAKE ANOTHER RUN TO DOUBLE CHECK TUNING THEN PROCEED TO HIGH LOAD TRANSIENT TUNING DOES THE ENGINE HEISTATE OR STUMBLE NO Note This flowchart is slightly simplified See accompanying text for details Figure 21 EFI Tuning Guide Medium Load Transient After Base Map is Fully Tuned Most of the time fuel pulse width needs to be added to these tables if the engine doesn t rev smoothly A lot of fuel needs to be added before the engine stumbles due to too much fuel As always if the symptom gets worse try taking fuel out Spark advance can also have an effect Note FLOOR GAS QUICKLY DRAG RACE LAUNCH
72. C5 Purple Yellow C6 Purple Blue A lt B NOT USED C7 Black White NOT USED C8 White Points Out c9 Orange Coolant Temp cio Brown Coil i Bed Blagh B MAT singnal ci Blu Black nies TPS signal Green A 5 Volt ref c14 erange NOT USED Battery ECU GND Black White B Analog GND Analog GND Black White Orange EST SPOUT Green Bypass Black White Analog GND Black White eee B 02 Sensor signal D7 Purple NOSenable D8 Red C gt NOS1 D9 Purple ECU GND pio Black ns oe N L NOT USED D11 L Black E NOT USED D12 Injector A D13 ector B D14 _White Red ector D15 Yellow Black A Injector D White Green LI Red White gt B HALL rj Black EFFECT FT D gt wie dp 9 iD 8 All connectors viewed from end away from the wires 97 Figure 75 G M LT1 LT4 engine P N 271R886A Holley Performance Products 1801 Russellville Road P O Box 10360 Bowling Green KY 42102 7360 Technical Service 1 270 781 9741 Fax 1 270 781 9772 Email support holley com Website www holley com Holley Performance Products Limited Warranty Holley Performance Products warrants its new performance product Annihilator product Weiand product Lunati product NOS product and Hooker product to be free from defects in material and workmanship for a period of one 1 year from date of purchase with the exception of Flowtech and Earl
73. CK 16 AWG ir I COMMANDER 950 ES Emi DISTRIBUTOR 0 4 PIN PIGTAIL CONNECTOR HARNESS PIN WHITE GROUND CASE TO ENGINE BLOCK POINTS TRIGGER NOTE ROUTE THESE WIRES AWAY FROM ALL OTHERS VIOLET AND GREEN TO AVOID INTERFERENCE NOT USED ra ORANGE AND BLACK 7 n 1 74 m ORANGE BLACK 4 A HOLLEY 800 SERIES IGNITION TENTION RED SWITCHED POWER rm MSD 6 SERIES IGNITION Cs CRANE HI 6 IGNITION switcH GREEN TO CHASSIS GROUND 0 BROWN CRANE GREEN HEAVY RED HEAVY BLACK BATTERY TACHOMETER CD COIL HOLLEY P N 820 100 Figure 62 85 COMMANDER 950 TO GM HEI USING MECHANICAL AND VACUUM ADVANCE 4 PIN MODULE DISTRIBUTOR COMMANDER 950 NOT CONTROLLING IGNITION TIMING 1 NOTE ON VEHICLES WITHOUT A FACTORY TACHOMETER CONNECT THE COMMANDER 0 0 950 S YELLOW WIRE DIRECTLY TO THE DISTRIBUTOR TERMINAL MARKED TACH USING A 1 4 FEMALE SPADE CONNECTOR YELLOW COMMANDER 950 GROUND CASE TO ENGINE BLOCK c BROWN FACTORY HARNESS f INSTALL SUITABLE WIRE TERMINALS WITH PLASTIC CONNECTOR DISTRIBUTOR BROWN FACTORY HARNESS TO TACHOMETER RED SWITCHED POWER ignition SW
74. CREASE AFTERSTART DOES THE ENGINE ENRICHMENT 5 AT STALL IN THE FIRST 2 The actual amount of fuel that THAT ENGINE TEMP SECONDS needs to be added depends upon how far the settings are off The settings may need fine tuning as varying cold start conditions change summer to winter etc ADD 5 MORE COOLANT TEMP DOES THE ENGINE ENRICHMENT AT STALL DURING THAT ENGINE TEMP WARMUP NO ADD 2 MORE DOES THE ENGINE COOLANT TEMP CONTINUE TO RUN ENRICHMENT AT YES ROUGHLY THAT ENGINE TEMP DOES THE ENGINE RUN ROUGHLY DURING WARMUP NO NO GOOD START THE ENGINE THE NEXT MORNING TO RECHECK SETTINGS Note This flowchart is slightly simplified See accompanying text for details Figure 32 EFI Tuning Guide Cold Start After Base Map is Tuned Hot Afterstart Enrichment Afterstart enrichment is fuel added immediately after the vehicle starts It is then taken out very quickly How much and how quickly is adjustable with tables in the software Even after the coolant temperature enrichment is properly set afterstart enrichment provides and engine with more fuel for a short time that is necessary for best operation Like coolant temperature enrichment how much afterstart enrichment needed has a lot to do with the camshaft in the engine Efficient high vacuum engines with small cams need less afterstart enrichment than engines with large cams and low vacuum at idle Cranking Pulse Width
75. ECU is getting an RPM signal the next best thing is to make sure that the ignition is firing To check this connect a timing light to spark plug 1 and make sure that it is firing while it is cranking If it is try to see approximately what the timing is on the harmonic balancer If it is not between approximately 0 and 40 BTDC then that may be why it will not start Adjust the distributor until the timing is about 10 BTDC Cranking Enrichment Afterstart Enrichment AT Coolant Modifier Fuel Amount Fuel Map Base Fuel Amount Rg COLD Temperature HOT Figure 8 Idle Fuel vs Temperature 3 CRANKING PULSEWIDTH Figure 8 above is a graphical representation of the fuel that is injected at idle when an engine is started As you can see cranking fuel is added until the engine starts After it starts the base fuel map value is determined from the main fuel map and is multiplied by the coolant modifier and the afterstart enrichment Refer to this to help understand how fuel is added after an engine is started If the engine still won t start and you are sure the ignition is firing and is set reasonably close then you need to change the cranking pulse width Go to Fuel and Startup Enrichment Figure 9 The top line indicates the cranking pulse width how much fuel is injected when the engine is cranking based on the coolant temperature When the key is turned on the area temperature at which
76. EFI U nennen nennen u uu uu u 36 10 0 25 rdi xtti dona grobe exa a Uu A 50 11 0 DATA LOGGER 1 3 disi U U S coda dona ba baa ak Cn deca a coda Tanga dada d oda a Rada ian ka Dada Rd RE 53 APPENDIX 1 COMPLETE SOFTWARE OVERVIEW 56 HARDWARE SETTINGS HDWR 5 2 0242 46 0000 0 0 nn kk nisse sd nnn nh eee nnn treni nsns nnns 63 IDEESAIR CONT ROMs otis rt eredi ok INIM NOD NOU 65 PID Definitioris for dle Air Gotntrol 5 vetu DAC Oo abe geet nade RR eu yaa 65 TERENTIUM ec 66 APPENDIX 2 APPLICATION SPECIFIC TUNING 67 SPECIFIC INFORMATION FOR RACE APPLICATIONS 1 2 2 6 inet 67 TBI SPECIFIC TUNING INFORMATION 1 10 Et kk ERR ERNE RENE NERE NREN EEN ENERET RENE ise diss essa 68 5 0L FORD SPECIFIC TUNING INFORMATION ccccccececeeceececeeeeceeeeceeueceeueueeueuseueueeaeueessueeueueeaeueeaaeeeaeueeueuee
77. Faulty ECU Replace ECU Engine runs rich High supply fuel pressure Install pressure gauges and adjust pressure High return fuel pressure Kinked or restricted fuel line Repair kinks and remove obstructions from lines System not tuned properly See Tuning section MAP sensor hooked up improperly Using vacuum gauge ensure MAP sensor is hooked up to full manifold vacuum Faulty MAP sensor See Testing MAP Sensor section Oxygen sensor mounted incorrectly See Oxygen Sensor installation in instructions Faulty oxygen sensor Replace oxygen sensor Engine runs lean Low supply fuel pressure Install pressure gauges and adjust pressure System not tuned properly See Tuning section Faulty MAP sensor See Testing MAP Sensor section Faulty oxygen sensor Replace oxygen sensor Incorrect system sizing See Choosing the Right System Hard starting cold Faulty coolant temperature sensor See Testing Coolant Temperature Sensor section Faulty air charge temp sensor See Testing Air Charge Temperature Sensor Faulty IAC motor See Testing IAC section Fuel pump not flowing fuel See Item 1 above Hard starting warm Engine flooding Use Clear Flood mode Inspect injectors after shutting off engine for injector leakage Replace leaking injectors Faulty coolant temperature sensor See Testing Coolant Temperature Sensor Faulty air charge temp sensor See Testing Air Charge Temperature Sensor Fuel
78. ITCH Figure 63 COMMANDER 950 TO AFTERMARKET IGNITION USING GM WITH MECHANICAL AND VACUUM ADVANCE 4 PIN MODULE DISTRIBUTOR COMMANDER 950 NOT CONTROLLING IGNITION TIMING CD COIL HOLLEY P N 820 112 HOLLEY P N 820 113 NOTE ROUTE THESE WIRES DISTRIBUTOR AWAY FROM ALL OTHERS WHITE TO AVOID INTERFERENCE VIOLET AND GREEN 7 4 POINTS TRIGGER I i I i CONNECT DISTRIBUTOR AFTERMARKET IGNITION PER MANUFACTURER S ORANGE AND BLACK j INSTRUCTIONS f i i HOLLEY 800 SERIES IGNITION RED SWITCHED POWER MSD 6 SERIES IGNITION j i CRANE HI 6 IGNITION BROWN CRANE GREEN HEAVY RED HEAVY BLACK e BATTERY e YELLOW BLACK COMMANDER 950 GROUND CASE TO ENGINE BLOCK TACHOMETER Figure 64 87 COMMANDER 950 GM HEI IGNITION USING COMPUTER CONTROLLED DISTRIBUTOR 7 PIN MODULE COMMANDER 950 CONTROLLING IGNITION TIMING TACH NOT SUPPLIED IGNITION z SWITCH B NOT SUPPLIED TACHOMETER BLUE WHITE YELLOW BLACK 0 0 TAN BLACK BLACK 16 AWG
79. LLING TIMING SWITCHED POWER Cs IGNITION SWITCH INDUCTIVE COIL HOLLEY 820 214 P N 534 138 C WHITE PINK OR RED HOLLEY ADAPTER BLUE WHITE YELLOW BLACK 0 0 TAN BLACK BLACK 16 AWG zm LA COMMANDER 950 B r i H I H QUICK DISCONNECT BY PASSES COMMANDER 950 TIMING d TO REVERT TO HEI MODULE TIMING GROUND CASE TO ENGINE BLOCK Figure 67 DISTRIBUTOR HOLLEY P N 890 160 MSD P N 8366 89 COMMANDER 950 TO AFTERMARKET IGNITION USING A GM 7 PIN STYLE DISTRIBUTOR AND EXTERNAL COIL COMMANDER 950 CONTROLLING IGNITION TIMING NOTE ROUTE THESE WIRES AWAY FROM ALL OTHERS TO AVOID INTERFERENCE VIOLET AND GREEN NOT USED ORANGE AND BLACK ORANGE BLACK I L RED SWITCHED POWER ET 4 SWITCHED POWER IGNITION JL SWITCH HOLLEY 800 SERIES IGNITION MSD 6 SERIES IGNITION GREEN TO CH
80. Park Neut Active ae Bets 02 Lit Off 02 Mod D 0 V Bat o Inj Pw o Rev Limiting Coolant A C Request seek Park Neutral GM HEI 100 24 24 zf 23 24 28 33 36 36 36 36 36 36 36 36 36 34 24 24 23 23 24 28 36 36 36 36 36 36 36 36 88 24 24 23 23 24 28 36 36 36 36 36 36 36 1 24 24 23 23 24 28 33 36 36 36 36 36 36 36 75 24 24 23 23 24 28 33 36 36 36 36 36 69 24 24 23 23 24 25 33 36 36 36 36 36 36 36 Map 53 24 24 23 24 25 36 36 36 36 36 56 24 24 23 23 24 25 33 36 36 37 37 37 37 37 37 37 50 22 21 21 23 24 25 33 36 37 38 38 44 19 19 19 23 24 28 33 36 33 39 38 19 19 19 23 26 30 34 38 33 41 e a aif s 4 31 19 19 19 23 28 32 37 41 43 43 43 43 43 43 43 25 19 19 19 23 30 35 40 42 43 45 45 45 45 45 45 45 19 19 19 23 30 35 40 42 43 45 45 45 45 45 45 45 13 19 19 23 30 35 42 43 45 45 45 45 45 45 45 8 19 19 23 30 35 40 42 43 45 45 45 45 45 45 45 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 Figure 23 Spark Map Keep in mind that stock engines with mechanical advance also have vacuum advance
81. TEMP WARMUP ADD 2 MORE DOES THE ENGINE COOLANT TEMP CONTINUE TO RUN ENRICHMENT AT ROUGHLY THAT ENGINE TEMP DOES THE ENGINE RUN ROUGHLY DURING WARMUP NO NO GOOD START THE ENGINE THE NEXT MORNING TO RECHECK SETTINGS Note This flowchart is slightly simplified See accompanying text for details Figure 55 EFI Tuning Guide Cold Start After Base Map is Tuned Hot Appendix 4 GENERAL TROUBLESHOOTING Double check ALL wiring connections and system voltages BEFORE replacing components If you suspect an ECU or component failure check all other possible problems before replacing a component 1 Fuel Pump fails to Open or blown fuse Replace fuse operate Poor ground connection Clean ground and tighten securely Faulty power relay See Testing Relay section Faulty fuel pump Check for voltage and ground at pump If voltage and ground are present replace pump Faulty ECU Replace ECU 2 No fuel from Open or blown fuse Replace fuse injectors Poor ground connection Clean ground and tighten securely Injector connection loose Inspect and clean connections reconnect No fuel in tank Add fuel to tank Low fuel pressure Install pressure gauges and adjust pressure High return fuel pressure Kinked or restricted fuel line Repair kinks and remove obstructions from lines Bad fuel pump See Item 1 above No tach signal Make sure proper ignition signal wire is used
82. The vacuum advance could add about an extra 8 15 of timing when the engine is not under load This increases the response and driveability of the vehicle The timing at WOT and full load at 2500 rpm is different than what performs best at cruise and light load and 2500 rpm The timing an engine needs at idle varies widely depending on its specifications Typically the bigger the cam the more advance the engine needs for the best idle It is not uncommon that an engine with a big cam likes 20 28 of timing at idle Stock engines may only like 4 12 at idle Initial timing for supercharged engines must be at least 16 18 for mild camshafts with an advertised duration around 270 290 A camshaft with more duration will require more initial advance Some aggressive camshaft profiles may require as much as 24 28 initial timing Running less initial timing with a supercharger may cause excess heating glowing headers at idle and possible stumble when accelerating Timing at cruise at rpm s between 2000 and 3000 may run between 25 and 40 See what your engine likes At wide open throttle timing requirements also vary An engine that needs a lot of timing to run best is just a sign that it has inefficient combustion Typically the bigger the bore the more timing an engine may need The better the combustion chamber and piston dome design the less timing it needs Most typical small blocks need between 32 and 36 for best safe power Typical big bloc
83. a guau 79 ENGINE MANAGEMENT SYSTEMS a 79 Air isa uo a e et dedu due eon Ee eve ae a a ish Dd aac Da dae wa ce 79 80 Ignition Timing WU Ez Ta o T1 To ERR 81 APPENDIX 8 THE ENGINE APPLICATION AND THE SELECTION OF YOUR FUEL MANAGEMENT SYSTEM COMPONENTS u u U u u u u u 81 aspas s asss 81 WEE PRESSURE A tM 82 BIGGER IS BETTER TRUE OR EALSE Qu y ticum repu 82 APPENDIX 9 FUEL u u 83 APPENDIX 10 WIRING 5 ARR S ARR RR 84 HOLLEY PERFORMANCE PRODUCTS LIMITED 1 1 4 98 INTRODUCTION Thank you for your purchase of the Holley Commander 950 Fuel Injection System This tuning manu
84. a non progressive TBI setup so that the pulsewidth at idle is higher for best idle TBI Switch 4 2 This is used to switch from all four injectors firing back to two This value should be about 10 below the TBI Switch 2 4 value RPM Cell Pointers This table allows the user to define where the breakpoints will occur in the fuel and spark maps This feature allows the user to define where the most resolution should occur For any vehicle the fuel map should most broadly cover the most typical operating range Street driven vehicles should have the scale set up so that the idle and cruise regions have adequate resolution Port and Throttle Body injector opening times All injectors will take a certain amount of time to just open before any fuel starts coming out The amount of time this takes is dependent on battery voltage Unlike most other systems on the market this ECU allows the user to specify the amount of time the injectors need at specific battery voltages The base values are fine for the majority of users Unless you are involved in professional racing and don t run an alternator to assure a constant voltage changing these numbers are not needed Idle Air Control These parameters adjust how the idle air motor is controlled IAC Motor PA IAC Motor Body E IAC Plunger M N IAC Plunger Fully Retracted into SS Fd Extended out of IAC IAC Body say SVG NOTE It is not recommended that the user change th
85. aeneeaeeeenes 69 APPENDIX TUNING TROUBLESHOOTING 70 APPENDIX 4 GENERAL TROUBLESHOOTINGQ uaa kun 73 APPENDIX 5 TESTING AND TROUBLESHOOTING ELECTRICAL COMPONENTS 74 FESTING RELAYS re i Loo ee Me eo Um 74 TESTING THE MANIFOLD ABSOLUTE PRESSURE MAP SENSOR 1 222 000 74 TESTING THROTILE POSITION SENSOR TPS uuu ua ee o Pee un eo ER bess PERS ORE D CE Re E Re TER Un ER CR 74 TESTING IDLE AIR CONTROL IAC 75 TESTING COOLANT TEMPERATURE SENSOR 0 ccseccssescccesecssectecscuecsaeuetecssechuacatestansuscncucehuecetactaeeuacusuctuectuauceceetenans 75 TESTING AIR CHARGE TEMPERATURE 75 TESTING THE OXY GEN SENSOR Se S mau mam see IG NO yau ate OK 75 APPENDIX 6 OXYGEN SENSOR EFFECT ON PERFORMANGCGE 76 APPENDIX 7 DESCRIPTION OF FUEL INJECTION 5 5 65 77 COMBUSTION PRINCIPLES AND AIR FUEL RATIOS 77 EMISSIONS AND PERFORMANCE uka u aa au huwa Qu
86. air due to its design The 80 mm would need to go open loop sooner as it will allow more air to enter and consequently the engine would make more power sooner than the progressive 4 bbl 2 This value is also adjusted based on the feel of the vehicle If it feels better to increase or decrease this value do it 45 TIP 46 As a guideline a TPS position that is between 2 3 and 3 4 throttle usually works fine for naturally aspirated engines This is an important value but does not need to be exact down to 5 or 10 numbers A supercharged or turbocharged engine will have this value set much lower Normally this value should be 17 25 of WOT gt Compensation Step Size This table specifies how much fuel the ECU will take out or add to the current volume on each step in an attempt to bring the air fuel ratio to ideal The base settings that ramp from 1 to 3 as the rpm increases are usually ideal Increasing the low rpm settings from more than 1 or 2 will usually cause the ECU to overshoot the correct setting Seconds between O2 Compensation Step changes This table sets the amount of time the processor waits before further adjusting the fueling amount This is commonly referred to as the transport delay After a fuel change is made the new amount must travel to the cylinder on the intake stroke be compressed ignited by the spark push the piston down leave through the exhaust valve travel down the exhaust tube and be sensed by
87. al is designed to take all of the guesswork out of tuning your Commander 950 Holley is dedicated to providing products for our customers that not only outperform your expectations but also are easy to install and tune NOTE We highly recommend that you carefully read through all the manuals included with your system before installing and tuning your Commander 950 Fuel Injection System This will eliminate many problem areas and wasted time This manual covers only the wiring and tuning aspects of the Commander 950 The hardware installation manual if included will cover all aspects of the actual installation of the mechanical components manifold throttle bodies etc The Commander 950 systems are the most powerful fuel injection systems available today and are constructed from the highest quality components that have guided many racers to the winner s circle Holley s race winning heritage and technology is taken to the next step with our Commander 950 fuel injection systems These systems are perfect for both street and full blown race applications yet are user friendly This controller will allow you to tune fuel delivery spark timing boost compensation fuel pump control cooling fan idle quality and much more As sophisticated as this system is this tuning manual will walk you through each step giving you maximum power driveability and reliability out of your engine Chapter 1 of this manual consists of the terms and definiti
88. ameters before entering closed loop Hot Start Delay The amount of time the engine will wait before entering closed loop operation when the engine is restarted while still hot This should be about 30 seconds RPM to Enter Closed Loop Any rpm above this point will activate closed loop If your engine idles at 800 rpm and you want to idle closed loop then set this number to 500 700 rpm If you have an engine that does not like to idle closed loop or the oxygen sensor does not get enough heat at idle because of its placement set this number to approximately 1500 rpm RPM to Return to Open Loop If the rpm falls below this point open loop operation will occur This setting should be about 100 rpm below the rpm to enter closed loop This is so that the ECU doesn t not hunt between open and closed loop operation Cold Start Tuning The first area that will likely need tuning will be cold start enrichment The base maps should be fairly close for mild performance engines Engines with large camshafts may need large increases in this area however There are two areas that are very important and need to be tuned in conjunction with each other They are the coolant temperature enrichment and the afterstart enrichment We will first explain and tune the coolant temperature enrichment It is found under Fuel and Modifiers The coolant temperature enrichment is extra fuel that is added to the engine as it warms up to operating temperature It
89. an 75V it will turn green This signifies a safe air fuel ratio under load RPM Indicates actual engine speed Spk Adv Show current spark advance IAC Position Indicates the position of the pintle on the idle air control motor This is a very important reading for adjusting idle The scale reads from 10 closed to 200 fully open If the idle is too high and this value is 10 the IAC can not close further which means that the throttle plates must be closed instead If the idle is too low and the value is 200 the IAC is fully open and can not add more air which means that the throttle plates must be opened more dTPSat Indicates the rate of change of the throttle position sensor dMAPdt Indicates the rate of change of the MAP sensor MAP Shows the manifold pressure if 1 bar will vary between 0 100 2 bar 0 200 and 3 bar 0 300 TPS shows the position of the throttle position sensor MAT Manifold air temperature in degrees Fahrenheit O gt Show the output voltage from the oxygen sensor The range is 0 to 1 volt V Bat Indicates battery voltage Coolant Indicates the coolant temperature in degrees Fahrenheit MAT Mod Indicates the modification to the base fuel pulse width based on intake air temperature Based off of a percentage of 100 Clt Mod Indicates the modification to the base fuel pulse width based on coolant temperature Based off of a percentage of 100 Aft Mod Indicates the fuel aft
