FUEL INJECTION
STAND ALONE ENGINE MANAGMENT
THIS PAGE WILL PROVIDE YOU
WITH ALL THE INFORMATION AND PARTS NEEDED TO MAINTAIN, CONVERT TO EFI FROM
CARBURETED. IT WILL ALSO PROVIDE THE MEANS FOR YOU TO INSTALL A STAND ALONE EFI
SYSTEM WHICH IS REQUIRED FOR BUILDING RACE ENGINES, ENGINE SWAPS TO A NON
COMPATIBLE CHASSIS. A STAND ALONE SYSTEM WILL PROVIDE YOU WITH ALL THE
COMPONENTS YOU WILL REQUIRE TO INSTALL A COMPLETELY PROGRAMMABLE EFI SYSTEM IN
YOUR STREET OR RACE VEHICLE.
VIEW THE ARTICLE ON EFI THEORY
SDS EFI
THE ULTIMATE STAND ALONE
PROGRAMMABLE ENGINE MANAGEMENT SYSTEM
THIS IS THE SYSTEM WE PREFER
HERE AT TCR. THIS IS THE SYSTEM WE INSTALL ON OUR SAND RAILS, DUNE BUGGYS,
AGGRESSIVE STREET PERFORMERS, AND
RACING VEHICLES
Please note: Installation of
SDS will void most vehicle warranties and emission compliance in some areas.
Check your local laws for street driven vehicles.
Our systems are designed to be easier to install and program than any other unit
on the market today. All systems come complete with a plug-in main wiring
harness and a custom tailored injector harness so you don't have to cobble them
together from individual parts.
Version 17 software offers all features of V14 plus improved diagnostics on
screen plus check engine light, direct AEM wideband data logging capability,
lean warning/ correction capability, new gauge 4 screen.
Systems Include:
ECU
Backlit LCD programmer
Air temp sensor
Water temp sensor
Main wiring harness
Injector harness\
Fuel trim control, +, - 50%
Comprehensive manual
Crank sensor (E,F)
Timing magnets (E,F)
Coil/amp unit (F)
Check engine lamp
Adjustable Parameters
RPM - every 250
Manifold pressure - 64 locations
Water temperature - 32 locations
Start function - 33 adjustments
Acceleration - 3 adjustments
Closed loop - 5 adjustments
Boost limiting
Rev limiting
Ignition timing - every 250 (E,F)
MAP retard - 64 locations (E,F)
Knock control (optional on E,F)
RPM switch - every 250 (optional)
Nitrous ignition retard (E, F)
Fast idle temp cutoff - 32 locations (optional)
Data logging AFRs vs. RPM
Extra Cost and Optional Items
MAP sensors (1,2 and 3 Bar)
CHT sensor
Knock sensors
Oxygen sensors (1 and 4 wire)
Fuel pump relays
Fast idle solenoids
Injectors
Fuel pumps
LED mixture meters
RPM switch
TPS
Electric fan switch relays
Supercharger switch relays
Air conditioning solenoids
15,000 rpm software
Injector Compatibility
SDS will drive most low impedance (1.7 to 3 ohm) or high impedance (12 to 16
ohm) injectors. The injector impedance must be known when ordering so that we
may supply the correct injector drive harness for those injectors. The system is
intended to work with port type injection only (one injector per cylinder) or
for some 4 cylinder high boost applications, SDS can drive 2 injectors per
cylinder if they all have the same impedance and flow rate. This is called the
staged injection option.Please note: we cannot supply injector connectors for
late model Japanese cars using non-standard Bosch type connectors. We can graft
on your old ones if there are a couple inches of wire left on them or the user
can perform this work.
Weights and Dimensions
D systems weigh approx 6 lbs.
E systems weigh approx 6 lbs.
4F systems weigh approx 9 lbs.
6F systems weigh approx 11 lbs.
8F systems weigh approx 13 lbs.
ECU dimensions are 3.875 x 8.5 x 1 inches, gold anodized, 6061T6, CNC'd billet.
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If your engine is not equipped with EFI hardware such as injectors and a high
pressure pump, you will need the following items in addition to one of our
systems to convert to EFI:
Fuel injectors
Fuel pressure regulator
Fuel rail
Fuel pump
Fuel return line from regulator to fuel tank
Throttle body
If no suitable EFI manifold is made for your engine, you will have to weld
injector bosses to your present manifold, make a fuel rail and mount a throttle
position sensor. Details on some of these aspects are available on our Tech Page
at: Tech Page/FAQ. Cars equipped with CIS (K Jetronic) mechanical injection,
also need extensive modification to convert to EFI, including new injectors.
