F. A. S. T. X F I Fuel Injection vs. C A R B.
Actual Test Results---Oct 2008
Knowing that tune-able fuel injection systems are the wave of the future, we were interested in trying a unit that was very complete, with no guess work on what plugged into what, and narrowing the choice down to the FAST XFI ,(xtreme fuel injection), we then needed a car that was consistent, carbureted, and well tuned, that we could try the injection on, so we chose my son's 80 Camaro 350 small block which previously had run consistent 10.40's at 127mph with a well tuned 750 carb going thru the traps at 7000rpm. After installing the FAST XFI injection, we made it to a test session and on the 2nd run we were at a 10.25 and by the 5th run of the day we had run a 10.12 at 133.50mph going thru the traps at 7500rpm. Although we were finished tuning for the day, I'm sure we only skimmed the surface. Our objective was to make the engine more efficient thru the entire RPM band and basically, when you can see the parameters on a screen, you can easily make adjustments to improve performance getting you to the end faster and with an infinite amount of tuning possibilities at your fingertips, you will be capable of doing the same.
You also have a couple of new innovative self learning FAST EFI systems to choose from: check out the original 1st generation FAST EZ-EFI 1.0 self learning, tune as you drive,easy replacement of 4150 carb applications up to 600HP non boosted applications with a FAST throttle body-- or-- for self learning applications up to non boosted 1200HP applications and has the ability to control ignition timing The New FAST EZ-EFI 2.0 should serve the purpose very nicely--or--see MultiPort EZEFI for engines that already have multiport injection--all the EZEFI Systems have self learning capabilities and tune as you drive.
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FAST XFI Operating System: or ----Go to the Installation
The FAST ECU can operate in either of two operating systems:
Although neither operating system produces more power than the other, there are a few differences:
1. Speed Density will allow for much better driveability tuning than Alpha-N and therefore better for street performance.
2. Any turbocharged or supercharged engine MUST use Speed Density. The boost level in a forced induction engine is a critical part of the fuel calculation and the location of the ATS will differ from N/A applications. N/A applications (using speed density) can locate the ATS in front of the throttle body (possibly somewhere in the airpan to measure air temp entering engine), Boosted applications, however, want to measure the air temp under boost which will be hotter, so mounting the ATS behind the throttle body in the plenum is suggested.
3. For Alpha-N, the ATS can be located in airpan or aircleaner to measure the air temp coming in.
The FAST ECU can also operate in either of two modes:
To operate in sequential mode, you will need, either a dual sync FAST distributor, which can set the injector firing and ignition timing (comes in complete kit or sold separately-see CUSTOM KITS ), or a crank trigger to set the injector timing and an IPU (inductive pick-up) distributor to set the ignition timing--also suggested is an adjustable rotor, so you can phase in the ignition timing correctly.-(see Crank Trigger for purchasing a crank trigger and also installation tips when installing a crank trigger when used with an XFI Fuel Injection System)
To operate in bank to bank mode, the dual sync isn't required, you can use an IPU distributor and with the balancer positioned at 50° BTDC on #1 firing, align one of the 8 contacts of the reluctor in the distributor with the magnetic pickup (in distributor) and lock distributor down (that sets your injector timing), next, move the balancer to your preferred total ignition timing (36° or 40° etc.)and phase in the adjustable rotor to line up with the #1 rotor contact in the cap.
The FAST ECU can operate in both open loop and closed loop:
Back to Operating Systems---
When you 1st open the wire harness box, you may be a little intimidated, "I know I was", but after taking a closer look, you'll find oem quality--with every terminal clearly labeled and all connections are weather tight, just as the factory would use.
The next step is to load the start-up disc into your laptop--in the c-com software you will find a help section which will explain the whole system in great detail, including wiring, glossary of terms and also supplying you with a couple of tunes that will be very close to your combination to get your engine up and running. Take some time to get familiar with the software, (windows based software with pull down menus and graphs makes life simple--but again, get familiar with the whole system) there is a lot of information here.
Hooking up the components is fairly straight forward, aside from fuel line, the system is as complete as possible--but take your time. One thing you may have to address is keeping up with the voltage requirements--the high output fuel systems will put a heavy draw on the battery--a high output alternator along with a 1/0 alternator wire (looks like a battery cable-pretty big) to the battery is suggested, and even at that, with the engine running and everything on in the car, use a voltmeter at the battery to check your voltage.
After you have completed the installation and established communication between your laptop and ECU, -- there will be a start up procedure that must be followed, such as entering the-- CID...firing order...injector size..type of fuel..sequential or bank to bank...speed density or alpha-n and so on, all of this will be explained in detail in the help section of your software.
Once the engine is running, (you'll be in open loop until you get to the temperature you selected that will put you into closed loop), you can view all of the sensors in real time, such as coolant..air temp..TPS..MAP..A/F ratio..etc--and with this information you can make any changes that you desire. You can have the engine crank at 15* and idle at 40*, add or take timing out at any rpm, (--great for N/A, turbo or supercharger) and the same applies to fuel--you can set a target A/F ratio of 12.9:1 (or any ratio that you want and/or run a 14.0 ratio at idle and 12.8 at peak torque and 13.1 at peak horsepower), and you'll see areas on the base pulse width chart that will tell you the computer is adding or taking away fuel inorder to keep you at this target A/F ratio (this is referred to as a correction factor and one of your main objectives is to reduce this correction factor thruout the RPM band to 5% or less.
AE--(accelerator enrichment)--just like the accelerator pump on carbs, but you're not limited to how much pump shot or how long--huge improvement--I know I've drilled my share of squirters.
The system has tremendous versatility, and depending upon how efficient you want your engine to be, there are endless options for you to work with---and yes, the system is expensive, but whether you're a late model car depending upon a chassis dyno to tune you in everytime you make a change, or constantly buying carbs till you find one that works or buying another one for that bigger cu in,---with the FAST system you're spending money on something that gives you infinite tuning control, --that you can take with you to another combination--adding a turbo or supercharger later on is not a problem (with proper MAP sensor, fuel injectors & adequate fuel system).