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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.
permission of Holley Performance Products, Inc. is strictly prohibited.
Any unauthorized reproduction of this manual without the express written
Copyright © 2001 by Holley Performance Products, Inc.
199R-10149-5
MANUAL
ELECTRONICS AND FUEL INJECTION
T
ページ2に含まれる内容の要旨
INTRODUCTION ................................ ................................ ................................ ................................ ................... 4 TERMS & DEFINITI ONS OF FUEL INJECTION MANAGEMENT SYSTEMS ................................ .............. 5 1.1 F M ANAGEMENT S ................................ ................................ ................................ ........................... 5 1.2 T HROTTLE B I NJECTION (TBI) ................................ ........
ページ3に含まれる内容の要旨
9.0 REQUIRED ADDITIONAL EFI TUNING ................................ ................................ ................................ ......... ................................ ................................ ................................ ................................ ....... ................................ ................................ ................................ ................................ ........... APPENDIX 1 COMPLETE SOFTWARE OVERVIEW ................................ .
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This tuning manual 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. 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
ページ5に含まれる内容の要旨
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. covers the engine application and the selection of your fuel management system components, including : injector covers the two kinds of fuel pumps and their flow characteristics. shows the many wiring diagrams needed to ins
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1.3 Multi 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 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 fo
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1.6 Fuel Injectors • 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 constant 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 b
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§ 3 Ball-on-a-stick injector . This metering design is mostly used in the director plate application. The seal is 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
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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 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 d
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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 W O T hrottle (WOT) output at 15 to 20 psi. In multi -port applications, the fuel pump must be able t
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1.16 Main Fuel Filter 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. This fuel filter is required to avoid fuel injector damage. Main Fuel Filter 1.17 Fuel Pressure
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O 2 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 For additional information, see Appendix 7 (Description of Fuel Injection Systems) 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 E
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The Air Temperature Sensor monitors the temperature of the incoming air. This tells the ECU what the outside temperature is 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 des
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2.1 Speed Density 1. 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. 5. From these values, it will calculate the amount of fuel that the user has
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2.2 Alpha-N An 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. 1000 RPM 40 THROTTLE POSITION Sensor Data 32 BASE FUEL MAP VALUE ECU Calculations and Adjustments 47 ° F 100.8% MANIFOLD AIR TEMPERATURE MODIFIER (Air Temp Sensor) 180 ° F 100.0% CO
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Installation of the intake system and the ECU requires approximately the same level of skill and experience to 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
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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. 1. 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 included for this purpose. T
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1. - the black wire to a solid chassis ground with the ring terminal provided. The best place to 2. - Connect the red wire directly to the positive side of the battery with a ring terminal provided. 3. - 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. - 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 prog
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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 systems will not allow the Commander 950 to control ignition timing. Points ignition and the Mallory Uni-lite syste
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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 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 always using the most up-to-date information. If the ECU is not connected, the PC will just use the informa