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Temperature Sensors
All EM-4 systems include an air temperature sensor for measuring inlet charge
temperature and either a water temp sensor for liquid cooled engines or a
cylinder head temp sensor for air cooled engines. Normally, systems are shipped
with 3/8 NPT GM temp sensors for liquid cooled engines with Weatherpack
connectors. Air cooled engines are supplied with a GM air temp and a Bosch CHT
sensor. Optional choices for liquid cooled engines are smaller 1/8 NPT sensors
without waterproof connectors or Bosch 12 X 1.5 mm sensors with waterproof
connectors. If you don't specify, you will receive GM sensors. Temperature
calibrations may be in either Celcius or Fahrenheit, which should be specified
at the time of ordering.
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EM-4D Digital fuel injection control
The D system offers complete control of port type injectors on 3, 4, 5, 6 and 8
cylinder engines plus 2 rotor Wankels and some marine 2 strokes. RPM ranges of
9750 or 15,000 are available. Fuel values are all fully programmable. Boost
pressures of up to 30 psi can be accomodated.
Installation of the D system is simple and quick, just 2 grounds, 2 powers and
the tach wire hookup. All other sensor connections are straight plug-ins with
the supplied wiring harness and pre-installed connectors.
Base system prices USD: 4D- $1021, 6D- $1062, 8D- $1127
EM-4E/MSD Digital fuel injection and ignition control for 4, 6 and 8 cylinder
engines equipped with distributors
The E/MSD system offers control of both fuel injection and ignition timing in a
single, integrated package. Ignition is crank triggered with capability to 9750
rpm. It is programmable for fuel and ignition values and have ignition retard
capability under boost and with nitrous activation. OEM style ignition wires can
be used.
The system is configured to trigger an MSD-6A directly from the ECU. MSD 2 step
rev limiters are compatible with this system. No coil is included with the MSD
configured units. The E system requires fabrication of a bracket to mount the
crank sensor and installation of trigger magnets into the crank pulley.
Base system prices USD: 4E/MSD- $1223, 6E/MSD- $1283, 8E/MSD- $1380
EM4-3F/4F/6F/8F Digital fuel injection control and direct fire ignition for even
fire 4,6 and 8 cylinder engines and 3 cylinder Suzuki G10 engines
The 4F system, shown above, controls fuel delivery and ignition timing on 4
cylinder engines to 9750 rpm (15,000 optional). Its crank triggered, direct fire
coil pack replaces both distributor type and OEM distributorless ignitions. It
is programmable in 250 rpm increments with 64 boost retard locations available
for turbocharged engines and ignition retard under nitrous activation.
The standard F delivers a powerful, long duration spark and is suitable on
engines with specific power outputs of up to 200hp/liter. The 4F comes complete
with coils and crank trigger. Fabrication of a crank sensor mount and
installation of trigger magnets is required.
Base system prices USD: 4F as shown above- $1500, 4F for MSD DIS-2 no coils or
driver $1328, 4F to drive OE waste spark coil pack $1433
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The 6F system, shown above, controls fuel delivery and ignition timing on even
fire, 6 cylinder engines to 9750 rpm. Its crank triggered, direct fire coil pack
replaces both distributor type and OEM distributorless ignitions. It is
programmable in 250 rpm increments with 64 boost retard locations available for
turbocharged engines and ignition retard under nitrous activation.
The standard F delivers a powerful, long duration spark and is suitable on
engines with specific power outputs of up to 200hp/L. The 6F comes complete with
coils and crank trigger. Fabrication of a crank sensor mount and installation of
trigger magnets is required.
Base system prices USD: EM-4 6F- $1700
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The 8F system, shown above, controls fuel delivery and ignition timing on 8
cylinder engines to 9750 rpm. Its crank triggered, direct fire coil pack
replaces both distributor type and OEM distributorless ignitions. It is
programmable in 250 rpm increments with 64 boost retard locations available for
turbocharged engines and ignition retard under nitrous activation.
