2 gauge cross-link polyethylene insulation battery cable SAE J1127-SGX Multi-stranded bare copper conductor cable Resistant to oil, moist acids, grease and abrasion 257°F (125°C) to -59°F (-51°C) Rated 60 volts Also available in black insulation. These spools ship via truck.
.We like to answer that with another question. Why are the others so expensive? It’s a throttle body, 4 injectors, a few sensors and an ECU. Not much there when you really break it down. Our OE ties allow us to source components at a great rate and our engineering is spread over many projects so it is not all rolled into the price of one system.
We have been designing OE systems privately for 16 years and believe that the only way the EFI will EVER replace a carburetor is if the cost gets more reasonable. We have been working to make that happen and this is the first step. Expect more in the future!
If the engine is not returning to idle quick enough for your liking or is dropping too quickly and killing the engine then you may need to adjust the rate at which the injection system comes to an idle. To do so you need to go to Go EFI Tuning, then find and select Idle Control. Once in this menu you will see several settings, the only one we are going to work with is Decel open IAC. This number should be at zero as a base setting, by going negative you are reducing the amount of time it takes to return to Idle, and by going positive you are increasing the time it takes. Normal procedure of adjustment is to add or subtract 10 to start with and then adjust it to your liking or what the engine needs. Then once the setting is input save it to the ecu by pushing the joystick IN, the handheld will show Send To ECU Successful. Once this is done make sure to go back to the dashboard and turn the key off until the numbers clear out on the value side.
This shows that the system has saved. I have a 496″ Chevy street motor at approximately 600-650 HP. I HAVE ORDERED THE COMMAND CENTER BUT Summit now tells me next month. I am now going to have to cancel the command center and purchase the inline external pump to make ” Cruzin The Coast that is a week long street party. The complete injection is mounted and we only need the fuel pump and return line sizing to meet the time frame.
Can you tell me what size entering and returning that is required or this capacity. ( it is the Mean Street package). You will need to adjust the throttle. Please follow the steps below.Turn the driver’s side throttle adjustment screw IN (clockwise) half a turn to start with, with that done turn the key on and go to dashboard and find TPS and make sure it reads zero. If not, then shut the key off and wait for the numbers to go black then turn the key on again. Once that reads zero start the vehicle and find IAC Steps on dashboard.
This number needs to be within 3-10 at warm idle. If the number reads zero then slowly turn the screw OUT (counter clockwise) until the IAC steps reads between 3-10. If the number is above 10 then shut the vehicle.
Hi just fitting my Meanstreet throttle body while waiting for my fuel command centre, I had my Auto sparky around yesterday, he had a query or two, I run a stand alone MSD 8504 Mopar distributor It has a Hei cap and leads which confused us slightly, He reckons the tach blue wire should go to the green tach wire from the dizzy, I think its as per instructions, Also the 02 sensor position placement for drag racing, should it be placed on the headers not after the exhaust flange join, I run dump caps off my exhaust so Im wondering about best 02 sensor position for open and closed headers. I’m looking to install a system on a 2011 5.3 ls currently running a Victor, Jr intake with a 750 dp carb and an MSD 6LS controller. It has a Zex nitrous plate system and will be running a150/200 shot.
I have a Aeromotive Stealth in tank pump with a regulator that can be configured for low pressure for a carburetor or by changing the spring can supply enough for fuel injection and it has a return system. I’m thinking probably in the 650/700 hp range. Will this system “replace” the MSD controller or will it just tie into it? This engine in in a mid-engine conversion so I’m also concerned about the length of the wiring leads, especially to the handheld unit. What are the minimum sizes for both Sending Unit Pickup and Return line receptacles for the 30003? I am putting this on a 1974 Blazer with a 4 receptacle sending unit.
Pickup is 3/8s (which your directions says is okhowever, I don’t recommend clamping the.08 hose to thisneeds reducer) and I have two options for the return. The Center tube seems to be 5/16ths but looks to be a vapor return with a plastic filter thing (this is what your directions state is needed). The other option is what seems to be a 1/4 inch tube which is just open. I own a Fitech Poweadder, and I am using it for Blow through Procharger on a 383 SBC,(haven’t driven it much at all yet.) When I bought it in 2015, the fuel regulator was just vented to atmosphere (no vacuum hose), so I called and talked with y’all, and at the time, I was told to boost reference the regulator off the Bonnet/Hat. Now I see there has apparently been an update, and they now come with a vacuum line ran from the regulator to a full manifold vacuum port on the throttle body.
I have people telling me I need to move it too full mainfold vacuum for it to work properly. Should I change mine to where it references from a full manifold vacuum source? Hello Bryce, Help needed please. I’m having a severe problem with off idle stumble or hesitation and a severe hesitation after returning from deceleration. First let me give you a run down on my vehicle specifics. The kit is 30002 and is installed in a truck with a bone stock 1999 L31 5.7L vortec engine. It has a aftermarket intake and long tube headers and full dual exhaust.
Factory advertised HP is 250. Running a MSD 8361 2 wire dizzy with blaster 2 coil.
Kit is controlling timing. Aeromotive in tank pump #11569.
Fuel pressure is right at 50PSI with vacuum on the regulator, and with no vacuum psi is dead on 58 at idle. Transmission is 700r4 and rear axle ratio is 4:10. I’ve tried changing settings in accel pump and dfco return as explained in basic setup instructions but nothing is helping with my problems.
The settings for the above are accel pump and fast accel are at 25.0 at all temps as I seem to be having this issue at all temps. DFCO RETURN at 90.
Base timing is set at 10 degrees BTDC with handheld showing spark advance at idle is 18.9 with 19″ of vacuum. Should these settings need to be changed that much from the stock calibration? I’m very disappointed so far and starting to wonder if there is a problem with this unit as it always makes a very loud whistle not hissing sound under heavy acceleration, and no there are no vacuum leaks unless they are coming in under acceleration. I need help with this as I don’t feel that my vehicle is no more reliable now than when I had carb installed.
I’ve researched your systems on other check c10s and many have successful installs and id like to install one on a 84 c10 with dual tanks and a 408cid hyd roller around 475 hp with A/C – Id like to install 87 TBI baffled tanks with and aftermarket in tank pumps (one in each tank) (rated to fit your application) the one thing i cant seem to find is how to return the fuel to the dual tank setup as the TBI selector valve is rated for 65psi max. Can you help design a fuel system for me for this application that could utilize the dual tank setup without the fuel command center or a frame mounted pump and allowing the return fuel to get back to the selected tank?