90. arket In tank Pump Stock style pump module 1 15 Fuel Pump Inlet Filter The function of this filter is to eliminate any impurities that might harm the fuel pump In the in line fuel pump type this filter is external to the fuel tank and is in a replaceable cartridge filter In the in tank fuel pumps the fuel filter is in the form of a sock and is directly attached to the pump in the pump on a stick version and attached to the fuel pump module in the module version These filters have a rating of 120 150 microns Fuel Pump Inlet Filter NOTE This fuel filter is required to avoid fuel pump damage 1 16 Main Fuel Filter The function of this filter is to eliminate any contaminants after the fuel pump These are either small enough to pass through the fuel filter of the pump inlet or are generated by the fuel pump This fuel filter is also of the cartridge type but is designed to sustain much higher fuel pressures than the fuel pump inlet filter These filters have a rating of 10 microns NOTE This fuel filter is required to avoid fuel injector damage Main Fuel Filter 1 17 Fuel Pressure Regulator Fuel system pressure is maintained by the regulator while excess fuel is returned to the fuel tank The regulator consists of two chambers separated by a diaphragm assembly On the fuel side of the diaphragm a throttling valve is employed to increase or restrict fuel flow as the fuel pressure fluctuates The other side contains a spring
91. arness for the fuel injectors is separate from the main harness For multi port systems route the injector harness as desired This harness plugs into the 5 wire connector on the main harness TBI systems also plug directly into this connector 5 4 Ignition Wiring Appendix 10 includes wiring diagrams to wire the following Large Cap Computer Controlled GM HEI Plugs directly into the 4 pin weatherpack ignition connector in the Commander 950 harness Small Cap Computer Controlled GM HEI Requires adapter PN 534 138 that plugs into the 4 pin weatherpack connector in the Commander 950 harness This adapter is included with complete Chevrolet SB and BB Multi port EFI systems Ford TFI Works with any Ford TFI electronic distributor Requires adapter PN 534 139 that plugs into the 4 pin weatherpack connector in the Commander 950 harness This adapter is included with complete Ford Multi port EFI systems Large Cap Non Computerized HEI This distributor uses mechanical and vacuum advance and is not capable of having the Commander 950 control timing 18 Crank Trigger CD Ignition Systems The Commander 950 can control the timing on any engine that uses a crank trigger magnetic or Hall effect and capacitive discharge ignition box Non Computer Controlled Inductive Ignition Systems Any inductive non CD ignition system most stock ignition systems are inductive can be used to provide an RPM signal to the Commander 950 These
92. at 13 5 Volts Pressure PSI Flow Lbs Hr Flow Liters Hour Flow Gallons Hour Current Amps 45 404 255 67 8 60 361 229 60 10 75 331 209 55 11 2 If the pump is run at 12 Volts the flow will decrease by approximately 20 If the current of any pump used exceeds approximately 10 Amps it is recommended to use another relay that is triggered by the green black wire Use the pump manufacture s suggested wire gauge for the positive and negative leads that feed the pump If too small of a wire is used there will be a voltage drop to the pump and the pump output will suffer accordingly If you do not want the Commander 950 to turn on the fuel pump that is fine You can use a separate switch and relay system to do so It is very important to mount the pump as close as possible to the fuel tank It needs to be at a level that is below the fuel level in the tank Do not clamp the pump in the center of the pump and overtighten as this may damage the pump 83 Appendix 10 WIRING DIAGRAMS Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68 Figure 69 Figure 70 Figure 71 Figure 72 Figure 73 Figure 74 Figure 75 Commander 950 to Ford TFI Ignition Using Ford Computer Controlled Distributor TFI Module Commander 950 to Aftermarket Ignition Using Ford Computer Controlled Distributor Module Commander 950 to GM HEI Using Mechanical and Vacuum Advance 4 Pin Module Distributor Commander
93. ata monitor and the IAC Position It should read 10 15 with the engine at the programmed desired idle If the IAC is too far open the desired cold idle speed will not be maintained If the idle speed is greater than desired close the throttle plates A small tip is to set the engine to idle at a speed that is proper for the engine If you installed a very large cam don t expect the engine to idle comfortably at 600 rpm Running an engine closed loop at idle is always desirable as it allows for the computer to alter the fuel as weather and other conditions change Some engines particularly those with big camshafts may need to run richer than the 14 7 1 air fuel ratio that is maintained with closed loop operation To modify closed loop parameters see closed loop operation below o Idle Air Control EXAMPLE 950 Gi x Derivative term 128 Proportional term 64 Integral Term 32 Destedide EEN 150 1050 roo tooo sro seo soo eeo eso 0 IAC Parked Poston 1201 mof roof so eof ol eof eof sof sof sol so so sol so so 54 66 75 Temperature F 0 11 32 41 87 98 110 121 138 156 180 212 235 Mosin 12 7a ro 70 70 100 110 120 130 140 150 TPS Position 16 32 48 64 80 96 112 128 144 160 176 192 208 224 240 255 Park Neut Kick Active Park Neutral Kick 128 Kick 128 Figure 26 Sometimes it is necessary to change the P I and D terms in th
94. ate with the ECU If comm 1 does not work change the software to comm 2 C950 icon 19 6 3 Software Operation and Navigation The Commander 950 is a Windows based software It functions the same as all other windows software Pull down menus are selected with the mouse These are then opened to view the various tables Software Data Capture When a window is opened the software checks for the ECU If it is present powered up and connected to the serial cable the computer will get the latest data from the ECU This ensures the user and the PC are always using the most up to date information If the ECU is not connected the PC will just use the information it has in memory If no map has been loaded into the PC via file load operation and no ECU is present there will be nothing in memory and zero will be displayed for nearly all variables These tables can be edited with the ECU connected and powered or without the ECU powered With the laptop computer connected and powered you can tune the vehicle with the engine running and with the vehicle being driven If the laptop is not connected to the ECU you can change the files and then later send the changes to the ECU Editing with the ECU Connected and Powered One of the most important features of the Commander 950 is the ability to make real time changes when the engine is running In order to do this the ECU must be connected to the computer and the ignition switched on the engin
95. ater Temp Sensor No Change ACCELERATION ENRICHMENT change in TPS and MAP Sensor CLOSED LOOP FEEDBACK TO Open Loop CLOSED LOOP Closed Loop MAINTAIN 14 7 1 OR AIR FUEL RATIO OPEN LOOP Oxygen Sensor AMOUNT OF FUEL AMOUNT FUEL INJECTED INJECTED Pulse Width Pulse Width Figure 1 Engine at Operating Temperature Speed Density ECU Strategy Flowchart 14 2 2 Alpha N Alpha N system is similar to a speed density EFI system except that for step 1 the ECU will look at engine speed and the position of the Throttle Position Sensor instead of the MAP Sensor to determine the value from the base fuel map The following flowchart Figure 2 illustrates this example THROTTLE ENGINE POSITION SPEED TPS Sensor Data Input BASE FUEL MAP VALUE ECU Calculations and Adjustments MANIFOLD AIR TEMPERATURE MODIFIER Air Temp Sensor COOLANT TEMPERATURE MODIFIER Water Temp Sensor ACCELERATION ENRICHMENT change in TPS and MAP Sensor CLOSED LOOP FEEDBACK TO Open Loop CLOSED LOOP Closed Loop MAINTAIN A421 OR AIR FUEL RATIO OPEN LOOP Oxygen Sensor AMOUNT OF FUEL AMOUNT OF FUEL INJECTED Pulse Width INJECTED Pulse Width Figure 2 Engine at Operating Temperature Alpha N ECU Strategy Flowchart 15 3 0 SKILL LEVEL REQUIRED Installation of the COMMANDER 950 intake system and the ECU requires approximately the same level of skill and experience to
96. ature increase Once the engine is tuned correctly at a certain temperature the fuel should be adjusted accordingly for all temperatures warmer and colder than the tuning air temperature Coolant Temperature Enrichment 96 This table is similar to a carburetor s choke function At cold engine temperatures the engine will need more fuel because some of the injected fuel will stick to the manifold walls or to the walls of the cylinder At higher engine temperatures this table can be used to increase the amount of fuel delivered to help cool the engine down Barometric Compensation 96 This table only appears in Alpha N mode and allows the user to adjust fuel delivery as altitude changes SPARK These are all the parameters for adjusting the spark delivery to the engine Main Spark Map This is the primary spark map used by the ECU to determine where to make the spark The table is organized just like the fuel map where moving further to the right represents an increase in the engine speed and traveling up the table represents an increase in the engine load The number in each cell represents the actual timing degrees for the engine If the ECU is attached to the PC the cell background color will change to indicate which cell is being utilized by the ECU for its spark calculations This cell background color change will move around as the engine speed and load change just as in the fuel map The spark map also has most of the data monitor featu
97. ccelerated This table is based upon change in TPS position and change in MAP reading Acceleration Enrichment EXAMPLE 950 D x Pulse Width Rate TPS Based Acceleration Enrichment Tables change of TPS cca Ee 2o z3o4 2 4 2 496 2 608 2 608 2 704 2 704 28 281 2 392 32 3504 40 TERE 1102102 f102f07 8 07 81104 7froasfiooo 7817731 756 758 758 969 temperature 2 32 4 B4 5 97 58 AS 435 455 480 5295 AE correction vs TPS eal 10 2 21 110 2 2h 110 2 eu 110 2 Ei 110 2 zie rz pozo 103 s 00 0 109 0 100 0 100 0 100 0 100 0 100 0 31 47 vg 95 5443 475 223 238 285 Rate of change of MAP Acceleration Enrichment Based on Manifold Pressure Changes Sensor Fuel units 45 40 40 42 45 48 50 55 55 55 60 60 65 65 5 Enrichment Decay Rate 16 16 15 15 14 13 13 12 12 12 12 12 12 12 12 Crank Triggers AE of Map vs HE EE ES Temperature i i 32 44 2656 75 97 98 110 121 138 156 180 212 235 Figure 42 Pulse Width Rate of change of TPS Delta TPS This table sets up a pulse width of fuel to be delivered to the engine when the TPS changes The faster the throttle is opened the further to the right the ECU will go to get the pulse width value The actual number entered is the pulse width in milliseconds Because of minimum on time settings values under 1 5 millise
98. ce If computer controlled timing is used which is highly recommended the advance can be increased at idle which can stabilize the idle Since the timing map is fully programmable this has no affect on other areas of the timing such as wide open throttle The fix is to increase only the idle spark timing Engine should not operate in closed loop at idle Some engines require air fuel ratios richer than stoichiometric 14 7 1 which closed loop operation maintains Typically engines with large camshafts and low manifold vacuum need to run richer than 14 7 1 The only way to do this is to run open loop The fix is to change the RPM to enter closed loop in the O2 screen to an rpm higher than idle such as 1400 rpm Engine Hesitates When the Throitle is Applied The following tuning will help alleviate hesitation when the throttle is applied The flowchart Figure 21 shows a graphical representation Injection volume map not correct When the throttle is applied to accelerate the area on the injection volume map that the ECU reads from changes rpm and load increases If the next area on the injection volume map that the ECU reads from is lean a stumble will occur even if there is a lot of acceleration enrichment The fix is to make sure that precise steady state mapping is performed at all points before transitional fueling and mapping is tuned lf steady state mapping is done and there is a hesitation when the throttle is a
99. ceed to the following The first tuning section was to get the base fuel map tuned for beginning users When performing fine tuning it is sometimes necessary to work with several different screens at once The following will again try to guide you through in a step by step method without getting too complicated IMPORTANT For typical performance street engines most of the modifier values in the base maps should be fairly close for most engines However every vehicle and engine combination will require fine tuning once the basic tuning is done to realize the performance EFI will deliver The more radical your engine combination is the more likely more extensive changes will be required 1 Speed Adjustment If you haven t already changed the idle speed at which you wish the engine to run go to Hdwr Settings and then to Idle Air Control On the top it asks for the desired idle based on the engine temperature Different engines like and need to idle at different soeeds Change these to the idle speeds in which you want your engine to idle Normally the highest idle speed will be when the engine is coldest and it will decrease as it warms up The difference is usually 200 300 rpm Factors that affect the speed you want are the cam size bigger cams usually need to idle higher the torque converter converters with low stall speeds need to idle lower so the vehicle doesn t pull against the brakes and what the customer wants
100. cessor receives input signals from various sensors from the engine and generates specific outputs to maintain optimum engine performance The engine operating modes controlled by the ECU typically include the following Baseline Fueling Spark Ignition Timing Cold and hot start Acceleration enrichment Battery voltage compensation Deceleration cut off or enleanment Run mode open loop or closed loop ECU 1 5 Throttle Body Assembly TBA The throttle body assembly also called air valve controls the airflow to the engine through one two or four butterfly valves and provides valve position feedback via the throttle position sensor Rotating the throttle lever to open or close the passage into the intake manifold controls the airflow to the engine The accelerator pedal controls the throttle lever position Other functions of the throttle body are idle bypass air control via the idle air control valve coolant heat for avoiding icing conditions vacuum signals for the ancillaries and the sensors 2 Barrel Throttle Body 4 Barrel Progressive Throttle Body 1 6 Fuel Injectors There are basically two approaches in delivering the fuel to the engine Above the throttle plate as in throttle body injection In the intake port toward the intake valves as in multi point injection The fuel injector is continuously supplied with pressurized fuel from the electric fuel pump The pressure to the injector is maintained constan
101. closed loop operation is it is highly advised that you review Section 1 12 amp 1 20 first The flow chart Figure 16 describes the following method in a graphical manner To tune the engine at idle and cruise we will have the feedback from the O gt sensor tell us how to change the map This makes it very simple Get the engine idling and up to operating temperature at least 150 F The CLT Mod Box should be at 100 at this point This indicates that you are not adding any extra fuel due to coolant temperature enrichment Bring up the main fuel map Towards the top center of the map there is a box called Oz Mod This number will be 100 when the engine is open loop When it is closed loop it will not be 100 This number tells you if the ECU is adding or subtracting fuel from the engine to maintain a 14 7 1 A F ratio If the number is 90 for example it means that the ECU is subtracting 10 fuel from the base map If it is 110 it means that the ECU is adding 10 fuel from the base map The following picture shows a properly tuned engine at idle with an mod of 89 9 Figure 14 31 32 v Fuel Map ECU Data x On line RPM 950 MAP 43 Med 1000 Bios Spk dv fao TPS 0 IAC Pos fi 2 F 76 Aft Mod fi 00 0 fo 02 075 Idle Spark Active Park Neut Active Rev Limiting D2Mod 598 C VBa io 28 A C Request Rich O2Comp Lean Coolant F 176
102. conds will not inject fuel AE Correction vs Coolant Temperature This allows the user to give more acceleration fuel based on the engine temperature to compensate for fuel droplets sticking to the manifold walls or cylinder walls The number entered is a percentage modification to the Delta TPS Numbers over 100 such as 110 add 10 percent more fuel to the base Delta TPS number Numbers lower than 100 such as 90 reduce the base Delta TPS by 10 percent If 100 is entered there is no modification due to temperature to the base Delta TPS AE Correction vs TPS This allows the user to adjust the size of the acceleration compensation based on how far open the throttle is This can be very useful for large throttle bodies where small changes off idle can give large airflow increases but changes to the throttle after about mid throttle give little airflow increase This is also percentage based with the numbers lower than 100 subtracting a percentage from the base Delta TPS and numbers higher than 100 adding a percentage to the base Delta TPS The numbers below the table indicate the throttle position sensor position Rate of Change of MAP Sensor Delta MAP A change in the manifold pressure can indicate a change in the engine loading requirements The values entered fuel units and are the same as the base fuel map whole numbers and are added to the base fuel value Decay How fast to pull out the additional fuel after detecting a c
103. d density you would tune the fuel map when the car was in neutral You would then put it into gear This would change the load on the engine and would change the point on the map you are tuning allow proper fuel in neutral and in gear With Alpha N you would be at the same point in the map whether in neutral or in gear The result would be a fuel map that is a compromise between these two points You likely need to run Alpha N when the manifold pressure as measured with the MAP sensor is greater than about 70 kPa This is approximately 8 5 inches of vacuum The reason for this is really the same as the problem described above with running speed density You will have large changes in the fuel map that will hurt driveability For example if an engine idles at 75 kPa you can tune it to idle fine at that rom However 2500 rpm and 75 kPa usually mean that the engine is under load and needs a lot more fuel than it did at idle Therefore the map would have big valley below about 1500 rpm what would make it hard to transition from idle to light load and higher load Alpha N is typically used on drag only cars Even if they have a throttle body design that is not ideal such as the Ford style mentioned above it is not usually a problem on drag cars because they mostly need to operate at idle and wide open throttle WOT Other than the burnout and driving through the pits they only see these two extremes These two areas can be mapped very successfully
104. ds to be reduced at idle The fix for this is to alter the injection volume map Oxygen sensor is too cool and causing incorrect closed loop feedback control see Appendix 6 Generally the signs of this are when the system is running closed loop and adding fuel yet the engine seems to be running to rich The fix for this is to move the oxygen sensor closer to the cylinder head If this is not possible the engine should be set to operate in open loop operation until it reaches an rpm where it has enough exhaust heat to function properly Timing map is not flat in the area that the engine is idling at While the engine is running monitor the spark map If the map is constructed in a way that the timing changes a lot at idle due to the map the idle may not be smooth The fix is to modify the spark map so it is flat at idle The throttle plates are too far closed If the throttle plates are too far closed the idle air motor must add a significant portion of the idle air Generally if the idle air motor shows a value of more than 30 in neutral at hot idle the throttle plates should be opened more The fix is to open the throttle plates more The fuel map is not smooth in the idle area If the injection volume map has significant increases or decreases around the idle area inconsistent fuel amount can be delivered to the engine causing an erratic idle The fix is to smooth the injection volume map in the idle area Not enough spark advan
