H-D’s Electronic Control Module (ECM) is positioned either under the seat or behind the chassis side panel. Extra characteristics include things like the option of batch or sequential-fire injection, nitrous control, torque-converter lockup functions, a two-step rev-limiter for turbo vehicles, and separate fuel and spark maps for beginning-line launches. A balance have to be struck among getting sufficient fuel for complete-throttle acceleration runs and being capable to reduce fuel output for element-throttle puttering about town. If the sensor is reading any errors, then the computer system will appropriate fuel delivery of the injectors.
Since the ECU regularly monitors all the sensors, an EFI program is infinitely much more tuneable than a carburetor. In a nutshell, the Rapid PCM can handle every aspect of the engine, from fuel to spark to fans and other accessories, and it even has controls for an electronically controlled transmission. If you have never ever tuned EFI ahead of, it really is straightforward to get lost, especially with a standalone method.
Increasing fuel stress is an alternative, but escalating the fuel pressure changes the calibration of the injector. It’s not as broadly employed as some of the other systems on the market place, but John Meaney-the Godfather of aftermarket EFI and the man behind BigStuff3-invented the standalone systems that sooner or later became recognized as ACCEL DFI and Rapid. Tuners can also manage turbo boost, nitrous, torque-converter lockup, shift lights, cooling fans, and a three-step rev limiter.
Aftermarket systems let the complete customization of an engine’s timing, air measuring, and fuel delivery. If the injector calibration is changed, the computer system won’t know this and will develop a fuel curve most likely detrimental to functionality. An ECU like Haltech’s Elite shown here, monitors all the sensors and controls the quantity of fuel offered to the engine. …Read More