[DeTomaso] efi horse power gain

Dick Koch arkoch at earthlink.net
Tue Aug 11 22:14:36 EDT 2009


I'm coming to this discussion late, but thought I would share a couple 
thoughts on my experience with engine management systems (both EFI and 
Ignition Control).

In my experience with my Pantera and more recently with the various 
versions of the Shadrach Mustang, a competent tuner will be able to use 
most any tuning software given the time to learn the user interface 
(point made I believe by Kirby).  Other than some of the newer 
variations on injection control, tuning an engine is not magic.  How 
fast and good a tune a person gets is based on a person's experience 
with how to tune an engine for its intended purpose.

I personally use the Electromotive TEC II in my Pantera 
<http://home.earthlink.net/%7Earkoch/images/WoW/WWoW%20021706%20006.jpg> 
and it takes care of all the necessary parameters for ignition and fuel 
management.  While it doesn't have as many bells and whistles as the TEC 
3 (which I will go to when the TEC II dies) or other newer systems, the 
TEC II allows me to control all the basic functions any EFI and IC 
system handles, such as the two primary ones of AF mixture and Ignition 
Advance through the rpm range at different loads.  I control the nitrous 
part of my intercooling system with the one GPO that is available, and 
use a separate variable boost controller for the methanol injection.  If 
I had the TEC III, I would use one of its 4 GPOs to control the methanol 
as well.  On high boost I get around 800 hp safely.

On the supercharged and twin turbo charged Shadrach Mustang 
<http://www.shadrachmustang.com/> 4.6L engines, we use Diablo software 
that allows us to modify the Ford ECU.  Additionally, we use an 
inexpensive piggy back system to control the secondary injectors above 
2000 rpm. Programming it is also pretty straight forward (mind you I 
haven't done it, but have watched over one of our two tuners as they 
dialed in the engines). 

For the twin turbo which has the 8 stack Kinsler fuel injection manifold 
with duel banks of injectors, we plumb each stack to a common vacuum 
block with which to control vacuum related functions.  Brakes are 
assisted by a separate vacuum pump.

More relevant to this discussion, is what we do with the new Boss 
Mustang.  On the 429 (really 600 ci) all aluminum clone Ford Hemi  Boss 
Shadrach prototype we eliminate, for now, the Ford ECU from controlling 
the engine functions entirely and use a FAST system to control the twin 
Barry Grant four barrel throttle body fuel injection system and the MSD 
ignition system (see pic at Boss 429 
<http://home.earthlink.net/%7Earkoch/images/Boss%20429/429%20Boss%20car%20assembly%20052209%20006%20%28Small%29.jpg>).  
The FAST system is a good system and works fine.  This engine develops 
805 hp at 6,500 rpm and 730 ftlbs of torque at 5,200 rpm on pump gas.

However, the FAST system doesn't do anything different than my TEC II in 
controlling the basic functions of AF ratio and advance.  Yeah the FAST 
system has a finer matrix to plug in numbers, full sequential multiport 
injection control (obviously we don't use it), and a more "pleasant" 
user interface. But when all is said and done they do essentially the 
same basic thing, optimize the fuel delivery at various loads with a 
safe spark advance. 

By the way, for the entry 429 Boss hemi iron block engine, we are 
probably going to use the Professional-Product's Powerjection III 
Throttle body engine management system that can be seen by clicking on 
Powerjection III.
<http://www.professional-products.com/new.html>
This is a complete system with everything necessary to install it, and 
sells retail for $2,400.   While we haven't tested it as yet, if it 
works as advertised it is the least expensive complete EFI system on the 
market. 

For those folks that want to take the time and read the TEC III manuals 
(TEC^3 ; Installation and Calibration Manual 
<http://electromotive-inc.com/pdf_files/tec3.pdf> , TEC^3r Users Guide 
<http://electromotive-inc.com/pdf_files/tec3r.pdf>) or the TEC II manual 
(TEC-1, TEC-II, and HPV-3b Installation and Calibration Manual 
<http://electromotive-inc.com/pdf_files/tec99.pdf>), aside from the 
specifics that relate to the TEC III or TEC II and how you plug in the 
numbers, they are a good primer on the variables that a total engine 
management system allows you to control.  That manual and several others 
are free to download at the Electromotive site 
<http://www.distributorless.com/>.

Dick Koch - Atlanta




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