105. e does not have to be running When a value is entered and the Enter key Arrow key or Tab key is pressed the value is instantly sent to the ECU and the old value is gone Editing with the ECU not Connected Values can be changed when the computer is not connected or the ignition not switched on However for these values to be entered in the ECU the entire file must be sent to overwrite what data is currently in the ECU The following shows how to open send retrieve and save a file When editing tables without being connected to the ECU you must also press the Enter key Arrow key or Tab key to enter the value Opening a File into the Computer To open a file into the computer perform the following steps 1 Select File and Open Data from Disk 2 Select the file you want to open either from the hard drive or a disk This will be explained in Step by Step Initial Startup 3 Hit Enter or click on Ok 4 The file is now in the computer Holley Commander 950 ioj xj File Comm Fuel Spark Datalogger Hdwr Settings About Figure 4 Sending a File to the ECU To send a file to the ECU perform the following steps 1 Open as described above Do NOT go to any of the other areas in the software as this will retrieve and corrupt the data you just opened 2 Make sure the ignition is on After the file is opened immediately go to File and Send ECU Data It will take approximately one minute
106. e electric resistance of the coil is in the range 1 2 to 4 0 Ohms In general the high impedance injector are rated for static fuel flows of 55 to 160 Ib hr The low impedance injectors are designed to be run with an ECU that employs peak and hold injector drivers also called current sensing or current limiting drivers The advantage of these drivers is that they limit the current in the injector and therefore reduce the heat generation in the ECU In general most bottom fed injectors are of the low impedance design 1 7 Manifold Absolute Pressure Sensor MAP The sensor is a three wire sensor located on or attached to the intake Manifold manifold The function of this sensor is to measure the changes in the intake Vacuum manifold air pressure and generates an electric signal that is proportional to Fitting the change of pressure There are basically three types of Map sensors 1bar 2bar and 3 bar The 1bar map sensor is for naturally aspirated engine applications The 2 and 3bar sensors are for forced induction engine applications turbocharged or supercharged The 2 bar sensor is for applications up to 15 psi forced induction pressure and the 3 bar sensor is for applications up to 30 psi forced induction pressure This signal is fed into the ECU and is used to Adjust the fuel delivery The map sensor represents the intake manifold vacuum gage for the ECU MAP sensor Spark ignition calculations NOTE Map sensors
107. e engine off open the throttle 2 3 s open and note the TPS value Then go to Hdwr Settings and Oxygen Sensor Enter this value under Max TPS for closed loop operation This will change the engine to open loop above this number allowing for the fuel to be richer than 14 7 1 Keep in mind that the fuel delivered will correspond to the value programmed in the fuel map If it is too lean you will damage the engine To tune WOT find a safe place where the vehicle can be accelerated to legal speeds Again you need one person driving and one person tuning and monitoring Open the main fuel map The sensor that needs to be monitored carefully is the oxygen sensor voltage output This is found on the data monitor O V This voltage is also shown in large numbers the Rich Lean indicator When this voltage is below 45 volts the color will be red When this voltage is between 45 and 75 volts it will be yellow When the voltage is above 75 volts it will be green 4 Fuel Map ECU Data 515 On line RPM 5700 MAP 95 Mod 100 0 Rich Lean Spk Adv 350 TPS 213 CltMod E 00 0 IAC Pos 33 z Aft Mod fi 00 0 Idle Spark Active Park Neut Active dTPSdt o 02 v o 75 Rey Limiting D2Mod 1000 FARER fo fi 3 8 Ini Pw 85 A C Request Rich 02 Lean Coolant F 178 Duty Cycle 80 8 Park Neutral 100 904 31 35 100 106 103 114 117 120 122 125 128 128 1271 124 119 84
108. e idle air control area as shown above Usually the P term is lowered if a hunting idle is a problem Changing this term to as low as 3 5 will slow how fast the IAC motor moves You can experiment with this value if you have a problem with the idle hunting The D and terms can be changed but don t have as significant effect and the P term P Proportional Term The proportional term makes a change based on how far from the set point the engine is For example if the desired idle is 750 the IAC would move more if the actual engine speed was 600 than if it was at 700 Exactly how far the IAC moves is based on how large the P term is I Integral Term The I Term acts to eliminate the steady state error It is the job of the l term to get the engine to idle at exactly 750 rpm or whatever the set point is and not at 740 or 760 rpm for example D Derivative Term This term doesn t look at where the engine is right now but where it is going and when it will be in a half of a second For example if the desired idle is 750 and the engine speed is 700 but it is rapidly approaching 750 the D term will try to close the IAC to slow the engine down and keep it from overshooting the set point IAC Motor IAC Motor IAC Plunger Fully IAC Plunger Extended out of IAC Retracted into IAC Body Figure 28 Indicates an IAC Position of 10 NOTE It is not recommended that the user change the
109. e rear injectors will turn back off when the throttle is closed This value should be about 5 less than the TBI Switch 2 4 setting Startup Enrichment EXAMPLE 950 E x Cranking Pulse Width 241 241241 21 0 20 5 16 4 164 120 73 53 49 43 43 43 43 Afterstart Enrichment 168 8 164 8 157 8 150 0 145 3 138 8 135 2 125 0 114 8 107 8 100 0 100 0 103 3 112 5 121 1 1297 Afterstart Holdoff Rev J 15 asf 14 aaf aal 421 12 n np n np n n Afterstart Decay Rate 1 Revs 1 taf 13 tof sf sf ef ef sf ef sf 8 Auto Prime 7mSec Pulse Count 5 25 5 25 25 5 5 5 25 25 5 25 25 25 25 25 Engine Temperature F O 11 2 41 54 75 87 98 110 121 138 156 180 212 235 Figure 54 3 Under Fuel and Startup Enrichment you will find what is called Auto Prime 7 Msec Pulse Count This feature allows you to add some fuel to wet the intake manifold before the engine is started Most engines when tuned properly do not need to add this extra fuel The key should just need to be turned and the engine should start If this is not the case the accelerator pedal can be pressed down with the key on and the engine not running and the amount of fuel programmed into the area will be added The value entered is the number of 7 millisecond pulses of fuel that will be added 5 0L Ford Specific Tuning Information 5 0L Ford engines are typically more sensitiv
110. e the values in the area where the engine was trying to idle Raise this area in increments of 5 units at a time A typical small block or big block with 24 36 Ib hr injectors should usually only need a number between 22 and 40 in the fuel map depending on many variables The bigger the injectors and the smaller the engine the smaller these values will be If the car is stalling it is unlikely it is too rich unless the fuel is very excessive Keep adding fuel in the area that the engine is running in until it stays idling Let the engine come up to operating temperature Be careful not to make the engine too rich as damage to the rings can result NOTE As mentioned if the engine seems to be struggling for air open the throttle plates more TIP The ignition timing which will be adjusted once the engine idle is maintained can cause the engine to stall if it is off a lot Keep this in mind CAUTION Make sure the engine coolant temperature is not getting too hot This can be monitored on the data monitor at the top of the fuel map screen 5 SET TIMING After the engine has stabilized the timing must be synchronized if timing control is being used If timing control is not being used as with any mechanical advance distributor set the distributor advance to the proper specifications If computer controlled timing is used bring up the spark map Spark and Main Spark Map This is the main spark map The following Figure 12 is an example
111. e to idle tuning than most other engines The following are some tips on tuning these engines 1 When the engine is up to operating temperature and in neutral make sure that the idle air control motor IAC is fully closed signified by a position of 10 If the IAC is contributing to the air needed to idle when the engine is warm it sometimes causes instability To adjust this very slowly open the throttle plates until the IAC is closed and you are at the desired idle speed You may have to have the engine idle slightly higher than the desired idle speed to ensure the IAC does not open when the engine is in neutral 2 Make sure you use the idle spark control feature 3 Make sure the fuel map is smooth in the idle area 4 Make sure the timing map is flat in the idle area 5 These engines typically like to idle at a leaner air fuel mixture in order to idle smooth Richer mixtures at idle sometimes make the engine surge Try leaning the idle out if the engine surges 6 The P term can be lowered in the Idle Air Control settings This will slow the movement of the idle air control motor Values as low as 3 to 5 are not uncommon See what works best for your application 69 Appendix 3 Tuning Troubleshooting Engine will not Start There are several different reasons why an engine will not start Make sure that the engine is receiving a RPM signal To verify this see if the Fuel Pump On which is located on the data monitor
112. e to modify the TPS based acceleration enrichment when the engine is colder Just like the coolant temperature modifiers a number 110 for example adds 10 more acceleration enrichment fuel When the engine temperature gets up to operating level the numbers should read 100 Usually you don t need to make the numbers much more than 110 when it is cold Tune the coolant temperature modifiers first step 6 in this section before you modify these values AE Correction vs TPS The third line down is AE correction vs TPS These numbers are to modify the TPS based acceleration enrichment based on throttle position The reason for this is that with some types of throttle bodies such as a single blade as used on a 5 0L Ford more air flows when the throttle is first opened than when it is already opened further Consequently you need to add more acceleration enrichment fuel at this point You might raise the TPS values where the throttle starts to open to as high as 120 for single blade throttle bodies Throttle bodies that have 4 throttle plates and progressive throttle linkage may work well with 100 in all the cells Change these values to find out what works best for your application Next we will adjust the acceleration enrichment based on MAP changes Rate of Change of MAP Sensor Fuel Units The top line Rate of change of MAP Sensor Fuel Units is similar to the rate of change of TPS in that the left corresponds to slow chan
113. eing used at the engine temperature you are at Increase this cell and the cell to the left of it and the right by 5 for example 120 to 125 Start the car again Try to modulate the gas to keep it running If it doesn t increase the coolant temperature enrichment 5 more start the car again After this much change it should be able to idle If it doesn t you may need to now alter the after start enrichment If the car was able to idle without adding any more coolant temperature enrichment or was ok after adding 5 10 more let the engine continue to warm up at idle You can watch the coolant temperature enrichment on the data monitor If at any time during the warm up period the engine seems too lean or rich go to the Coolant Temperature Enrichment table and increase the percentage at the temperature that the engine is at again you will see that cell highlighted in red Change this area while the engine is running until the engine sounds better NOTE If the oxygen sensor is correctly placed relatively close to the cylinder head you should see a voltage output of approximately 7 9 volts when the coolant temperature enrichment is close to ideal after the oxygen sensor is up to proper operating temperature and when the engine is still cold If the car is running rough and the oxygen voltage is below this you need to raise the coolant temperature modifier at the particular coolant temperature the engine is at 48 START THE ENGINE IN
114. en the temperature is about 50 F This number will increase to about 135 at 10 F Engines with big camshafts may need this value to be closer to 130 at 50 F and closer to 140 at 10 F These numbers should ramp down to 100 by about 120 You can see the current value of the coolant modifier as the engine warms up on the data monitor You can watch it ramp down and see and hear how the car is running The after start enrichment which heavily affects how the car runs for a few seconds after the car is started is tuned after the Coolant Temperature Enrichment is tuned If the vehicle is to be driven or started in cold weather this tuning will have to be performed in cold weather for best performance In other words you can tune the coolant temperature and afterstart modifiers in the summer but they may have to be tuned further when the weather gets colder 47 Fuel ECU Data On line RPM 1000 fas MAT Mod 005 mau SpkAdy ioe TPS f 234 Fan On IAC Pos 1 AltMod 1531 ee FZ ane D2Mod dMAPdt fo V Bat 140 Inj Pw 49 A C Request Rich O2Comp Lean Do Park Neutral GM HEI 100 sof sif 95 100 106 109 114 117 120 122 125 128 128 127 124 119 94 87 92 95 99 102 106 111 113 117 119 121 121 120 118 115 88 82 87 93 98 101 105 108 112 115 117 117 115 114 108 81 75 77 82 90 96 1
115. erature sensor does not respond as described above the sensor is defective and must be replaced Testing the Oxygen Sensor The COMMANDER 950 systems oxygen sensor performance can be evaluated The oxygen sensor voltage can be checked through the monitor option of the COMMANDER 950 software The other option if no PC is available is to probe the gray wire from the oxygen sensor connector with the positive lead of a digital voltmeter With the engine running open loop the meter reading should be near zero or one volt During closed loop operation the readings should constantly change between zero and one volt If the reading is always zero volts be sure 12V and ground are present on the RED and BLACK wires If So the sensor is probably bad If you see a changing voltage but the readings do not vary far from 0 5 volts the sensor is lazy and should be replaced WARNING Be sure to use a high impedance digital voltmeter An older style analog dial type readout has an internal resistance that is too low and will destroy the oxygen sensor if connected to the gray wire 75 Appendix 6 OXYGEN SENSOR EFFECT ON PERFORMANCE The oxygen sensor monitors the exhaust gases and outputs a voltage that corresponds to the air fuel mixture The range of voltage output from the oxygen sensor is 0 0 to 1 0 volts A lean fuel air mixture gives a lower oxygen sensor output voltage while a rich fuel air mixture gives a higher oxygen sensor output voltage The sto
116. erstart modifier percentage based Atm Mod Indicates modification due to atmospheric conditions Alpha only percentage based This only shows up if N is selected Inj PW Indicates fuel injector pulse width Units are milliseconds Duty Cycle Indicates the amount of time injectors are open based on a percentage of available on and off time This is important to make sure it is not over 85 ideally at wide open throttle to reduce injector overheating If it is 100 then the injectors are fully open static and can not provide any more fuel to the engine If you enter a value in the injection volume table that will drive the system to a static condition that cell will become red This value will have to be lowered If more fuel is needed the fuel pressure can be raised or larger injectors are needed Labels on the left indicate status of various functions by changing the background color For example you will notice that the Fuel Pump On will highlight when the fuel pump is running 57 Fuel Graph This is a graphical representation of the fuel cell values When properly tuned the fuel map should be smooth The graph mode can be used to refine the fuel values into a smoother curve You will want to view some of the supplied fuel maps to see what a fuel graph should look like once finished Once you become familiar with engine tuning you can often tune an engine very close by tuning 10 to 15 points and using the f
117. ese values however if desired these can be altered to improve idle characteristics and reduce hunting PID Definitions for Idle Air Control P Proportional Term The proportional term makes a change based on how far from the set point the engine is For example if the desired idle is 750 the IAC would move more if the actual engine speed was 600 than if it was at 700 Exactly how far the IAC moves is based on how large the P term is I Integral Term The I Term acts to eliminate the steady state error It is the job of the term to get the engine to idle at exactly 750 rpm or whatever the set point is and not at 740 or 760 rpm for example D Derivative Term This term doesn t look at where the engine is right now but where it is going and when it will be ina half of asecond For example if the desired idle is 750 and the engine speed is 700 but it is rapidly approaching 750 the D term will try to close the IAC to slow the engine down and keep it from overshooting the set point 65 Idle Air Control EXAMPLE 950 B x Derivative term 128 Proportional term 64 Integral Term 32 Desired Idle 1050 1050 5701 5501 860 850 850 550 rao ro eof so sof sof sof sof sof sof sof sof so Temperature F 0 11 32 41 54 75 87 98 110 121 138 156 180 212 235 Minimum Position 12 12 12 12
118. etry and cross sectional area is specific to the engine application For MPFI system a solid spray geometry is required to avoid fuel wall wetting In general there are three injector metering design configuration 1 Pintle injector This is one of the first fuel injector designs applied to automotive fuel engine management technology The fuel flow is metered via an annular orifice between the pintle and the seat The tip of the pintle has the function of generating the required spray geometry Pintle type injectors are very susceptible to carbon deposit and have slowly been replaced by director plate metering technology A conical seat between the plunger and the seat achieves the seal of these injectors 2 Disk injector The disc injector design is different from the types of injectors discussed above because a disc replaces the plunger Sealing is achieved by seating the disc against the protrusion of the metering orifice The main advantage of the disc is the lower mass and it is perceived that it can reciprocate at higher frequencies than a plunger Recent advances in solenoid and plunger manufacturing technology have significantly reduced the weight disparity between the disc and plunger designs These injectors make use of the director disc design to achieve the required flow and spray geometry Ball on a stick injector This metering design is mostly used in the director plate application The seal is achieved between a conical seat a
119. for applications with low manifold vacuum Alpha N is most likely needed Fan Control The 950 can control an external cooling fan The user can set the on and off temperatures for this fan so the coolant temperature is better maintained Relay kit PN 534 134 is needed for this feature Throttle Sensor Adjust the following settings WOT TPS Position Enter the position of the TPS at wide open throttle Do this with the key and engine not running Look at the data monitor in the main fuel map for this value Reset if the throttle position is changed at idle Clear Flood TPS Position At a TPS position higher than this value the ECU will not add cranking fuel Make this number about 50 lower than the WOT TPS Position If the engine is flooded when it is started depress the pedal past the Clear Flood TPS Position TPS Noise Value This value corresponds to how much of a throttle change needs to be made before the ECU detects it as having changed and not just electrical noise having caused a sensor change Numbers of 1 or 2 should be fine Map Sensor The ECU can be connected to a 1 2 or 3 bar manifold pressure sensor All naturally aspirated applications will use a 1 bar MAP sensor The 2 and 3 bar map sensors would be used in supercharged or turbocharged applications where a two bar sensor is good for up to 15 pounds of boost and a 3 bar sensor is good for up to 30 pounds of boost Map Noise value This value