The standard F delivers a powerful, long duration spark and is suitable on
engines with specific power outputs of up to 200hp/L. The 8F comes complete with
coils and crank trigger. Fabrication of a crank sensor mount and installation of
trigger magnets is required.
We also offer the 8FLS system which fits GM LS1 and LS6 engines using the 24
tooth timing wheel. This uses the factory sensors and coil over plug units
giving you essentially a plug and play system for engine swaps, off road use,
hot rods and kit cars.
Base system prices USD: EM-4 8F- $1990, EM-4 8FLS $1480
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Prices do not include fuel injectors, pumps or optional items listed below.
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Which System Do I Need?
Engine Type/ Required Control 4 Cyl. 6 Cyl. 8 Cyl.
Don't need ECU controlled ignition 4D 6D 8D
Need ignition control, engine has distributor 4E/MSD 6E/MSD 8E/MSD
Need distributorless ignition control 4F 6F 8F
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Common Applications
Below are some of our most common applications and system fits.
Acura/ Honda
1.6, 1.7, 1.8, 2.0, 2.2L Civic, Integra, Prelude 4 cylinder- 4E, 4F
BMW
1.6, 1.8, 2.0, 2.3, 2.5L E30, E36 3 series 4 cylinder - 4E, 4F
2.5, 2.8, 3.0L E30, E36 3 and 5 series 6 cylinder - 6E, 6F
Dodge/ Chrysler
2.2, 2.5, 2.6L 4 cylinder- 4E, 4F
V8 engines 8E, 8F
Ford
2.0L Zetec, 2.3L turbo 4 cylinder- 4E, 4F
2.5L, 3.0L, 3.8L V6- 6E, 6F
302, 351 V8- 8D, 8E, 8F
V8 Modular- 8F
GM/ Saturn
1.9, 2.0, 2.2L 4 cylinder- 4F
2.8, 3.4, 3.8L V6- 6F
350-502 V8- 8D, 8E, 8F
LS1, LS6- 8F
Mazda
1.6, 1.8, 2.0, 2.2L 4 cylinder- 4E, 4F
Wankel 12A, 13B 2 rotor- RD
Mitsubishi
2.0, 2.6L 4 cylinder- 4E, 4F
Nissan
1.6, 1.8, 2.0, 2.2, 2.4L, L, Z, CA, KA, SR series 4 cylinder- 4E, 4F
2.4, 2.6, 2.8, 3.0L L, VG series 6 cylinder- 6E, 6F
Porsche
2.0, 2.5, 2.7L 914, 924, 944 4 cylinder- 4E, 4F
2.0- 3.6L flat six 911 - 6E, 6F Twin plug optional on 6F
V8 engines- 8F
Subaru
2.0, 2.2, 2.5L EJ20, EJ22, EJ25 4 cylinder- 4F
3.3L EG33, 3.0L EZ30 6 cylinder- 6F
Toyota/ Lexus
1.6, 1.8, 2.0, 2.2, 2.4L T, A, R, S series 4 cylinder- 4E, 4F
2.8, 3.0L M series 6 cylinder- 6E, 6F
V8 engines- 8F
VW
1.6- 2.7L air cooled flat 4, 1.6-2.0L water cooled inline 4- 4D, 4E, 4F
VR6 6 cylinder- 6F
Volvo
2.0-2.3L 4 cylinder- 4E, 4F
These are the most common applications but we have supplied systems for most
popular engines. If you don't see your engine listed here, just contact us to
see if we have a system for you.
For a wide variety of engines and cars fitted with SDS units: Project Page
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Connections and Wiring
The EM-4 ECU uses 4 connectors arranged on one side. The left plug is for
injector drive wires and options. The DB25 connector is for sensor, ignition
trigger wires and ECU power. The DB9, 2nd from the right, is for the Hall sensor
connection and the far right DB9 is for the LCD programmer. Complete main wiring
harness and injector harness are supplied, made to your custom specs if desired
along with Hall sensor and LCD programmer cord. Standard main harnesses and
injector drive harnesses are 6 feet long from ECU to most sensors, Hall sensor
cables are 7 feet standard. Programmer cable from ECU to programmer is 6 feet.
Please note that there will be a $42US additional charge for custom length
wiring harnesses and that custom harnesses will usually delay orders an
additional day or so.
