The Mega Guide To Aftermarket Multipoint EFI- Car Craft Magazine

What it takes for Ken Duttweiler’s 2,380-pound ’97 Cutlass to run high 6s at 205 with just a 287ci Chevy small-block: two huge turbos, a Holley 105mm throttle-body, a Hogan sheetmetal intake, MSD’s coil-on-plug ignition, and 160 lb/hr injectors—all managed by a high-end aftermarket PCM.
What it takes for Ken Duttweiler’s 2,380-pound ’97 Cutlass to run high 6s at 205
ACCEL-DFI is one of the original aftermarket EFI players. Its latest Gen VII system incorporates a proprietary, patented, real-time technology that allows calibrating the PCM while the engine is running. Big four-barrel throttle-bodies and a high-rise single-plane offer serious power potential.
ACCEL-DFI is one of the original aftermarket EFI players. Its latest Gen VII system incorp
A true Windows-enabled program, the latest ACCEL Cal-Map 2002 software offers user-friendly screens and entry parameters. The main screen shown here looks like a virtual dashboard.
A true Windows-enabled program, the latest ACCEL Cal-Map 2002 software offers user-frien

Having made its reputation in plug-and-play EFI upgrades for import “tuner” cars, Advanced Engine Management (AEM) now has a universal race- programmable engine-management system that’s fully user-programmable for virtually any engine.
Having made its reputation in plug-and-play EFI upgrades for import “tuner” cars
AEM’s calibration software looks like a “real” Windows program—because it is. For most functions, the user can choose 3D graphical modeling maps, line graphs, and/or data cell entry screens.
AEM’s calibration software looks like a “real” Windows program—because
Ford small-block systems are the newest additions to Edelbrock’s turnkey Pro-Flow EFI lineup. PN 3521 (shown) fits 289-302 engines; PN 3541 is for the taller-deck 351W. Thanks to the calibration module (arrow), a separate computer isn’t required for fine-tuning the programming.
Ford small-block systems are the newest additions to Edelbrock’s turnkey Pro-Flow EFI

Most current production engines have crank-triggered direct-fire coil ignition systems—and Electromotive receives a royalty on just about every one of them. The same patented crank-triggered direct-fire–coil strategy forms an integral part of Electromotive’s EFI systems.
Most current production engines have crank-triggered direct-fire coil ignition systems
Electromotive’s WinTEC 3.0 software needs only two inputs to establish a base fuel curve because it is based on “thermodynamically linear fuel delivery.” After it gets you up and running, it automatically calibrates the fuel curve based on a desired air/fuel ratio.
Electromotive’s WinTEC 3.0 software needs only two inputs to establish a base fuel cu
Another user-friendly Windows-based system, FAST offers both batch-fire and sequential firing options; the latter can be configured with a wide-band O2S sensor, individual fuel/spark control for each cylinder, and a two-stage nitrous control.
Another user-friendly Windows-based system, FAST offers both batch-fire and sequential fir

Besides complete turnkey conversion setups, Holley also offers StealthRAM Power Pack kits that include everything except a PCM, wiring harness, and fuel pump; they’re intended for those who already have other aftermarket Speed Density-type PCMs and can support as much as 1,600 hp.
Besides complete turnkey conversion setups, Holley also offers StealthRAM Power Pack kits
Holley’s Windows-based software lets you tune the engine while its running using a laptop computer. Sample fuel maps are included to get the engine up and running, and more baseline fuel maps are available on the Holley Web site at no charge.
Holley’s Windows-based software lets you tune the engine while its running using a
The MoTeC M880 adds a mil-spec–style circular connector port that’s no flight of fancy; rugged MoTeC units can and do run reciprocating aircraft engines. The system architecture’s “secret” is first-rate components combined with nearly unlimited configuration options. Get out your wallet.
The MoTeC M880 adds a mil-spec–style circular connector port that’s no flight of

With all its myriad functions and retuning ability, MoTeC software still runs on a DOS computer. Both data input and graphical display screens are available.
With all its myriad functions and retuning ability, MoTeC software still runs on a DOS com

Electronic engine management systems are no longer voodoo science. They have been mainstream installations on domestic cars for over 15 years, and there isnt a vehicle made for North America that stills uses a carburetor. Where permitted in racing, todays aftermarket user-adjustable engine-management systems are the choice of savvy competitors who want consistency and reliability. Once a performance multipoint system is set up and correctly dialed in, it is virtually self-tuning and self-calibrating. If changes need to be made, they are accomplished quickly and easily using a laptop computerno more frantic parts swapping!

Still, most street machines remain carbureted. Nostalgia is one reason. Cost is another, but prices are coming down. User friendliness remains an issue, but more and more systems are going to true Windows-based programming software, and some even self-start and construct a baseline fuel curve after you key in some basic information. If you arent into fuel-injection, its about time to get with the program (pun intended). Contained in the sidebars below is the pertinent info on some of the most popular user-adjustable multipoint options.

By Marlan Davis

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