120. for power measurement but is not near as useful as an engine dyno High stall torque converters also makes tuning on the chassis dyno more complicated Having a wide band air fuel ratio meter is extremely helpful Supercharged and Turbocharged Engines Supercharged and turbocharged engines must run speed density so that they can sense boost and the the proper amount of fuel A 2 or 3 bar MAP sensor needs to be used A 2 bar sensor will register up to 14 7 psi of boost and a 3 bar will register up to 29 4 psi of boost When you select 2 or 3 bar MAP sensor from the engine parameters screen the manifold pressure scale on the fuel map will automatically change from 0 to 100 kPa to 0 to 200 kPa 2 bar or 0 to 300 kPa 3 bar The only downside to this is that the resolution of the screen becomes less when you change to a2 or 3 bar MAP sensor The engine can still be precisely tuned but the tuning must be more exact Due to this it is recommended that you carefully select whether to use a 3 bar map sensor if you are only running slightly over 14 7 psi of boost If you are running a maximum of 16 psi for example you are better off using a 2 bar and just tune the 14 7 psi fuel point to provide enough fuel for 16 psi of boost This allows you to retain the 2 bar MAP scale resolution without a penalty in performance TBI Specific Tuning Information TBI systems have some additional parameters that MUST be correct in order for the system to operate properly Also
121. g at idle is not flat This causes the timing to fluctuate and will make the engine surge The spark map Figure 24 below shows poor mapping at idle If the engine was to idle at 850 rpm at 44 kPa the timing could be jumping between 11 19 and 27 between the speeds of 400 to 1000 rpm The area at which an engine idles should have a relatively flat timing area It is fine to add advance as the rom increases but when an engine is idling the timing should not vary due to the map A similar rule applies to the fuel map When the engine is idling look at the data monitor at the Injector Pulsewidth Inj PW It should not be changing much more than 1 2 milliseconds when the engine is idling If it is and the engine idle is not smooth then the fuel map is probably not smooth enough Try to smooth it so the pulsewidth does not fluctuate much The following fuel graph Figure 25 shows poor tuning at idle which will cause the engine to surge Spark Map EXAMPLE 950 28 33 36 36 3 36 j 36 36 36 36 j 36 3 36 36 38 40 Figure 24 Poor Spark Map at Idle Figure 25 Poor Fuel Map at Idle and Cruise Injection Value 43 As was mentioned before another key for best idle is to adjust the throttle plates so the idle air control motor is not open much or at all when the engine is hot and in neutral To do this look at the d
122. ge of the MAP sensor engine load and the right corresponds to fast MAP sensor change A slow change would be similar to slowly accelerating onto a road A fast change would be launching a car at the dragstrip If you experience hesitation under load when lightly accelerating change the left three numbers If you experience a hesitation when you floor the throttle change the numbers more towards the right Multi port systems will usually have numbers between 10 and 40 on the left and 30 to 60 on the right TBI systems usually require more fuel because of the distance between where the fuel is injected and the cylinder TBI systems may have numbers between 20 and 80 on the left to 40 to 100 on the right in some cases NOTE This tuning provides the same function as a power valve on a carburetor 38 Again it is sometimes hard to tell the difference between rich and lean hesitations so make changes increasing and decreasing the numbers To help determine if it is from a rich or lean problem monitor the oxygen sensor voltage If it goes low and the large rich lean box goes red it is a lean condition If the voltage goes high and the large rich lean box goes green it is a rich condition Enrichment Decay Rate Crank Triggers The next line down Enrichment Decay Rate Crank Triggers is how fast the added acceleration fuel is removed after it is added This is based on temperature When it is colder you want to let the added fuel remain
123. han stoichiometric at WOT conditions be sure the closed loop control is turned off and doesn t try to lean out the fuel mixture Depending on the throttle body design this value is usually about 2 3 of wide open throttle Appendix 2 APPLICATION SPECIFIC TUNING Specific Information For Race Applications Many drag racing classes are allowed to run EFI More popular classes are Stock Eliminator Super classes 9 90 8 90 bracket classes NMCA and NSCA Super Street Pro Street and EFI eliminators Mustang Shootout Classes Import Racing and many others The Commander 950 is suitable for many of these Stock Eliminator allows the use of EFI The most common engines that run it are TPI L98 LT1 LT4 151 engines and 5 0L Ford The Commander is very suitable and has been successful with all of these engines TPI engines can use PN 950 101 for an ECU and harness kit LT1 LT4 use PN 950 105 These engines require the use of a crank trigger LS1 engines use PN 950 102 and require the use of DIS distributorless ignition system PN 800 501 and a crank trigger 5 0L Ford engines use PN 950 106 A special note on LT1 engines A common problem is for the rotor tip on the opti spark to come loose It is advisable to epoxy the end of the rotor tip One of the main tuning decisions to be made with these engines is whether to run Speed Density or Alpha N The following briefly reviews the two methods Speed Density Uses a MAP Manifold Absolute Press
124. hange in the manifold pressure This is the number of triggers to wait between the subtraction of 1 of enrichment 59 AE of MAP vs Coolant Temperature Colder engine temperatures may require different transitional fueling requirements This table allows the user to tailor the synchronous fueling to the engine temperature Numbers are percentage based with number below 100 subtracting a percentage from the base Delta MAP and numbers higher adding a percentage to the base Delta MAP Modifiers The following three tables adjust the base fuel delivery according to various external sensors All table entries are in percent where numbers greater than 100 increase the fuel delivered and values lower than 100 decrease the amount of fuel delivered o Modifiers EXAMPLE 950 Air Temperature Enrichment 2 Coolant Temperature Enrichment 132 0 128 3 125 0 122 121 1 188 17 2 11 7 107 01022 100 0 00 0 100 0 100 0 100 0 100 0 Temperature F 0 11 32 41 54 75 87 98 110 121 138 156 184 212 235 103 1 102 3 100 8 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 Barometric Compensation f100 0f100 0f100 0f100 0f100 0f100 0f100 0f100 0f100 0 KPa 51 57 63 69 75 92 88 95 100 Figure 43 Air Temperature Enrichment 96 This table adjusts the base fuel delivery based on the air temperature The density of air increases one percent for every eleven degrees Fahrenheit of temper
125. his table allows the user to define the injector pulse width during cranking and to specify different amounts based on the engine temperature Afterstart Enrichment Once an engine is started it will require a slightly richer fuel mixture for a short period of time This table allows the user to specify the amount of enrichment the engine will receive The values shown will be in percent with numbers greater than 100 increasing the base fuel delivery and numbers less than 100 reduce the fuel delivery 58 Afterstart Holdoff These parameters control the number of revolutions the ECU waits before adding the afterstart fuel enrichment Afterstart Decay Rate Rather than deleting the afterstart enrichment after the afterstart holdoff period all at once the ECU allows the user to program the speed of decay The number in each cell corresponds to the number of revolutions to allow between 1 fueling changes The greater the number the slower the afterstart enrichment will decay Auto Prime 7mSec Pulse Count TBI only The number here is the number of fuel pulses injected if you are trying to prime the engine This occurs if you press the throttle beyond the WOT point and release it At colder temperatures it will be necessary to inject more fuel If the ECU is correctly calibrated this feature should not be needed Acceleration Enrichment The following six groups of parameters are for adjusting fuel delivery when the engine is a
126. ichiometric or chemically perfect fuel air mixture gives an oxygen sensor output of approximately 0 5 volts The engine ECU reads this output from the oxygen sensor and adjusts the fuel delivery to maintain a stoichiometric air fuel mixture Most automobiles both currently and for the past 20 years are using oxygen sensors to monitor the engine fuel air mixture This is done primarily to improve engine emissions It also gives the advantage of maintaining a stoichiometric air fuel mixture under varied operating conditions giving generally better engine performance and fuel economy Holley includes oxygen sensor feedback capability with the Commander 950 system and recommends the user to use the oxygen sensor For most user applications better performance and fuel economy will be obtained by using the oxygen sensor In addition the oxygen sensor can make the tuning process much easier since the user can monitor the ECU functions as it adjusts the fuel to meet a stoichiometric fuel air mixture The mounting location of the oxygen sensor is extremely important for the proper operation of the engine The exhaust gas temperature EGT in the exhaust where the sensor is mounted is very important for proper closed loop operation If the EGT is too low two undesirable conditions can result First the ECU may sense that the O sensor is not up to proper temperature and will not activate closed loop operation Second and much more troublesome is that the sensor
127. ignition systems and wiring The following chart overviews which ignition type to select for different ignitions See Appendix 10 for wiring schematics Fuel Only coil Use when computer controlled timing is not desired Can NOT be used with a capacitive discharge ignition system such and the Holley Annihilator systems or MSD systems Damage to the ECU will result If a non computer controlled HEI is used this is the proper selection 63 Inductive Pickup Use with a magnetic pickup crank trigger See Appendix 10 for wiring specifics Ford TFI Use with Ford TFI electronic distributors Allows for the Commander 950 to control ignition timing Requires adapter cable PN 534 139 which is included in Ford 5 0L MPFI kits GM HEI If any of the following ignition systems are used select GM HEI 1981 and up GM small and large cap computer controlled HEI distributors Allows for the Commander 950 to control timing Adapter PN 534 138 is needed with small cap distributors It is included with all Holley small and big block Chevy MPFI systems CD ignition system with a fixed timing typical with race applications point such as 36 for example When the tach output from the CD ignition system will be used to trigger the fuel system Hall Effect Use with a Hall Effect crank trigger of Hall Effect Distributor Load Sense The ECU can operate in either Alpha N or Speed Density mode Speed density is always used if possible but
128. ime before you make large changes That way if you make changes that are incorrect you can always revert to the previous settings See Section 6 3 for instructions how to save a map saving a file to the computer NOTE If your engine starts and idles you may want to skip to Section 8 0 step 5 8 1 Startup Engine Won t Start TROUBLESHOOTING NOTE If the engine starts and stalls proceed to step 4 1 CHECK RPM SIGNAL If the engine will not start at all first check to make sure the ECU is getting an RPM signal To check for this go to Fuel and Main Fuel Map When the engine is cranking look in the upper left area where it says Fuel Pump On These words should be highlighted in orange If they aren t then the ECU is not getting an RPM signal and will not fire the injectors or ignition It is likely that that the wrong ignition setting is chosen or the wrong rpm input wire is used See the troubleshooting section Appendix 4 and check the wiring diagram Appendix 10 for help The following picture shows what the fuel map screen should look like when the engine is cranking Note that the Fuel Pump is highlighted and note that there will be no number in the box until the engine actually starts o Fuel Map ECU Data xi On line RPM 0 96 MAT Mod fi 00 8 2 ideal Spk Adv TPS 40 Cit Mod 1234 Fan IAC Pos fi 00 F 47 Aft Mod 100 0 Idle Spark Active Park Neut Active Scu p 0
129. ing the afterstart enrichment This number is usually between 15 and 5 It allows the engine a few revolutions before adding the fuel Afterstart Decay Rate How quickly the Afterstart Enrichment decreases The number entered is how many revolutions of the engine between each 196 decrease of the afterstart enrichment A higher number slows the decrease and a lower number increases the decay This number usually needs to be between about 20 and 5 You can watch how much afterstart enrichment is added on the data monitor screen when the engine starts and is running You can also view the coolant temperature enrichment there When you do a cold start watch these numbers and listen and feel how the engine is running Make modifications to them until the engine starts and will not stall or run roughly NOTE Since the base fuel map was already tuned when the engine is warm DO NOT change it to help cold start performance If you do you will ruin the hot performance Change the parameters above only to help cold start performance 10 0 ALPHA N TUNING NOTE Alpha N is never used for supercharged or turbocharged engines The information in this section translates into some basic fundamentals for Alpha N systems 1 Only use Alpha N if you absolutely have to This means that your engine has roughly less than 8 5 Hg of vacuum at idle 2 Onstreet driven cars select a camshaft that will provide more than approximately 8 5 Hg of vacuum Ideall
130. ion on installing a fuel pressure gauge on your particular system It is critical that the pressure be checked and adjusted The recommended base setting for Multi port systems is 44 psi 2 psi and Throttle Body Injection systems is 21 psi 1 psi Again you may need to energize the pump a few times if the fuel system is dry 21 NOTE There is a vacuum line going to the fuel pressure regulator This is needed to compensate for vacuum present in the intake manifold Make sure you always use this vacuum line When the engine is running and the vacuum line is hooked to the regulator the pressure seen on the fuel pressure gauge will be lower depending on how much vacuum is present 2 inches Hg of engine vacuum will lower the fuel pressure 1 psi For example 15 inches Hg of engine vacuum will lower the fuel pressure about 7 psi This is normal If the pressure is not checked and set you will possibly have problems later when tuning the engine There are going to be instances when you will need to increase or decrease the pressure if your injector size is not adequate for your engine That will be discussed later At this time check for fuel leaks After the engine is started you will then need to re check for leaks 5 IGNITION CHECK It is very important that you are sure that you installed the distributor so that the timing will be close when the engine is first started If it is not the vehicle may not start or run very poorly If you are
131. ir fuel ratio lambda 21 00 Under steady state conditions the sensor 80 lambda sensor oscillates between rich and lean within a defined operating window As the O gt sensor switches the injector pulse width is adjusted by the ECU until the lambda sensor switches again to the opposite condition This switching operation continuously supplies the ECU with the information needed to maintain a stoichiometrically correct combustion Three wire O sensors are designed to indicate an air fuel ratio of 14 7 1 Although the voltage output can be used to estimate the air fuel ratio above and below this it can only be used as an estimate Ignition Timing Management Two major ignition systems are available in the automotive industry the mechanical system including electronic ignition and the microcomputer controlled ignition system In a mechanical system timing advance is achieved by centrifugal weights and a vacuum activated diaphragm The centrifugal weights adjust ignition timing according to engine RPM and the vacuum advance adjust ignition timing according to engine load The major disadvantage of a mechanical system is that there is only limited control of timing advance possible A timing point that is proper for one speed and load condition is wrong for other combinations of centrifugal weight position and vacuum diaphragm action In microcomputer controlled ignition systems the ECU processes several inputs from the sensors on the engine a
132. ir pressure when the engine is not running should be between about 88 and 94 with the engine not running In higher elevations it will be lower Possibly as low as 75 80 L1 TPS Throttle Position Sensor The position of the TPS needs to be greater than 5 with the throttle closed and when the throttle is fully opened it must be less than 255 As the throttle is opened the TPS value should evenly increase from a low to a high value There is not a specific value or voltage it needs to be at But there are parameters that must be entered depending on what it is These will be entered later The TPS on Holley TBI and MPI systems should not need to be changed as they come from the factory preset L1 MAT Manifold Air Temp F The manifold air temperature should be very close to the actual temperature of the air when the engine is off and cold V Bat Battery Voltage The battery voltage should not less than 12 volts It should be over 13 5 volts with the engine running Proper voltage is essential to an system If your battery or charging system is not adequate it must be fixed O Coolant F Coolant Temperature The coolant temperature should be about the same as the manifold air temp or it should be close to the same as your temperature gauge if the engine has not been running ALL OF THESE SENSORS MUST BE WORKING FOR THE ENGINE TO RUN AND OPERATE IF THEY ARE NOT READING CORRECTLY FIND OUT WHY Now
133. irectly to the positive side of the battery with a ring terminal provided 3 RED WHITE WIRE Connect the red wire with the white stripe to a 12 volt source which only has power when the ignition Switch is on Make sure it has power when the key is in the start position also 4 LIGHT BLUE WIRE The light blue wire is optional It is rarely needed It is triggered by a ground from the neutral safety Switch It allows for the IAC to a programmable value when the vehicle is put into gear to prevent stalling Again it is rare that it is needed 99 8 of stalling problems when vehicle is placed into gear is from improper tuning This wire needs to be GROUNDED when the vehicle is in park or neutral 5 ORANGE RED WIRE The orange wire with red stripe is used to raise the idle speed a programmable amount when the air conditioning is turned on Depending on the engine and desired idle speeds it is unlikely that it is needed This wire needs a 12 volt input to raise the idle speed This wire would be connected directly to the AC compressor 6 GREEN BLACK WIRE The green wire with black stripe is used to activate the fuel pump It is advised to use a separate relay to power the pump and use the green black wire to energize the relay This is required with pumps that draw current over 10 amps See Appendix 9 for important information on fuel pumps Connect ground side of pump to good chassis ground 5 3 Plug In Connections NOTE See Appendix 10 for
134. is The Coolant Temperature Sensor tells the ECU the temperature of the engine and will add extra fuel when the engine is colder just like the choke on a carburetor Using these inputs the ECU can then calculate how much fuel to inject The fuel system is made up of several basic components A high pressure high volume fuel pump supplies fuel to the engine Multi port EFI fuel systems usually operate at a pressure between 43 to 65 psi compared to a carburetor fuel system 5 to 8 psi TBI EFI systems usually operate between 12 and 22 psi Since EFI fuel pumps are designed to push fuel they do not have the ability to pull fuel for long distances The pump needs to be mounted close to the tank and preferably below the fuel level in the tank The fuel pump supplies fuel to the fuel rails which supply fuel to the fuel injectors in multi port EFI systems Fuel that is not used by the fuel injectors passes to the fuel pressure regulator The regulator bypasses fuel back to the fuel tank while maintaining the pressure it is adjusted to Throttle Body Injection systems TBI are self contained meaning the injectors fuel inlet and outlet and regulator are contained in the TBI unit The following is a simple verbal and visual description of how fuel injection systems determine how much fuel to deliver The terms and ideas used are explained in detail later in this manual There are two methods that the Commander 950 uses to determine how much fuel to inject