Injector harness is supplied with connectors, made to your specifications Please
note that we can only supply D or L-Jetronic injector plugs. Some late model
Japaneses engines use oval shaped connectors which we can't supply. These must
be grafted onto our harness.
Waterproof Weatherpack connectors as shown below are pre-installed on harnesses.
Options Explained
The options listed on the price list page are additions that you can make to
your system or order to enhance its capability or ease of tuning. These are
extra cost options, not included in the basic system price.On any options
requiring a relay, we recommend the use of ours as these have a resistor across
the contacts to prevent noise spikes back into the ECU which may cause ECU
resets or error codes. The price of the option includes the relay, wiring and
costs to develop the original software for them. We do this to keep costs as low
as possible for those not needing the options. If you use all the engineered
pieces, you will have the least likelihood of problems.
MAP Sensors
From left to right: 1 Bar, 2 Bar, 3 Bar MAP sensors
MAP sensors are required on most systems to measure engine load. All
turbocharged and supercharged engines must use a MAP sensor. Installation is
simple, with only a vacuum line connection to the intake manifold and plugging
in the harness connector. MAP sensors are supplied in 3 different calibrations:
1 Bar for naturally aspirated engines, 2 Bar for engines running up to 15 psi (1
Bar) of boost and 3 Bar for engines running up to 30 psi (2 Bar) of boost. 1 Bar
$70US, 2 Bar $80US, 3 Bar $98US.
Throttle Position Sensors
All systems require a TPS for acceleration enrichment. Systems configured for TP
load sensing also use this sensor for throttle angle information. Any OEM
potentiometer type TPS can be used with SDS. If you don't already have one of
these, we can supply one as shown above. These have a 5/16 (8mm) female, D
drive.
$90US
Knock Control
The knock option consists of extra circuitry added inside the ECU, an extra wire
and connector on the wiring harness and the knock sensor itself. Knock control
allows the ECU to retard the ignition timing on E and F systems automatically if
knocking is detected. This is a good backup to the standard boost retard
capabilities of the E and F units for many engines but we don't recommend using
the sensor as the primary means of reducing detonation. We also don't recommend
this option on most air cooled engines or engines which are mechanically noisy
as it can be difficult or impossible to tune out this noise while still allowing
the ECU to "hear" actual knocking. Our knock control system is compatible with
many OE knock sensors used on Mitsubishi, Nissan, Toyota and Subaru engines.
Bosch 0 261 321 046 and 0 261 231 001 are also compatible. If you can use the
factory sensor, the price of this option is reduced from $110US, which normally
includes a GM sensor, to $30US. Check with us for compatibility. Complete
details on programming and installation of this option are available in the E
and F installation manuals online.
Fuel Pump Relay
The fuel pump relay option consists of circuitry added to the ECU, a control
wire and a modified relay to switch the fuel pump on and off via the ECU. When
the ECU is powered up, the ECU turns on the fuel pump relay for 2.8 seconds to
pressurize the fuel system. If the ECU does not detect crank rotation within
this time, it will shut off the pump until it does. Advantages of this over
simply hooking your pump up to the ignition switch are; you don't have the pump
running without the engine running which is handy for programming and in the
event of an accident, if the engine stops, the fuel pump also stops after 2.8
seconds to reduce the chances of fire. Some racing sanctioning bodies also
require this feature on EFI equipped vehicles. On engines originally equipped
with Bosch L- Jetronic systems with door type airflow meters, there is a
microswitch in the airflow meter used to control the fuel pump. If the meter or
wiring harness is removed, you will have to rewire the pump to another power
source. This option makes your life easier. $30US
Fast Idle
The fast idle option consists of extra circuitry added to the ECU, a control
wire, a modified relay and an air bypass solenoid. When the coolant or CHT is
below a certain temperature, which is now user programmable, the ECU commands
the solenoid to open and bypass aditional air past the throttle plate to
increase idle speed. As the engine warms up near normal operating temperature,
the ECU closes the solenoid to restore the normal hot idle rpm setting. This
option is recommended in cooler climates where warmup time is extended and oil
viscosity reduces the cold idle rpm to unacceptably low levels. Scraping the
frost and snow off of your car is certainly easier with this option. On most
engines, the solenoid allows the engine to achieve between 800 and 1500 rpm
during the warmup cycle. Installation requires running 5/16 vacuum hose from the
air filter to the solenoid and from the solenoid to the intake manifold. The
control system is either on or off. There is no proportional control of rpm.