135. is very similar to the TPS noise value except that it corresponds to the manifold pressure sensor instead of the throttle sensor The base value of 3 should work fine It should be set between 1 and 3 Fuel pump prime time When the key is first turned to the on position the system will energize the fuel pump to pressurize the system The ECU will not allow the pump to run longer than this much time if the engine is not started Naturally as soon as the engine is started the fuel pump will turn on and remain on until the triggers stop This number can be raised if the fuel system takes an abnormally long time to prime 5 seconds should be adequate Ignition Reference This angle corresponds to the position of the ignition triggering device in crankshaft degrees The following are guidelines for different ignition systems GM HEI Set to 10 Ford TFI Set to 10 Crank Trigger and Hall Effect Set 10 HIGHER than the maximum timing For example if you will have a maximum timing of 42 degrees set the Ignition Reference to 52 Ignition propagation delay All ignition modules have some amount of delay built in This parameter will compensate for this delay If this delay is not correct the timing light will show a timing advance or retard with engine speed even if the timing curve is flat This value should be set so that the actual timing is correct at all RPMs Usually the base value of 48 usec is fine If the rpm is raised and the
136. ith MPI kits 534 139 Ford adapter included with 5 0L Ford kits 538 13 Two bar MAP sensor 538 23 Three bar MAP sensor 840 110 Crank Trigger required for LT1 engines 800 501 DIS system required for LS1 engines 534 136 Knock Sensor wiring kit 534 134 Cooling Fan Relay kit 534 135 Crank Trigger wiring kit OOOOOOOdOO 5 0 ELECTRICAL CONNECTIONS Proper installation of the wiring harness and all electrical connections are critical for proper and reliable operation of any EFI system Damage to the ECU can also result from improper wiring Wiring diagrams are provided for reference during connection of electrical components These diagrams shows the connectors included with the wiring harness and table shows the color codes and connections for all of the loose wires without connectors See Appendix 10 for the wiring harness diagram NOTE Some of the wiring schematics include wiring for optional kits This is the cooling fan relay kit Cooling relay kits can be purchased separately 5 1 Step by Step Wiring Harness Installation NOTE It is advised to leave the battery completely disconnected until the installation of the entire system is completed ECU MOUNTING The ECU should be mounted as far away from the ignition box as is feasible minimum 6 The ECU must be installed in the vehicle in a location free from moisture and dirt The glove box area is usually a good location in most vehicles There are sheet metal screws incl
137. ition sensor TPS 2 When the load on the engine changes which is sensed by the Manifold Pressure MAP Sensor TIP Again the starting values on the base fuel maps should be fairly close to most applications so you shouldn t need to make extremely large changes unless you have an unusual combination gt Acceleration Enrichment EXAMPLE 950 15 x Pulse Width Rate of TPS Based Acceleration Enrichment Tables change of TPS 1 6556 20 2304 2 4 2 496 2 608 2 608 2 704 2 704 28 28 982 992 3504 40 ssc anta Ee sfror 7fronsfiono 78 1 7737551758 758 563 temperature 4 E 32 4 54 75 97 98 110 121 138 156 180 212 235 AE correction vs 10 2 m 110 2 110 2 110 2 1148 fn 7 107 0 1033 1000 100 0 100 0 1000 1000 100 0 100 0 4 9 95 11 127 3 453 175 491 207 223 238 7255 Rate of change of MAP Acceleration Enrichment Based on Manifold Pressure Changes Sensor Fuel units 45 40 40 42 45 48 50 55 55 55 60 60 60 3 65 65 Enrichment Decay Rate ic 15 15 14 14 13 13 12 12 12 12 12 121 12 12 Crank Triggers AE of Map vs eus froo o 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 Temperature 0 1 32 4 54 66 75 97 398 110 121 138 156 180 212 235 Figure 19 Acceleration Enrichment A Pulse Width Rate of Change of TPS mSec First we will adjust acceleration
138. ks like between 34 and 40 for best safe power The max advance should usually be in by about 3000 rpm There are sometimes power gains to add 1 2 more at high rpm with some engines 41 4 42 Also make sure you listen for engine knock especially in the peak torque area when you are changing timing If you drag race sometimes putting in more timing in the map area where you stage and launch will help 60 foot times Usually there is little to be gained with a few extra degrees of timing at WOT so be somewhat conservative or you may damage your engine A knock sensor is not designed so that you can run a lot of timing and let the knock sensor pull it back to the best timing All that will happen is that it will pull a lot of timing out and the engine will run worse than if you had the correct safe advance curve Do not rely on it for performance In applications such a towing they are good to have if you get a bad tank of fuel and are driving in mountainous conditions Idle Fine Tuning The next area that will be addressed is fine tuning the idle Getting a very smooth idle is sometimes one of the most difficult things The following tips should be helpful A One of the best features of the Commander 950 for stabilizing idle is called Idle Spark Control This is only used if you have computer controlled timing Idle spark control is a feature in the ECU that will quickly raise and lower the ignition timing automatically to s
139. l injector The ECU determines the opening time of the injector to maintain the required air fuel ratio according to the air flow that is being measured or calculated The longer the injector is open the more fuel is injected Because the fuel is delivered under pressure the fuel metering operation can be managed more precisely to meet the special engine operating demands Fuel metering depends on how much load is applied to the engine Driving uphill at constant speed would require a larger air valve opening than cruising on a level road When opening the air valve the intake pressure rises causing more air to fill the cylinder which in turn causes a higher supply of fuel generating more power from the engine Regardless of engine speed the air flow and fuel delivery is directly proportional to the load applied on the engine The load and the resulting air valve opening directly affects intake manifold pressure In turn manifold pressure affects air flow and thus fuel requirements In electronic fuel injection systems also sometimes referred to pulsed systems the fuel is metered in reference to a measured air flow by means of solenoid activated metering valves injectors The airflow is measured by a sensor which generates an electronic signal proportional to the flow The electronic control unit ECU responding to the airflow signal meters fuel to the engine by means of the injectors Fuel is metered in a series of short pulses which are propo
140. ll not start and allow the engine to keep running detailed tuning information is included in the Step by Step Basic Tuning Section 8 0 1 L CHECK FUSES RELAYS Make sure the 15 amp fuse is installed in the fuse holder in the main red power wire which is located near the ECU Make sure the relay is installed in the relay holder 2 L CONNECT COMPUTER CABLE Connect the communications cable to the serial communications port on the computer and to the round connector on the main harness near the ECU 3 PRIME FUEL SYSTEM Turn the ignition key to Run not start You should hear the fuel pump energize for about 5 seconds then shut off This allows for the pump to pressurize the fuel system When the vehicle is starting and runs the pump will turn back on If you do not hear the pump turn on when the key is turned on see the troubleshooting section Appendix 4 After the pump is energized check the entire fuel system for leaks You can shut the key off wait about 10 seconds then turn it back on to re energize the pump It takes 10 seconds in the key Off position for the ECU to reset You may have to do this several times if the entire fuel system is dry When the system is pressurized you can hear the speed of the pump slow down You will also see the pressure come up on a fuel pressure gauge 4 LJ CHECK FUEL PRESSURE Do an initial check of the fuel pressure when the key is turned on See the hardware installation manual for informat
141. look up a value from the base fuel table This method is used only for race cars that have very low manifold vacuum This method does not sense changes in engine load well and is not recommended for street driven vehicles 1 20 Closed Loop Closed loop defines the engine operation where the fueling level is calculated and corrected by the ECU based on the voltage signal from the 0 sensor lambda sensor When the 0 sensor lambda sensor emits a voltage signal above 0 45V due to a rich mixture in the exhaust manifold the ECU reduces the fueling level by reducing the pulse width of the injector The 02 sensor voltage lambda sensor voltage is the feedback that modifies the fuel control program that is based on other signals Rich mixture Lean mixture lack of air excess air 0 90 1 00 1 10 1 20 A Lambda 13 25 14 72 16 19 17 66 A F ratio Sensor Voltage 1 21 Open Loop Open loop defines the engine operation where the fueling level is calculated by the ECU with only the input signals from the throttle position sensor TPS from the coolant and or air charge temperature and from the manifold absolute pressure MAP For additional information see Appendix 7 Description of Fuel Injection Systems 2 0 How Does Fuel Injection Work A fuel injection system is made up of many specialized components that are designed to work together to properly meter fuel and air A properly tuned EFI system will allow for the optimum air fuel
142. ltage should be over 13 volts with the engine idling L1 Coolant F Coolant Temperature The coolant temperature should gradually increase as the engine warms up L1 Fuel Pressure Record the fuel pressure with the vacuum line disconnected NOTE After the vehicle is started and runs remove the vacuum reference line to the regulator and recheck and adjust the pressure to the proper settings It may change slightly from when the engine was not running Before proceeding to the next section check for fuel leaks Fuel leaks could cause engine damage personal injury or death have a running vehicle 2 pp CONGRATULATIONS You have now completed the fire up procedure and should N 25 8 0 STEP BY STEP BASIC TUNING The following is a step by step guide to perform basic tuning that will be required with all applications TIPS Tune one parameter at a time Don t change things unless you know what they do Follow the instructions They provide a methodical tuning plan This section is designed to help you with 75 of the tuning you need to perform Fine tuning information is covered in Section 9 0 Fine tuning is required to realize the performance that EFI will deliver Until you become more familiar with the software and tuning don t spend a lot of time or make large changes to fix small problems As you tune they may disappear as other areas are adjusted NOTE It is advised that you save your map every t
143. mp In line Fuel Pump High Flow In line Fuel Pump High Performance Race Pump 1 14 Electric In tank Fuel Pump Almost all car applications after 1987 designed their fuel pump assembly inside the fuel tank The advantage of having the fuel pump in the fuel tank is mainly lower noise lower potential leakage problems and less mounting sensitivity of the pump with respect to lift of fuel from the tank The in tank pump went through several designs evolving from a simple pump on a stick to a complex in tank fuel sending module The new designs combine the high pressure electric fuel pump noise isolation and a fuel level sensor into one compact modular package This new design also helps in reducing hydrocarbon emissions The hot gasoline returning from the fuel system is returned to the reservoir surrounding the fuel pump By returning the hot fuel to the reservoir heating of the bulk fuel in the fuel tank is avoided thus reducing the evaporation of the high volatile portions in the fuel At present all fuel tank modules are designed and serviced as a complete unit If the pump or fuel level sensor fails the entire unit will have to be changed NOTE Never use an in tank low pressure fuel pump in conjunction with an external high pressure fuel pump The low pressure in tank fuel pump will become a restriction to the external high pressure fuel pump This condition will result in fuel starvation and engine damage am Afterm
144. mperature will likely be too low at idle for proper operation A fix for this if proper closed loop operation does not occur is to run open loop at lower engine speeds until enough heat is available for proper operation This is programmable in the ECU Other factors such as camshaft specifications will effect how well closed loop operation occurs at low engine speeds and loads Pris et Figure 56 The oxygen sensor should be mounted in such a way the condensation in the exhaust tubing will not enter the sensor Mount the sensor in the upper half of the exhaust tubing with the angle x shown above Figure 56 being greater than 10 The picture above indicates that the sensor can be mounted on either side of the exhaust tubing Figure 57 below shows the voltage output of an oxygen sensor As shown the voltage changes considerably when the air fuel ratio approaches 14 7 1 This explains why a standard oxygen sensor is only accurate at signifying an air fuel ratio of 14 7 1 Air fuel ratios richer and leaner can only be approximated As discussed above if the exhaust gas temperature is too low these readings will be false 76 Rich mixture Lean mixture lack of air excess air 0 volt 0 80 0 90 1 00 1 10 1 20 A Lambda 11 78 13 25 14 72 16 19 17 66 AIF ratio Figure 57 Sensor Voltage Appendix 7 DESCRIPTION OF FUEL INJECTION SYSTEMS Combustion Principles and Air Fuel Ratios
145. n Loop Port Injection Coll spark f Ford TFI B Cylinder Control c FAR or square wave ev Closed Loop Throttle Body Inj Inductve Pickup Hall Effect m Load Sense Fan Control Throttle Sensor Map Sensor C Alpha WOT TPS Position 224 1 Bar Fan On deg F E 51 C 2 Bar TPS Pos Speed Density Clear Flood os 200 21 Fan Off E 49 TPS Noise value 1 3 Fuel Pump Prime 49 DON 28 Rev LimiterHih RPM TBI Switch24 ag Time sec Delay uSec TPS Cnts Ignition 10 0 Timing Advance 20 0 Rev Limiter Low RPM 6400 TBI Switch 4 2 72 Reference while Cranking TPS Cnts RPM Cell Pointers 400 800 1000 1200 1500 1700 2000 2500 3000 3500 4000 4500 5000 5500 6000 5500 Opening Time 204 204 204 204 204 1 50 aao neo nen nao neo nsn TBI Injector 2 04 2 04 2 04 2 04 2 04 2 04 1 50 0 80 0 80 0 80 0 80 0 80 0 80 0 80 0 80 0 80 Opening Time 225 apes 59g ash Siva GaSb yee X525 9 Battery Voltage Figure 5 Engine Parameters Screen Record your selection in the spaces provided Cylinders Pick 4 6 or 8 Port Fuel Injection or Throttle Body Injection Select Multi Port or Throttle Body fuel injection Ignition Type See page 63 64 Appendix 1 Hardware Settings FOR DETAILED INFORMATION if you are not absolutely sure what type of ignition you have If you ha
146. nd a spherical plunger The director plate has the function of metering the fuel and generating the required spray geometry Fuel flow is adjusted by the size of the hole machined into the director plate and the spray geometry is adjusted by the orientation of the holes in the director plate Because the metering components are not exposed to the intake manifold environment the injector is less susceptible to carbon deposits All Holley injectors are ball on a stick style According to the solenoid design and metering requirements the injectors are further defined into two main categories 1 High impedance injectors 2 Low impedance injectors 1 6 3 High Impedance Injectors Depending of the brand of the injector the electric resistance of the coil is in the range 12 to 16 Ohms In general the high impedance injector are rated for static fuel flows of 12 to 50 Ib hr The high impedance injectors are used with ECUs that are designed with saturation injector drivers The advantage of using saturation drivers is that the currents running through the ECU circuits and the injectors are relatively low thus generating less heat The disadvantage of saturation drivers is that the driver has a slower response time which could affect the full utilization of such a system at very high engine RPM two stroke engine applications and four stroke engine applications of 10000RPM and above 1 6 4 Low Impedance Injectors Depending of the brand of the injector th
147. nd then adjusts ignition timing for all conditions based on its ignition data map The ECU computes the ignition angle between consecutive spark pulses from the information about engine load MAP sensor speed RPM sensor throttle position TPS knock sensor and temperature air and coolant Thus it is able to adjust quickly to every operating condition and give optimum performance fuel consumption and emissions Appendix 8 THE ENGINE APPLICATION AND THE SELECTION OF YOUR FUEL MANAGEMENT SYSTEM COMPONENTS Injector Fuel Flow Engine output is in direct relation to fuel supplied to the engine however installing injectors which are too big will not make more power It is therefore very important to match the fuel injector flow characteristics to specific engine applications Matching the fuel flow characteristics of fuel injectors is as important as matching the carburetor jets for a specific engine application The fuel flow of the injectors and the carburetor has to be matched to the air flow requirements of the engine over a broad RPM operating range In the carburetor the operating range is usually divided into three sub ranges idle mid range and power Three distinct fuel circuits supply the fuel for these three ranges In systems one single injector has to cover all three ranges for individual cylinders from 500 RPM at idle to 8000 at WOT The operating range of fuel injectors is normally referred to as the dynamic range of the injec
148. not sure review the hardware installation manual for proper distributor installation 6 L IDLE SETTINGS The throttle blades need to be open enough so that an adequate amount of air can enter the engine which will allow the engine to idle If they are too far closed not enough air will be available and it is possible that the engine will not start The bigger the engine the more air it will need at idle Make sure that throttle plates are cracked open It is better that they are open too far than not far enough If they are open too far the engine will just idle too high If this happens close them far enough until the idle air control motor takes control of the idle 7 L LOAD BASE MAP Next we will load the base map base map refers to a complete EFI program that is closest to your engine and vehicle combination This base map should allow for the vehicle to start and possibly drive but will always need tuning for optimum performance Perform the following steps A Turn on the computer and start the Commander 950 software NOTE Section 6 3 reviews how to open send retrieve and modify data The steps listed must be followed or you will corrupt data in the ECU B You should have received software with four 3 5 disks One of these should be labeled Commander 950 Base Maps Insert the base map disk in the A drive Select File and Open Data from Disk Then select the drive under Drives C Mouse click on the base map
149. o stop trying to adjust the engine timing to control engine speed Idle Spark Control EXAMPLE 950 D x Idle Spark P term Idle Spark D term 255 Max TPS for Idle 40 Enable Idle Spark Control Figure 46 Knock Control The ECU can optionally be equipped with a GM knock module and a corresponding knock sensor If so equipped when the ECU senses knock it will retard the timing and then start returning the timing to the original value The ECU should not be programmed to some high timing value and then rely on the knock detection feature to adjust the timing This will surely result in engine destruction Instead the timing map should be adjusted as correctly as possible and the knock sensor used to compensate for the occasional anomaly Retard Rate This is the amount the ECU will retard the timing when a knock is detected Maximum Retard This is the maximum amount timing will be retarded if a continuous knock is detected Restore Rate This is the amount of time the ECU waits between incremental steps to restore the timing back to the desired value The step size is one degree of timing Factory knock modules are not compatible with high performance engines with solid lifter camshafts some aftermarket pistons and some types of exhaust systems due to the noise that they produce For these applications the use of a special knock control device may be employed gt Knock Control EXAMPLE 950
150. of an engine idling with a steady spark advance of 19 29 Fils Es 4 Spark Map ECU Data On line RPM 850 43 MAT Mod 100 0 Rich Lean Spk Adv fi 90 TPS 40 Cit Mod 1133 Fan On IAC Pos fi 2 MAT 26 Aft Mod 100 0 Idle Spark Active Park Neut Active ae o Bets 00 Sanser 02 Troon dMAPdt o V Bat 140 Inj Pw 24 ev Limiting Coolant es A C Request 85 Park Neutral GM HEI WO 24 24 zf 23 24 28 33 36 36 36 36 36 36 36 36 36 34 24 24 23 23 24 28 33 36 36 36 36 36 36 36 35 36 88 24 24 23 23 24 28 33 36 36 36 36 36 36 36 35 36 81 24 24 23 23 24 28 33 36 36 36 35 36 36 36 36 36 75 24 24 23 23 24 28 33 36 36 36 36 36 36 36 35 36 69 24 24 23 23 24 25 33 36 36 36 36 36 36 36 35 36 MAP B3 24 24 23 23 24 25 33 36 36 36 36 36 36 36 36 36 58 24 24 23 23 24 25 33 36 36 37 37 37 37 37 37 37 58 22 21 21 23 24 25 33 36 37 38 38 38 38 38 44 19 19 19 23 24 28 33 36 38 39 39 39 39 39 38 19 23 26 30 34 38 39 41 41 41 41 4 31 19 19 19 23 28 32 37 40 41 43 43 43 43 43 43 43 25 19 19 19 23 30 35 40 42 43 45 45 45 45 45 45 45 13 19 19 19 23 30 35 40 42 43 45 45 45 45 45 45 45 13 19 19 19 23 30 35 40 42 43 45 45 45 45 45 45 45 8 19 19 23 30 35 40 42 43 45
151. on These mixtures burn slowly and high temperatures producing high NOx emissions Fuel management systems can be calibrated to obtain maximum engine performance best fuel economy or lowest exhaust emissions For maximum power the fuel management system is calibrated for a 12 6 1 air fuel ratio Best fuel economy is attained at a 15 4 1 air fuel ratio To meet today s strict emission specifications the fuel management system must be able to maintain strict control of air fuel ratio in order to achieve the best compromise and meet the conflicting demands of maximum power and best fuel economy Fuel Air Rich Stoichiometric Correct Lean Mixture Definition Mixture Ratio NF 0 While air fuel ratio is way when referring to combustible mixtures lambda is also used to determine the combustion efficiency Lambda is the ratio of the air quantity supplied to the theoretical air quantity required for stoichiometric correct mixture A stoichiometric correct mixture is equivalent to lambda equal to 1 a rich mixture is defined by lambda less than 1 and a lean mixture is defined by lambda larger than 1 77 100 98 96 94 92 6 5 FUEL 6 FUEL 7 5 FUEL FUEL pj AIR 90 88 22 o A 86 84 82 80 A F 14 7 1 A F 12 6 1 A F 15 4 1 Figure 58 Percent Air vs Fuel as a Function of A F Ratios Stoichiometric Ideal Rich Maximum p
152. on the base fuel map screen is highlighted in red indicating the fuel pump is turned on If it is not red the ECU is not getting an RPM signal There are several things to check make sure everything is receiving power as it should Make sure that the proper ignition type is selected Make sure all the ignition wiring is properly wired If the ECU is receiving an RPM signal it is most likely that there is not enough cranking fuel available Go to the Startup Enrichment screen and raise the Cranking Pulse Width at the proper temperature until the engine starts Unstable Idle There are many things that can cause an unstable idle The following are a list of possibilities 70 Incorrect pulse width If the engine is open loop and the mixture is too lean as indicated by a low oxygen sensor voltage output of 0 3 volts the engine will tend to surge If the engine is too rich as indicated by a high oxygen sensor voltage output of 8 9 volts the engine may load up and want to stall Black smoke from the tailpipe is an obvious indicator of this If the engine is running closed loop and the Mod compensation amount is at its maximum upper limit the system is telling you that it is lean and that it can t add enough fuel The injection volume map needs to be increased If the engine is running closed loop and the Mod compensation amount is at its lower limit the system is telling you that the injection volume map is too rich and nee
153. onal tuning for the vehicle to operate best That is the benefit of programmable EFI This tuning may be small changes or large changes depending on your engine and vehicle There is a disk supplied with base maps There is also an additional sheet supplied that describes what these are for New base maps can be found on the Holley website www holley com These are self extracting zip files Save them to a directory and double click on them This will unzip them and allow them to be loaded to the ECU See the information above on sending these maps to the ECU 6 5 Advanced and Beginning Users Not all screens may look exactly like they are shown in the manual Some variables are considered too advanced for the first time user and are not needed until the tuning process is nearly complete These variables have been hidden from view When you are ready to adjust these parameters and you may never need to use them go to About and then Version Check the Advanced User box and all variables will be visible 7 0 STEP BY STEP INITIAL STARTUP INSTRUCTIONS At this point you should have the mechanical installation complete The Commander 950 software should be installed in the laptop Section 6 1 you will use for tuning The next section is the first attempt to start the engine Base maps are included for different engine combinations If the base map is close to your application then the vehicle should fire and run If the base maps that you try wi
154. ons of fuel injection management systems This is a glossary of components that you will encounter during the installation and tuning of your Commander 950 fuel injection system Chapter 2 of this manual will focus on the fundamentals and theory behind electronic fuel injection EFI This is where you will learn about how and why fuel injection works Chapter 3 will focus on the skills required to install your Commander 950 system This includes items such as basic computer knowledge limitations of the system and general automotive knowledge Chapter 4 will focus on the tools required to install your Commander 950 system Chapter 5 gives comprehensive instruction on the wiring installation of your Commander 950 system This is a very comprehensive section and includes step by step instructions that are easy to follow in very simple terms Chapter 6 covers the software installation software operational description computer operation and fuel map downloading Chapter 7 provides step by step instruction to get you through initial fire up Chapter 8 goes through the basic tuning of your Commander 950 This will include detailed instructions on tuning Speed Density systems Chapter 9 will cover the fine points of tuning required to realize optimal performance in Speed Density systems This advanced tuning section will allow you to squeeze every last bit of power and driveability out of your vehicle Chapter 10 covers some basic fundamentals for
155. or power steering gear selection Engine coolant temperature Bolt In IAC Screw In IAC 1 10 Manifold Air Temperature Sensor The air charge sensor is located in the engine air intake to sense the air induced into the engine manifold The sensor consists of a thermistor which generates a voltage signal that E is proportional to the air temperature This voltage signal is used by the ECU to calculate z uE the air density and using these results to adjust the fueling levels for a particular engine lp e load A function of the air temperature signal is to Manifold Air Temperature Sensor Adjust fueling during cold start based on air temperature 1 11 Coolant Temperature Sensor The coolant temperature sensor is a two wire sensor that is threaded into the engine block and is in direct contact with the coolant The function of this sensor is to generate a signal that the ECU uses to adjust the fueling levels required for the operation of the engine and operate ancillaries The thermistor contained in the sensor generates an electric signal that is proportional to the coolant temperature Other functions of the coolant temperature signal are Coolant Temperature Sensor Idle speed adjustment via the IAC Modify spark advance Electric cooling fan operation 1 12 Oxygen Sensor The oxygen sensor also known as a Lambda sensor is located in the exhaust manifold and its function is to measure the oxygen content in the exha
156. ount in that cell You can also use the up and down arrow keys with the shift or control keys pressed to increase the cell value After using the arrow keys to change the cell value or typing a new number the data is not sent to the ECU until you press enter or move off that cell with the arrow keys All other cells in the system work the same way Pressing ctrl R will fill all cells in the row to the right of the cell you are working on with the same value you just entered this can greatly speed up the process of building a map from scratch Another feature is the use of the Cell action function If you click on one cell and click on another cell the square they create will be highlighted yellow and a Cell Action window will appear You can now type either or followed by a number and that action will be performed For example if you type 1 5 all the highlighted cells will be multiplied by 1 5 and the new values sent to the Commander 950 If the sign is used a single number can be entered in all selected cells For example 20 would put a 20 in all selected cells A very useful feature that is provided in the fuel map is that if a number is entered that will cause the injectors to become static that cell will be highlighted in red This means that increasing this number further will not add any additional fuel to the engine WS Fuel Map EXAMPLE 950 mfx Online Rich Lean RPM 1000 MAP 38 MAT Mod
157. ow far the map is off If the engine runs worse go the other direction and see if it clears up Always listen for pinging pre BRING UP THE ignition Stop driving SPARK MAP immediately bring up the spark map and subtract ignition advance in the area pinging is encountered SUBTRACT ADVANCE AND SMOOTH SURROUNDING CELLS ADD ADVANCE AND SMOOTH SURROUNDING CELLS Note This flowchart is slightly simplified See accompanying text for details Figure 16 EFI Tuning Guide lIdle and Low Speed Cruising Closed Loop FUEL MAP TUNING HIGH LOAD AND RPM Once the idle and cruise portions of the map are tuned higher loads and wide open throttle WOT can be adjusted These areas need to be approached with caution as an excessively lean mixture can cause engine damage Running closed loop at wide open throttle will cause the air fuel ratio to be too lean and can damage the engine For this reason the engine must be run open loop The following procedure describes how to tune wide open throttle This method is fine for most naturally aspirated performance vehicles If you have a supercharged or turbocharged engine the safest method of tuning would be to use a wide band oxygen sensor in conjunction with a chassis or engine dyno First make sure the engine is set to go open loop at the correct throttle position This is usually at about 2 3 s throttle Forced induction engines will be around 2096 opening With the ignition on and th
158. ower Air fuel ratio 12 6 1 Lambda A 0 86 Best fuel Fuel consumption ae Air fuel ratio 15 4 1 Lambda A 1 05 Air tuel ratio 14 7 1 Lambda 1 Figure 59 Engine Performance and Fuel Economy as a function of Air Fuel Ratio Emissions and Performance Internal combustion engines generate power by burning air and fuel mixtures In gasoline fueled engines the proportions of air and fuel air fuel ratio are critical for optimum combustion The quality of combustion is directly related to engine power output and its running characteristics The goal of a fuel metering system is to generate a homogenous air fuel mixture A homogenous mixture of 14 7 parts of air and 1 part of fuel on a mass basis are required to achieve complete combustion Homogenous mixtures are only possible when the fuel is totally vaporized Vaporization can take place from the metering up to ignition process To achieve maximum engine performance all cylinders should receive equal charges at a common air fuel ratio Variations in quantity and air fuel ratios generate rough engine running conditions and detonation Deviation from stoichiometrically correct air fuel mixtures can generate excessive exhaust emissions poor fuel economy or poor engine performance For stoichiometrically correct air fuel mixture 14 7 Ib of air per 1 part of fuel is required For best engine performance a slightly richer mixture is required
159. pening The idle speed should drop and the suction on your finger will increase 3 After 5 or 10 seconds remove your finger from the opening The engine idle speed should increase and then slowly return to normal 4 If your engine speed does not respond as described the IAC motor is defective and must be replaced DANGER ROTATING OR HOT PARTS IN AN ENGINE COMPARTMENT CAN CAUSE BURNS SERIOUS INJURY AND OR DEATH IF CONTACTED WITH A PERSON KEEP LOOSE CLOTHING AND BODY PARTS AWAY FROM ROTATING OR HOT PARTS Testing Coolant Temperature Sensor 1 Remove the coolant temperature sensor from the manifold Allow the sensor to reach room temperature approximately 70 F 2 With a digital voltmeter set to measure resistance and connected to the pins of the coolant temperature sensor the resistance should read approximately 3 800 Q 3 Place the sensor in boiling water with the voltmeter leads still connected The resistance with the water boiling 212 F should be approximately 182 Q 4 If your coolant temperature sensor does not respond as described above the sensor is defective and must be replaced Testing Air Charge Temperature Sensor 1 Connect a digital voltmeter set to read resistance to the air charge temperature sensor leads and not the resistance value 2 Using a hair dryer warm the tip of the air charge temperature sensor The resistance should decrease as the tip is heated 3 If your air charge temp
160. pplied than the acceleration enrichment under the Fuel column must be tuned If there is a hesitation under a heavy load increase the Rate of Change of Map Sensor If the hesitation occurs when the engine is in neutral increase the Rate of Change of TPS Use a combination of the two for final tuning The left portion of these tables are for slow changes in the TPS and the MAP sensors The right portion of these tables is for fast changes in the TPS or MAP sensors The fix is to increase the Acceleration Enrichment Tables Increasing or decreasing the timing can affect acceleration Increase or decrease the timing at different points and feel the difference The fix is to modify the Main Spark Map Cold Start Performance The following is tuning help for when the engine is cold The following flowchart Figure 55 provides a simple graphical representation Engine Runs Rough When Cold The following will help cold engine startup engine runs poorly when it is cold the problem could be that the base injection volume map is too lean Before performing cold start tuning make sure that the base fuel map is thoroughly tuned to be slightly rich of stoichiometric The fix is to tune the base fuel map after the engine is at operating temperature After the base fuel map is tuned at operating temperature if poor cold performance occurs the coolant temperature enrichment most likely needs modifications This can
161. r management side of the engine Installing a throttle body which is capable of higher airflow s without increasing the breathing characteristics of the engine can result in driveability problems A larger throttle body may cause air velocity changes or uneven flow distributions in the intake manifold resulting in lean and rich variations in fuel delivery and hesitation during off idle conditions 82 Appendix 9 FUEL PUMPS Fuel pumps produce volume Fuel pressure regulators make fuel pressure It is important to understand this principle An adjustable fuel pressure regulator can be used to raise or lower fuel pressure if necessary When doing this one must ensure that the fuel pump can maintain the needed volume at higher pressures Systems come with one of two kinds of fuel pumps Systems with 30 Ib hr injectors and smaller come with the black Holley pump sales PN 512 105 This pump flows enough for the power available with 30 Ib hr injectors at 45 PSI It is not recommended to run this pump higher than 50 PSI as the flow may drop off too much The following is the flow characteristics of this pump at 13 5 Volts Pressure PSI Flow Lbs Hr Flow Liters Hour Flow Gallons Hour 15 410 257 68 45 345 220 58 Systems with 36 Ib hr injectors and larger come with the 12 920 pump This pump is recommended on engines up to 700 HP at 45 PSI which includes a safety factor The following is the flow characteristics of this pump
162. ratio during all operating conditions The Commander 950 is easily adjustable to realize all of the benefits EFI will deliver The main components that make up a fuel injection system are a combination of mechanical and electrical devices These typically include EFI Intake Manifold Throttle Body also called Air Valve Fuel Injectors High Pressure Fuel Pump Fuel Pressure Regulator Engine Coolant Temperature Sensor ECT Manifold Air Temperature Sensor Manifold Air Pressure Sensor MAP Sensor Oxygen Sensor O Sensor Throttle Position Sensor TPS Idle Air Control Motor IAC RPM Signal Device distributor or crank trigger Computer Electronic Control Unit ECU VVVVVVVVVVV VV NOTE If you are not familiar with ALL of these terms please refer to the glossary in Chapter 1 Let s take a closer look at what makes fuel injection work The fuel injection cycle begins by air entering the engine through the throttle body The ECU needs to then calculate how much fuel to add for the amount of air that is entering the engine Although there are several methods to do this the Commander 950 uses inputs from the MAP Sensor and engine speed to calculate an initial amount of fuel to inject The MAP sensor indicates the load on the engine by sensing manifold vacuum 12 The Air Temperature Sensor monitors the temperature of the incoming air This tells the ECU what the outside temperature is and allows the ECU to adjust the fuel for th
163. read vacuum as kPa Kilo Pascals metric units for pressure Please see the Map Value to Manifold Pressure Value chart on page 74 in Appendix 5 Throttle Position Sensor 1 8 Throttle Position Sensor TPS The TPS is a three wire sensor that is mounted on the throttle body assembly and is actuated by the throttle shaft The TPS is basically a variable resistor potentiometer that sends a voltage signal to the ECU that is proportional to the throttle shaft rotation When the throttle shaft is open the sensor emits a high voltage signal and when the throttle shaft is closed it emits a low voltage signal The voltage signal from the TPS changes between approximately 0 45 V at idle to 5 OV at wide open throttle 1 9 Idle Air Control Valve IAC The IAC is located in the throttle body of the TBI and MPFI The valve consists of a stepper motor that adjusts the position of its pintle to vary the bypass air during idle and of idle conditions During the closed throttle condition idle the ECU constantly compares actual engine speed with the programmed desired engine speeds Discrepancy between these two values result in activation of the stepper motor increasing or decreasing the bypass air around the throttle plates until desired engine speed is achieved This operation is similar to a controlled vacuum leak The following input signals or conditions determine the position of the valve Throttle position sensor Engine load MAP A C compress
164. res of the fuel map The spark map has the same feature as the fuel map whereby large changes can be made by selecting an area of cells and performing a mathematical function to them Main Spark Graph This is a graphical representation of the main spark map You will want to view some of the supplied spark maps to see what a spark graph should look like once finished You can move around this map using the arrow keys and can alter values by pressing the shift or ctrl key along with the up or down arrow Naturally the up arrow increments the values and the down key decrements the values The shift key causes the step amount to be one degree whereas using the ctrl key causes the changes to be made by five degrees 60 Spark Map EXAMPLE 950 36 36 36 36 36 36 24 24 23 23 2 aj 21 2 19 3 37 13 18 39 19 19 19 41 19 19 19 23 43 13 19 23 30 45 13 13 19 23 45 19 13 13 23 45 19 19 23 Spark Graph EXAMPLE 950 Figure 45 45 Degrees Adv 61 Idle spark control These parameters allow the ECU to adjust the idle spark timing to control the engine idle speed This function can be turned on or off The P term adjusts the timing to assist in idle stabilization The D term compensates for overshoot The Max TPS for idle tells the ECU when t