$96US
RPM Relay
This option consists of extra circuitry added to the ECU, a control wire and a
modified relay. This option is popularly used to control variable valve timing
systems such as Honda VTEC and Toyota VVT. It can also be used to control
variable induction passages such as the Toyota TVIS. A third use is control of a
shift light or any other rpm related function. The on/off point is user
programmable in 250 rpm increments from 1500 to 9750 rpm. It is a single stage
system, so if you program the on point at 6000 rpm, the relay is activated
closed above 6000 and open (off) below 6000 rpm. $30US
Electric Fan Relay
This option consists of a control wire, software and a relay. It is used to
control an electric fan via the water temperature sensor. On/off points are
programmable but the actual water temperatures are not shown. These points are
adjustable between 0 and 255. On/off points are usually set between 20 and 30
with standard GM sensors. Some experimentation is required while watching Gauge
1 mode. $30US
Supercharger Relay
This option consists of extra circuitry added to the ECU, a control wire,
software and a relay. It is used primarily to control the supercharger clutch on
Toyota 4AGZ engines. On/off points are set by manifold pressure points, user
programmable. Relay is normally open at low manifold pressures, leaving the
clutch disengaged. As manifold pressure rises to the set point, the ECU closes
the relay contacts to energize the clutch. $30US
SDS Mixture Meter.
Our mixture meter is highly recommended for tuning our EFI or EICs. This is the
world's smallest mixture meter. It is housed in a CNC'd, billet, T6, enclosure
and black anodized for durability. Ten multi-colored LEDs are arranged
horizontally. The meter can be hooked up to any standard oxygen sensor. It reads
the O2 sensor voltage and lights up the appropriate LED to show the air/fuel
ratio. It displays a range of around 11.5 (rich) to 17 to 1 (lean). This
inexpensive device can save hours of tuning time and guesswork and could save
your expensive engine from a meltdown. It can even warn of problems with
insufficient fuel delivery due to pump or filter problems during tuning or down
the road which could damage your engine. Cheap insurance. For more info:Tuning
with an SDS Mixture Meter Meter only $80US, with unheated sensor and boss
$140US, with heated sensor and boss $160US
The meter can be ordered separately or with either a single wire, unheated
sensor (left) or 4 wire heated sensor (right). A steel, weld-in boss is included
with either sensor. The unheated version works fine with most applications and
is easier to wire. The 3 wire heated sensor requires signal, power and ground to
function. Its advantage is a 60 second warmup period vs. 90 to 300 seconds for
the unheated. It will also read correctly during extended idling or coasting
where an unheated one may cool down under these conditions.
A/C Solenoid
The option consists of an air bypass solenoid of the same type supplied for the
fast idle option. This solenoid is hooked up directly to the air conditioning
clutch circuit. When the a/c clutches in, the solenoid opens to increase engine
idle speed by bypassing air past the throttle plate. This prevents sagging rpm
with a/c operation. 5/16 vacuum hose connections to the air filter and intake
manifold are required. This option is not controlled by the ECU. As of 03/23/01,
we have a method to use the fast idle solenoid to also work as the a/c solenoid
so you don't need the additional valve if you order the fast idle option. $69US
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Older Systems. Which One do I Have?
The series of computer is printed on the top of the ECU- EM-1, 2, 3 or 4. EM-1
ECUs have 2 connectors on the side, EM-2s have 3, EM-3 and EM-4s have 4. D
systems control fuel only. These usually have no crank sensor but have a green
tach wire in the main harness. E systems control fuel and spark with a
distributor. These have a single element crank sensor, a blue coil trigger wire
and no green tach wire. F systems control fuel and spark and use a coil pack to
replace the distributor. These have a twin element crank sensor and no green
tach wire on the main harness. The programmer will display series number and
type in the bootup mode when first powered up along with software version
installed. Please be sure of which system you have before you correspond with us
or order replacement parts.
NOTE:
Remember if you are planning
to build a race vehicle, a hi-performance street vehicle or converting to EFI ,
a stand alone programmable system is a must. Stock computers will not be able to
handle any extreme mods to the current configuration of your vehicle.
ADDITIONAL FUEL INJECTION COMPONENTS ARE AVAILABLE IN THE
ONLINE CATALOG