165. ress Stop or simply turn off the vehicle Once the session is stopped pressing the start button will restart the session but all prior data will be LOST This can help if a datalog is started prematurely and you want to restart it NOTE If you select Start now the data logger will automatically start when the Start Datalog button is pressed If a datalogging session is stopped from the stop button a continue button pops up Pressing this button will continue the datalogging session without starting over This could be useful when trying to log data while driving in traffic but you have no desire to log data at the stoplights Viewing Data After data is saved you can open and review it Go to File and Open Data File in the data logger Select the directory and filename that you want to open The following screen will then appear You can review each point of the data The following features are available in the data logger Figure 35 or 38 Select_Inputs to View You can select which inputs to view and not view by simply clicking once on the input name on the bottom of the screen If the data is not shown the input name will be in black If it is shown it will be a color other than black The color of the name will correspond to the color of the data on the chart Up to six data points can be graphed at once To View a Data Point To view the values for any point on the graph move the mouse pointer to a
166. ristics specific to each type Most Super Comp type engines are typically run Alpha N Many Stock Eliminator engines are run speed density Oxygen Sensor in Race Applications The oxygen sensor used in the Commander 950 has very limited use in race applications due to several reasons If a vehicle has open headers and or short collector extensions mounting the sensor in the collector allows back pulses of air to affect proper readings along with possible problems from low exhaust gas temperature levels The sensor output when operating properly only gives the individual an idea if the engine is richer or leaner than stoichiometric 14 7 1 This is not of significant use in a finely tuned race application Leaded race fuels also degrade the sensor over time and any readings it does emit have to be suspect over time However the output from it can be data logged to give an idea if the fuel map might need to be changed as weather conditions change For example if it is reading 8 volts and drops to 75 volts when the air changes it is a sign that the fuel map may need to be richened 67 Tuning a Race Engine By far the best way to tune a high horsepower race engine is on the engine dyno The dyno must provide certain feedback as to the brake specific fuel consumption BSFC and or Air Fuel Ratio to help initial tuning Exhaust gas temperatures also provide helpful feedback If the engine is already installed in the vehicle a chassis dyno can be used
167. rtional to the engine RPM and load The main components are the fuel pump which must deliver reliably without pulsations in flow at closely controlled pressure the injectors which must contribute to accurate metering without pre or post injection dribble and deliver the fuel in a highly atomized spray and the electronic control unit Sensitivity of the control unit to engine parameters and ambient conditions are essential The sensors generating the required signals must therefore function reliably and accurately There are two major multi point fuel injection strategies that are currently being used in the automotive industry Sequential Fuel Injection System In this fuel management system each injector is controlled separately The timing of the metering event referenced both to the crankshaft camshaft position and the pulse width can be optimized for each individual cylinder Batch or Group Fuel Injection System The injectors are divided into two or more groups that are activated separately Each group meters fuel once per each cycle of a 4 stroke engine Each group or pair of group is offset by one crankshaft revolution This arrangement allows for an injector timing selection that eliminates metering the fuel into an open intake valve Holley uses this type of system A subsystem of the fuel management system is the O2 or lambda closed loop control Lambda defines the deviation from a stoichiometrically correct combustion 14 7 1 a
168. s open the data monitor in the main fuel map and look at the IAC Pos This number should be between 10 and 20 at hot idle in neutral with air conditioning off If it is higher open the throttle plates until it moves down If it is stuck at 10 open the throttle plates slowly until the IAC position reads 10 20 This allows the IAC to have it s full range when needed for cold starting It also allows for a more stable idle The following picture is an example of an engine up to temperature with the IAC at a desirable position of 12 Figure 13 Fuel Map ECU Data On line RPM Spk Adv IAC Pos dTPSdt dMAPdt Rich Lean Idle Spark Active Park Neut Active Rev Limiting o 96 1 A C Request Rich O2Comp Lean Park Neutral 100 9 sf 95 34 87 89 s 88 80 82 84 81 70 70 75 75 65 6 51 55 53 44 46 50 MAP 55 40 40 49 501 37 37 37 44 35 36 086 38 32 31 32 31 27 25 26 25 21 18 19 13 19 16 19 13 17 15 14 hs 13 12 100 106 109 114 50 iso IE 117 120 Biel E MAP 43 MAT Mod fi 00 0 TPS 40 Cit Mod 100 0 MAT F 76 Aft Mod fi 00 0 02 0 39 V Bat 135 Inj Pw 20 Coolant 79 Duty Cycle 48 GM 122 125 128 128 127 124 119 99 102 106 111 113 117 119 121 121 120 118 115 93 98 101 105 108 112 115 117 117 115 114 108 90 82 73 66 61 60 52 47 411
169. se values however if desired these can be altered to improve idle 44 characteristics and reduce hunting Desired Idle The engine idle speed will be controlled by the ECU and can be changed at different temperatures If the engine is cold the idle speed will need to be higher than if the engine is warm for best idle stability These values are very specific to each application Stock engines can idle as low as 600 RPM and some race engines need to idle over 1300 RPM Normally the cold idle should be about 200 300 rpm higher than the hot idle for most engines IAC Parked position This is the position of the idle air motor when the engine is starting It is a fixed value depending on engine temperature This is an important value to help proper startup of the engine If it is too far closed during cranking the engine will not have enough air to start and may struggle after it fires If it is too far open it may have too much air If the engine starts and revs at a high rpm then falls to its idle speed the parked position may be too high Mild small block V8 engines usually have values between 100 and 40 from cold to hot engine temperature High performance big block engines may need values from 200 to 60 from cold to hot temperatures Minimum IAC Position This table allows the user to cause the IAC to follow the throttle position As the throttle is opened you want the IAC to open also This is to keep the engine from stalling when
170. sion At this time you should save that map that has the correct engine parameters To save the map perform the following Turn the ignition on Go to File and Retrieve ECU Data Go to File and Save Data to Disk Select the directory that you want to save it to Type in a name for the map Either hit Enter or click on OK HIM ES CO D gt The map is now saved on the computer hard drive in the directory you selected It may be opened and sent back to the ECU if needed The default directory is CMDR 950 10 L1 Next we will verify that all of the sensors are working correctly Select Fuel and Main Fuel Map This brings up the base fuel map At the top is the Data Monitor which among other items shows all the outputs from the sensors Several of these will be verified before we start the engine The ignition key needs to be ON to view the data The following picture shows typical key on values If any of these sensors are not reading correctly see the troubleshooting area and correct the problem before attempting to start the vehicle 4 Fuel Map ECU Data x On line RPM MAP 96 fi 00 0 ALL SpkAdy o TPS 0 Fan n IAC Pos fi 00 76 Aft Mod fi 00 0 Idle Spark Active Park Neut Active 0 0 00 D2 Lit Off B2Med dMAPdt o V Bat 140 Inj P 17 2 Rey Limiting Request Rich O2Comp Lean
171. systems will not allow the Commander 950 to control ignition timing Points ignition and the Mallory Uni lite systems fall into this category Magnetic Pickup Distributors with Mechanical Advance Standard magnetic pickup mechanical advance distributors such as a Holley or MSD can be used with a CD ignition system The C950 will not be able to control timing Connect the yellow black ignition wire to the tach output connection on the CD box GM LT1 Engines These engines require the use of a crank trigger Holley P N 840 110 and CD ignition box Follow the wiring instructions for a crank trigger CD system GM 1 51 Engines These engines require the use of Holley Distributorless Ignition Systems DIS P N 800 501 NOTE It is not advised to use a magnetic pickup distributor to directly feed the magnetic trigger input of the C950 If the magnetic pickup distributor is connected to the C950 via the inductive pickup trigger wires the pickup rotor cap phasing must be corrected This operation will require machining to the distributor and is therefore beyond the scope of most users Even with the phasing corrected the electrical noise inside the cap may be strong enough to cause tuning problems Instead it is advised that you use a crank trigger system or a computer controlled distributor Reconnect the battery cable and check voltages 6 0 SOFTWARE INSTALLATION SOFTWARE OPERATIONAL DESCRIPTION AND COMPUTER OPERATION An IBM compatible lap
172. t Active RUM o sat o OMM o ig jeu 02 Mod dMAPdt fo V Bat o Inj Pu o A C Request ich 02 Lean jo Inductive PU 255 140 140 140 140 145 155 160 160 165 168 160 155 145 135 122 111 240 140 140 140 140 145 155 160 160 165 168 160 155 145 135 122 111 224 140 140 140 140 145 155 160 160 165 168 160 155 145 135 122 111 208 140 140 140 140 145 155 160 160 165 168 160 155 145 135 122 111 132 140 140 140 140 145 155 160 160 165 168 160 155 145 135 122 111 176 140 140 140 140 145 155 160 160 165 168 160 155 145 135 122 111 160 130 130 130 130 130 134 140 145 152 154 155 149 133 127 120 111 TPS 144 120 120 120 120 120 124 129 135 141 145 145 145 130 126 120 111 128 114 115 115 115 115 117 121 126 132 136 134 133 126 118 114 111 101 105 105 105 105 107 111 117 119 122 120 120 114 111 104 103 90 30 80 75 75 77 64 64 48 58 55 55 32 52 46 46 16 41 41 31 92 95 94 98 99 99 se 79 73 79 82 si 79 78 75 75 60 soj 45 45 45 45 45 45 45 45 46 44 43 38 38 38 38 41 43 40 40 35 35 35 35 35 31 75 75 75 75 60 60 45 45 45 45 38 38 45 35 35 35 35
173. t by the fuel pressure regulator The fuel injector is an electric solenoid valve that when driven by the ECU delivers a metered quantity of fuel into the intake manifold The ECU controls the fuel flow by opening and closing the injector The time the injector is open is defined as pulse width The time the injector is driven into an open condition is determined by the following sensor inputs Engine RPM Oxygen sensor feedback voltage Throttle position TPS Intake air charge temperature Manifold absolute pressure or mass air flow Battery voltage Engine coolant temperature 1 6 1 Bottom Fed Fuel Injector NOTE This is typically used in TBI systems This electromagnetic valve meters fuel into the intake manifold proportional to the air being induced into the engine When the valve is energized the electromagnetic force generated by the solenoid lifts the pintle ball from the seat Fuel under pressure is then injected into the throttle body bore For throttle body injection a hollow conical spray is required to aim the metered flow around the throttle valve Bottom Fed Fuel Injector Top Fed Fuel Injector 1 6 2 Top Fed Fuel Injector NOTE This is typically used in MPFI systems When the ECU activates this electromagnetic valve the injector meters and atomizes fuel in front of the intake valve The fuel enters the top and is discharged via the metering orifice at the bottom at high pressure The spray geom
174. tabilize the idle If the idle moves higher than desired the ECU will pull some advance out to bring it down If it goes lower than desired it will raise the ignition timing To enable this feature first go to the data monitor and turn the key on Note the position of the TPS and enter it here Next go to Spark and Idle Spark Control It asks for the Maximum TPS for idle Take your idle TPS value and ADD 5 to that value For example if your idle TPS is 30 you would add 5 for a total of 35 Enter this value as the Maximum TPS for Idle If this value is not more than 3 4 more than the real idle TPS position the idle spark control will not be activated 6 Next mouse click on the Enable Idle Spark Control This will activate this feature The idle spark P and D terms relate to how fast the ECU changes the timing These values are good for the vast majority of cases so don t change them 7 Next start the engine Look in the upper left corner of the fuel map One of the features there says Idle Spark Active When it is active it will be highlighted in red This should occur at idle now You can look at the spark advance on the data monitor and see that the spark is changing quickly in small increments Pw next thing that greatly contributes to a smooth idle is having a fuel and spark that is smooth the area that the engine idles Note the map Figure 23 above the timin
175. tes high vacuum conditions The top of the map indicates low vacuum that occurs at wide open throttle conditions See Figure 11 Start the engine The area of the fuel map that the ECU is obtaining the fuel value from will be highlighted in red The following picture Figure 10 shows an engine idling at 950 rpm with a manifold pressure of 43 kPa 5 Fuel Map ECU Data of x On line RPM 950 43 MAT Mod 100 0 pauca Spk dv so TPS 0 133 Fan n IAC Pos fi 2 F Aft Mod 100 0 Idle Spark Active Park Neut Active o naw 000 1000 dMAPdt o V Bat 14 0 Inj Pw 84 A C Request Rich 02 Lean Park Neutral GM HEI es gf s f 95 100 106 109 114 117 120 122 125 128 128 127 124 119 4 989 92 95 99 102 106 111 113 117 119 121 121 120 118 115 88 82 84 s7 33 38 101 105 108 112 115 117 117 115 114 108 81 70 75 77 82 90 96 100 D 106 107 109 107 107 103 100 75 65 68 73 s1 93 95 sz 99 98 sz 94 91 88 69 51 55 59 66 75 84 85 88 89 89 86 85 84 82 79 63 44 46 so 56 61 70 77 79 so soj 79 78 75 75 72 56 40 40 48 53 64 69 71 71 72 72 72 70 70 66 50 37 37 47 52 59 63 61 et 57 44 35 36 0086 39 47 50 50 50 51 54 54 55 53 50 so 47 88 32 31 32 35 41 42
176. the O gt sensor If the values in this table are too small the ECU will not be allowing the new fueling changes enough time to be sensed by the O sensor and would then be making changes based on old information not new information If the values are too big the ECU will take too long to settle on a change Most base map values are based on the O sensor being in the collector in long tube headers It is best to experiment by lowering these values and monitoring the effect on the oxygen sensor voltage output Obtaining the best numbers results in the smoothest idle and cruise speeds If these values are too low it is likely that surging will be present when the vehicle is operating closed loop at a specific RPM Modify these values when the vehicle is being driven at the RPM point you are at If the values are too high you will see that the voltage from the Oz sensor will not be changing frequently during closed loop operation If the sensor is in the collector try the base values For sensors mounted about 10 inches from the exhaust port try the following values as a starting point Value 56 38 32 31 3 29 28 24 22 21 118 15 RPM 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 Value 14 13 12 11 RPM 3000 3200 3400 3600 Cold Start Delay The amount of time the system will wait before entering closed loop operation when the engine is cold This should be about 180 seconds It also must meet all the other closed loop par
177. the coolant is at should be highlighted in red If the engine won t start the cranking pulsewidth is USUALLY too small With the key on go into the area highlighted and raise the amount 1 2 milliseconds at atime Change the cell you are on and the one before and after A typical V8 should need between 10 and 20 milliseconds when it is cold to start A TBI system may need more fuel than a Multi Port system When the temperature of the engine increases the cranking fuel needs to decrease to about 4 10 milliseconds The bigger the injectors the less cranking fuel an engine needs Smaller injectors such as 19 Ib hr multi port or 45 Ib hr TBI injectors may need more cranking pulse width Keep this in mind Continue raising or lowering the cranking fuel in increments of 1 2 milliseconds until the engine starts Once again the base maps should allow the engine to start The other reason that it may not start is that there is not enough airflow present during cranking You can open the front throttle plates slightly to ensure enough air is entering However it is most likely the problem is from a lack of fuel NOTE The cranking pulsewidth is only while the engine is starting The second it fires it no longer affects fuel flow 27 Cranking Pulse Width mSec 241 24 1 24 1 21 0 205 16 4 164 120 78 58 43 49 43 43 43 Afterstart Enrichment 2 fies 9 164 8 157 8 150 0 145 3 139 8 135 2 125 0 114 8 107 8 100 0 100 0 103 9 112 5
178. the underlined letter of the window or menu you want to open i e press Alt and then F to open the file menu Different locations can be navigated by pressing the Tab key When in any of the windows with tables such as the fuel and spark tables it is easier to use the arrow keys so you can move quickly to the exact spot you want To exit a window press the Esc key When making changes the new value isn t actually sent until you move off the cell you are working on or press the Enter key Making Changes to Multiple Cells at Once In the fuel and spark maps changes to entire sections of the maps can be made via cell action feature Using the mouse click on a cell in the area that you wish to modify Next click on the diagonally opposite cell The cells in this region will be highlighted in yellow and a small window will appear Type the operation that you wish to perform for addition for subtraction for multiply for divide and 96 for adding or subtracting a percentage and the value you wish to modify the cell amount For example by typing a 10 the ten units will be added to all of the highlighted cells Typing 1 2 would multiply all the highlighted cells by 1 2 This feature is very helpful and should be used when needed 6 4 Base Maps Base maps are supplied Choose the one that is closest to your application If one does not seem to work well choose another You will always have to perform additi
179. to accurately sensing large changes in engine load Why is this true The following example will explain this A good example of an engine that will not work well running an Alpha N strategy is a hot street strip car with a single monoblade throttle body such a naturally aspirated 5 0L style Ford engine A vehicle like this especially if it is running big diameter throttle body will have driveability problems running Alpha N When tuning an engine like this you would first adjust the idle fuel This would be no problem to accomplish However because of the design of the throttle body a small change in the throttle position just after idle creates a large change in airflow into the engine The area that you are on the fuel map may only change a little but because of the large increase in airflow you need 50 a large increase in fuel This makes the fuel map very uneven This causes poor driveability that is hard or impossible to resolve with mapping If this same engine were mapped using speed density operation this large change in airflow would create a large change in the position of the fuel map This would allow for the map to be smooth creating a much better driveability It is always best to run a throttle body design that has the most linear increase in airflow possible A good example would be a 4 bbl style with a progressive linkage Another example of a deficiency of Alpha N would be a vehicle with an automatic transmission With spee
180. to send the data When the hourglass changes back to your mouse pointer the file has been sent Retrieving a File from the ECU You would want to retrieve a file from the ECU when you want to save it to the hard drive of the computer or to a disk To retrieve a file make sure the ignition is on and go to File and hit Retrieve ECU Data This pulls the data from the ECU to the computer Saving a File to the Computer t is highly recommended to save your file before making any major changes If the changes don t work well you can send the previous file back To save a file from the ECU first retrieve it from the ECU and then go to File and Save Data to Disk This file will be available to send if you ever need to Hot Key Navigating There 4 Hot Keys that can be used to quickly change from one screen to another The screens that can be navigated between are the following Map Screen Hot Key Fuel Map Screen Control F Spark Map Screen Control S Acceleration Enrichment Map Screen Control A Modifiers Map Screen Control M NOTE Remember these These commands will be needed later on for tuning You must already be in one of these four screens before you can use the hot keys to navigate to the others 20 Mouse Free Navigating Often it is easier to not use the mouse when operating a laptop The C950 software can be operated without the use of a mouse From the main window press Alt and then
181. top computer is required for use with the COMMANDER 950 The computer must be capable of running Windows 3 1 Windows 95 98 or Windows NT The laptop must also have a graphics resolution of at least 800 x 600 to view all areas of the screen 6 1 Software Installation 6 1 1 Windows 95 98 NT 1 Insert disk 1 of 3 2 Select the START menu at the bottom left hand area of the computer screen 3 Onthe pop up menu select RUN 4 Type A SETUP EXE in the command line box and click OK This will begin the installation of the software Follow the on screen information 6 1 2 Windows 3 1 1 Insert Disk 1 of 3 into the floppy drive 2 From the Window Program Manager menu select run Type a Setup and press enter This will begin the installation of the software Follow the on screen information 6 2 Basic Computer Operation Once the software is installed a Commander 950 icon should appear on the main computer screen When you double mouse click on this icon the software should start There is a communications cable that needs to be hooked up to the ECU it is connected to the harness near the ECU for you to program and view data in Ya the ECU This cable needs to be plugged into the communications comm port which is usually in the back of a laptop computer The computer usually recognizes this comm port as comm 1 Sometimes it may be C350std comm 2 The proper port must be selected in the software in order for the computer to communic
182. tor An injector with a wide dynamic range is capable not only of potentially covering several engine applications but also is a very sought after metering tool for high performance applications The dynamic range must encompass the minimal quantities of fuel required at idle conditions and the large quantities of fuel required at maximum engine output It must also cover the required fuel amounts during transient response The dynamic range of the fuel injector is further stressed in turbo charged applications because of the additional fuel required due to the higher engine air mass flow rates generated by the turbocharger The following equation sizes fuel injectors for specific engine applications Injector Static Flow Rate Ib hr Engine HP BSFC Number of injectors DC of Inj Engine HP Realistic HP output estimate of the engine BSFC Brake Specific Fuel Consumption Ib HP hr Good approximation 0 50 Duty Cycle of Injector Maximum opening time of injector cycle time Maximum Duty Cycle 0 90 Example Engine HP 400HP Number of Injectors 8 Injector Static Flow Rate lb hr 400 0 50 8 0 90 227 78 Ib hr 81 NOTE If the application requires a static flow rate that falls in between two available injectors always use the next larger injector For the example above if only 25 Ib hr and 30 Ib hr injectors are available choose 30 Ib hr injectors Fuel pressure In certain occasions matching of the injectors
183. tors and the fuel pressure regulator The choices of throttle bodies range from single barrel single injector unit generally sized for less than 150 HP to four barrel four injector unit capable of supporting fuel and air flow for 600 HP The injectors are located in an injector pod above the throttle valves The quantity of fuel the injector spray into the intake manifold is continuously controlled by the ECU Most of the TBI systems use bottom fed fuel injectors The injector spray pattern is designed to allow fuel to pass between the throttle valve and the throttle bore 1 3 Multi Point Fuel Injection MPF A multi point fuel injection systems meters the fuel to each cylinder individually via the fuel injector located just upstream of the intake valve The fuel is supplied to the injectors via a fuel pump The MPFI is superior to the TBI systems because it will generate better fuel economy higher power output and improved throttle response These advantages are mainly due to the proximity of the injector to the intake valve and better fuel atomization Most of the MPFI systems use one injector per cylinder but in certain applications up to two injectors per cylinder are used to supply the required fuel for the engine FUEL RAILS IAC MPFI system 1 4 Electronic Control Unit ECU The function of the ECU is to tweak or fine tune the engine operation to obtain the most complete and efficient combustion process The ECU micropro
184. try to start the car Make sure the key is off turn it on let the fuel pump prime until pressure is built and start the car You should hear the pump speed slow down when the system is pressurized If the base map is close it should immediately fire and run If it does not fire or stay running refer to the Basic Tuning Section 8 0 You should not and do not want to move the gas pedal when trying to start the vehicle Make sure that the fuel is not excessively rich so much as to damage the engine or catalytic converters The most obvious sign of this is black smoke coming from the exhaust If it is shut it off and refer to the Basic Tuning Section 8 0 If the engine seems to be operating fairly smoothly check fluids and check for leaks Recheck the following sensor outputs at idle and record the values in the space provided Now is a good time to recheck the fuel pressure with the engine running Make sure you remove the vacuum reference line O MAP Manifold Air Pressure Engines with mild camshafts should have a MAP value of 20 40 Engines with performance or racing camshafts may have a MAP value of 40 70 L1 TPS Throttle Position Sensor The TPS value should be the same as when the engine is not running MAT Manifold Air Temp F If the MAT sensor is located the intake manifold as with Holley systems it should slowly rise as the temperature of the intake air increased L1 V Bat Battery Voltage The battery vo
185. type Commander 350 Folders d picturesc850ma 1 Cancel dy 2 pictures f 1 dii Network Read only Drives EJ d Figure 36 53 After you enter a filename hit OK The Trigger screen below Figure 37 will appear 2 Trigger 095 D x Start Datalog Figure 37 The trigger screen Figure 37 allows you to start the data logger immediately or wait for a trigger point The trigger point is a selectable input such as RPM TPS and more You can input a value for any of these When the system reaches this value it will automatically start The example above would wait for an engine rpm greater than 3000 to start taking data After selecting the parameters wanted hit the Start Datalog button Once the Start Datalog button is pressed the PC starts monitoring the data stream from the ECU and is looking for the start conditions to be met This is indicated above the start button with waiting for trigger If the ECU is not connected or powered up the datalog will abort as indicated by printing Datalog Aborted above the start button If the datalog is aborted the start button can be pressed again to restart the datalog session Once the conditions are met the PC will start logging data as fast as it can The sampling speed will depend on the speed of the PC but is typically 10 20 samples per second At the end of the session the user can p
186. uded for this purpose The ECU must be grounded If you mount it ona non metallic surface ex fiberglass body run a 14 gauge ground wire to the chassis WIRING HARNESS The wiring harness will need to be fed through the firewall in the vehicle Drill a 2 inch diameter hole and feed the harness through it A grommet is provided for this hole so the harness will not be damaged Be very careful that the hole you drill does not interfere with items like wiring harnesses heating or AC systems CONNECT WIRING HARNESS After the harness is routed through the hole connect it to the ECU Route the rest of the harness into the engine compartment INSTALL RELAY A system power relay is included The relay holder for it is about 3 feet from the ECU connection The relay can be mounted inside the interior or in the engine compartment Decide where you want it and secure the relay A sheet metal screw is provided for this purpose Be careful that you don t drill through the firewall and damage something Mount the relay and attach it to the harness INSTALL FUSE The 15 amp fuse needs to be installed in the fuse holder The fuse is included and the fuse holder is located near the ECU Install it now 5 2 Non Terminated Wire Connection Next the non terminated wires will be connected Figure 3 The following chart provides an overview However each one will be described separately NON TERMINATED WIRE COLOR AND DESCRIPTION _ WIRE CONNECTION LOC
187. uel Injector 2 et o i e tit ad ida dd d dde d du dtd adde 7 1 6 3 High Impedance Injectors eese esee sessi a nh nnns 8 1 6 4 Low Impedance 0 1 000000020 00009 9 9 8 1 7 MANIFOLD ABSOLUTE PRESSURE SENSOR 8 1 9 THROTTLE POSITION SENSOR TPS 25 kein ua e E Re ARP ERRARE PAS ERES 8 1 9 IDLE AIR CONTROL VALVE lAC U U T T 9 1 10 MANIFOLD AIR TEMPERATURE 5 9 1 11 GOOLEANT TEMPERATURE SENSOR 525000560 e n 9 t12 OXYGEN SENSOR ua aa a e xe eda e Rad n n Fe D e dn En d ER a Oa 9 1 13 ELECTRIC IN LINE FUEL PUMP aa e TER E RT RO Ue d n dd En dna 10 1 14 ELECTRIC IN TANK FUEL PUMP 0 0 1 2 nennen nnns na se ise 10 1 15 FUEL PUMP INLET FILTER nn nk n hk e df ki ed t ek e d e ea e e RO d DER RT aa end n n dd n dae 10 1 16 MAN FUEC FILTER TIMER I O PRCGeeM 11 t 17 FUEL PRESSURE REGULATOR iaa ak nih ea dde ea kt aU ek d RR Sasa ayak alay died na nd 11 1 18 SJELCEEMUUTET
188. uel graph feature to fill in the rest You can move around this map using the arrow keys and can alter values by pressing the shift or ctrl key along with the up or down arrow Naturally the up arrow increments the values and the down key decrements the values The shift key causes the step amount to be one unit whereas using the ctrl key causes the changes to be made by 5 units After making changes the new value is not sent until you press Enter or move off the cell using one of the arrow keys Fuel Graph EXAMPLE 950 olx ao 3 gt g e a Figure 40 Startup Enrichment The following five parameters are used by the ECU during cranking and shortly after the engine actually starts 2 Startup Enrichment EXAMPLE 950 E x Cranking Pulse Width 24 1 24 1 24 1 21 0 20 5 164 164 120 73 59 43 4s s s s Afterstart Enrichment 168 8 164 8 157 8 150 0 145 3 133 8 135 2 125 0 114 8 107 8 100 0 100 0 103 3 1125 121 1 1239 7 eee 51 1 13 13 12 T2 nf nf nf np on Afterstart Decay Rate 1 Revs 14 14 13 12 10f 10 sf sf sf sf sf sf sf af 8 Auto Prime mSec Pulse Count f 25 25 25 25 25 25 25 25 af 25 2 25 25 5 25 25 25 Engine Temperature F 0 11 32 41 54 66 75 87 98 110 121 138 156 180 212 235 Figure 41 Cranking Pulse Width Often the amount of fuel needed is greater when starting the car than when actually running T
189. ump the MAP sensor can be checked at the following vacuums Voltage output should be close to these values The following values are for a 1 Bar MAP sensor 20 Hg vacuum 1 1 volt 15 Hg vacuum 2 0 volt 10 Hg vacuum 2 8 volts 5 Hg vacuum 3 8 volts 0 Hg vacuum 4 6 volts at sea level less at altitude Testing Throttle Position Sensor TPS Test the sensor as follows 1 Locate the harness wiring that connects to the TPS and remove a piece of the sheathing from the GREEN wire and the BLACK WHITE wire 2 Attach the lead of the digital voltmeter to the GREEN wire pin B and the lead to the BLACK WHITE wire pin A of the TPS 74 3 Check the voltage on the TPS with the throttle closed It should be between approximately 3 and 8 volts While watching the voltmeter move the throttle lever from fully closed to fully open The voltage should change smoothly from the idle voltage to 4 5 5 0 volts If the reading fluctuates the TPS is intermittent and should be replaced If the voltage is range turn the ignition key off remove jumper wires and reconnect the TPS 4 Cover any exposed wiring with electrical tape to prevent shorting Testing Idle Air Control IAC Motor A simple test for the IAC motor is as follows 1 Remove the air cleaner assembly Check the electrical connections at the IAC motor and at the ECU for integrity 2 With the warm engine idling in neutral place your finger slowly over the IAC o
190. ure Sensor to determine engine load It takes the load and RPM to determine a fuel pulse width value from the fuel map The sensor reads from 29 In Hg vacuum 0 KPa to atmospheric pressure 0 In Hg vacuum 100 KPa Simply this means it reads from high vacuum to wide open throttle conditions This method is very good at sensing engine load changes The limits of speed density are engines that generate very low vacuum at idle Engines that have less than 9 In Hg 70 KPa of vacuum at idle are possible candidates for Alpha N Getting speed density systems to idle properly is a function more of proper tuning rather than limitations when large camshafts are used Engines that have a 2 or 3 Bar MAP sensor for boosted applications MUST run Speed Density Alpha N Uses the TPS Throttle Position Sensor to determine engine load It looks at the TPS and RPM to determine a fuel pulse width value from the fuel map Alpha N is not able to truly sense engine load For example the fuel that is injected at idle with the throttle fully closed is the same fuel the engine will receive when the car is put into gear with the throttle fully closed because the TPS didn t move and the ECU can t sense the change in load This is not as much of a problem with all out race engines that are rich at idle and idle at higher RPMs Alpha N should only be used when a satisfactory idle can t be obtained with a speed density system Both systems have fuel map designs that have characte
191. ust gases The sensor is an electrochemical cell which develops a voltage signal between its two electrodes that is proportional to the oxygen content in the exhaust gases The oxygen sensor adjusts and maintains an optimum air fuel mixture to control the exhaust emission and the fuel economy When the oxygen content in the exhaust is high due to a lean mixture the output w voltage of the sensor is close to zero If the fuel air mixture is on the rich side the oxygen im content in the exhaust is low and the output voltage of the sensor approaches 1 0 volts ss Holley uses a 3 wire heated O gt sensor Three Wire Heated Oxygen Sensor 1 13 Electric In line Fuel Pump The function of the electric fuel pump is to deliver pressurized fuel to the fuel injection system The ECU activates the fuel pump relay to operate the fuel pump when the ignition switch is in the On or start position The pumps are designed to match certain flow and pressure specification for the engine application In TBI applications the fuel pump must supply enough fuel flow for the engine Wide Open Throttle WOT output at 15 to 20 psi In multi port applications the fuel pump must be able to supply enough fuel at full engine load to maintain at least 43 5 psi at the fuel rail At idle the fuel pressure regulator must be able to return the excess fuel to the tank and maintain the required system pressure Most of the cars prior to 1987 use an in line external electric fuel pu
192. ve a computer controlled has NO mechanical or vacuum advance GM 1981 and up select GM HEI If you have a Ford TFI select Ford TFI If you have a Hall effect sensor connected select Hall Effect If you are connected to a magnetic pickup select Inductive Pickup If you are not using timing control and DO NOT have a Capacitive Discharge ignition system select Fuel Only coil Load Sense Select Speed Density or Alpha N See page 11 Section 1 19 for information on these MAP Sensor Select whether you have a 1 2 or 3 bar MAP sensor See page 8 Section 1 10 for detailed information on these Ignition Reference See page 64 Appendix 1 Hardware Settings for the proper number This is VERY important that it be correct It provides the ECU with information so that it knows when Top Dead Center TDC will occur TBI Switch 2 4 and TBI Switch 4 2 If you have a Throttle Body Injection System see page 68 69 Appendix 2 TBI Specific Tuning Information to set this This is important Setting these parameters will allow for the ECU to receive a RPM signal and fire the injectors If the base map is sufficiently close the other parameters do not have to be changed to see if the car will start They will be explained and adjusted later 23 9 SAVE PARAMETERS It is recommended that you save your map to the computer hard drive anytime you make changes that way you can always go back to a previous ver
193. way to check the MAP sensor is to monitor the system with the software Check the map sensor readings with the engine turned off It should be fairly close to 101 kPa at sea level and decrease by about 3 4 3 5 kPa per 1000 feet elevation above sea level The MAP value may also vary a small amount due to weather conditions The table below shows MAP values in kPa compared to the more familiar units of in Hg The second column is gauge pressure in Hg and the third column is vacuum in units of in Hg MAP Value to Manifold Pressure Value to Vacuum Comparison MAP Value as read on the Manifold Pressure Value in Hg Vacuum in Hg Relative to Ambient computer Pressure Condition sea level NOTE Users at higher altitudes will have MAP values lower than 101 kPa as described in the above paragraph along with a lower corresponding manifold pressure However the vacuum on a typical vacuum gauge is referenced to ambient conditions and will read 0 0 with no engine vacuum regardless of MAP value unlike the sea level based third column in the above table A MAP value lower than 20 kPa is most likely an indication of a bad MAP sensor connection or a MAP sensor problem 1 If you do not have PC use a digital voltmeter and tap into the ORANGE wire at the MAP sensor With the engine off and the key in the run position voltage should be close to 2 0 volts 2 Connect a hand vacuum pump to the MAP sensor with the key in the run position Using the vacuum p
194. with Alpha N Cars with throttle stops also are ok because the throttle stop area of the map can be properly mapped There seems to be some misinformation about Alpha N and closed loop operation You can run a system Alpha N and run closed loop The two are completely non related except for the fact that most Alpha N systems are used on all out racecars which run open loop all the time typically If you have a street car that runs Alpha N you can run closed loop as long as the engine runs smoothly at a 14 7 1 air fuel ratio at idle and or cruise Tuning Alpha N Tuning Alpha N is basically the same as tuning a speed density system All of the other tables start up enrichment ignition timing coolant and air temp modifiers IAC amp Oz work the same whether you are running Alpha N or Speed Density If you had both fuel maps tuned precisely then these tables would be practically the same The only difference would be the fuel map They will be very different The WOT fuel curve will be exactly the same That is because with both speed density and Alpha N you will be using the fuel values from the top row However depending on the TPS position you may be reading values a few lines down from the top using Alpha N 51 o Fuel ALPHAN 950 PES Offline Rich Lean RPM MAP 0 Mod 0 Bids Spk Ad 5 Cit Mod Fuel Pump On PNE 0 0 0 Fan On IAC Pos fo fo Aft Mod fo Idle Spark Active Park Neu
195. y at least 12 Hg 3 f you must use Alpha N on a street car use a throttle body that delivers a linear increase in airflow 4 Alpha N can be used on drag only cars successfully no matter what the camshaft or throttle body design is Alpha N Overview Speed density and Alpha N are the two methods that the Commander 950 can use to determine fueling requirements Most all aftermarket systems allow the user to use one of these methods To determine how much fuel to inject the ECU uses two base inputs For speed density it uses the RPM and manifold pressure from the MAP sensor Alpha N also uses RPM but instead of manifold pressure it uses the throttle position sensor TPS to calculate fuel pulsewidth You should always use speed density with engines running a blower or a turbo as they need the MAP sensor to sense boost and add the proper and safe amount of fuel Alpha N should only be used when there is not enough manifold vacuum at idle which is typical of race engines with camshafts with large duration and overlap There are no set in stone rules when to run Alpha N The following reviews when you most likely need to use it and the problems and limitations of Alpha N The advantage of speed density is that it truly senses changes in engine load by monitoring manifold pressure or vacuum which directly relates to fuel requirements Alpha N can not truly sense engine load just throttle position which in some cases can not come close

Holley 950 User's Manual

Contents

Download Pdf Manuals

Related Search

Related Contents