If you own or are building a
fuel injected performance engine....
Read the following
After hundreds of telephone calls we have
decided to explain the differences between Aftermarket Computer
Systems verses stock ECM's and PROM upgrades.
Many car owners of late model cars have made
changes to their engines by installing a bigger cam, headers,
supercharger, turbocharger, stroker kit, porting the heads or
intake, or hundreds of other improvements. Unfortunately you have
found that the engine changes and modifications did not yield the
HP results that you expected.
Next you purchase a "chip" that is guaranteed to
improve the HP output of the engine. You installed the "chip" but
couldn't really tell much difference. You buy another from a
different manufacture but it is about the same. Now you have
several hundred dollars into "chips" that have not fulfilled your
expectations. Many car owners are forced to return the ECM for
"reprogramming" numerous times with the late model "flash memory"
If you find yourself here, please read
Simple. How can you expect someone to make a
"chip" to work for your car when there are literally thousands of
combinations for every vehicle? How can one "chip" do all of
that? Must be a "Magic chip" huh? Don't get me wrong, many
manufacturers have designed "combinations" that work. They give
you an explicit list of items to change along with the "chip" and
the "package" works OK. But change one thing and it's time to
start all over again. With "chips" ranging in price from $75 to
$350 each plus the cost of shipping and not to mention the
downtime you have while searching or waiting for the new "chip"
one can see where a $1000 or so investment into a programmable
system is better in the long run.
What is the answer to getting the most HP out
of your combination?
The Programmable Computers have much to offer
over the factory ECM's with "chip" changes. The key to these
systems is that you are in control of changes that you would like
to make. If the car doesn't perform properly, simply turn on the
laptop and fix it. The software shows you the condition of the
sensors on-line and in real time. The changes you make effect the
engine immediately. If the change is not what you wanted, you
don't have to buy a new "chip" or send anything back, you just
type in a new value. All of the changes are direct to the
computer and retained in memory, even if you unplug the ECM and
store it in the garage. The files can be downloaded to your
laptop and stored for backup or off-line modification.
Why does the Programmable System work better?
Easy, the stock systems that utilize MAF (mass
air flow) devices measure airflow into the engine and proportion
fuel to the engine based on a preset air fuel ratio for economy.
Unfortunately the MAF sensor was never designed to read the
airflows above the cruise and part throttle operation. Now the
computer must calculate fuel from a factory table based on RPM and
calculated load. The programmable systems allow you to program
every engine RPM and Load point. Fuel and Spark are controlled by
changing the Fuel and Spark "Maps" based on feedback and
performance. Feedback can be in the form of a engine or chassis
dyno, wide band oxygen sensor or even a standard O2 sensor. The
most important feature is that the unit is Re-Programmable and
when you decide to change cams because you find a better one, you
have nothing else to buy. Install the new cam and the computer
can be reprogrammed for the additional HP of the new cam at no
additional cost other than time.
Which System do I need?
Depending on your power requirements, injector
size and the intended use of the car the proper system can be
chosen easily. All of the systems have data logging capability.
Depending on the money you are willing to spend, these system
offer many options like wide band closed loop control, sequential
injector control, individual cylinder control of timing and fuel
and many other options. Each system has it's own features and
software. Choosing the right system for your needs is as simple
as a phone call to White Racing & Marine to further discuss your
When does the need arise for a Sequential
Sequential systems offer better control of the
injector at low and high pulse widths do to several facts. "Bank
to Bank" or "Batch Fire" systems fire half or all of the injectors
at once and in the case of a "batch fire" system, the injectors
are fired every engine revolution. Sequential systems fire each
injector just like the spark plug, each injector can be controlled
as to the time it fires relative to the spark (phasing), the
amount of fuel delivered and any cylinder fuel trim desired. The
Sequential system fires once every two engine revolutions on a
four cycle engine. When HP outputs require that injectors are
chosen with "low impedance" coils and large flow rates, these
injectors often operate at very low pulse widths at idle.
Sometimes the double fire, batch or bank/bank operation modes will
not offer the idle quality desired. Sequential systems offer
individual cylinder control often used in racing where air flow to
different cylinders is not the same and small corrections are
desired to make the air fuel ratio to all cylinders exactly the
same to get the ultimate performance possible. The sequential
will have also have greater control of the injector at high pulse
widths and slightly extend the injectors usable working range.
What about Wide Band Closed Loop Control, why
should I buy this option?
All of the systems are capable of utilizing a
standard or stock type O2 sensor for normal operation. These
sensors were designed to operate at 14.7 A/F ratio with +/- one
half A/F ratio either side. This allows best economy for normal
driving and everyday use. Even though the sensors have a high
side output, no one has ever came up with a output voltage chart
that is foolproof as to voltage vs. A/F for closed loop
operation. Allowing your ECM to run in closed loop targets the
A/F at 14.7 and maintains good street economy. When WOT operation
is desired, the ECM runs in open loop based on the programming
that you have completed for best HP.
With Wide Band O2 control, these special sensors
are designed for operation over a wide band of operation usually
from 9:1 to 20:1 A/F ratios. Normally most race and street
engines will find the best performance in the 12.5:1 to 11.5:1 A/F
ratios. Turbocharged vehicles usually on the rich side. Using
these wide band sensors in full closed loop control allows the
programmer to program the target A/F ratio into the ECM that is
desirable for the application. The ECM will then control the
injectors to maintain the A/F ratio as close as possible. Nothing
can overcome plain bad programming but this feature will assist
you to develop a better fuel map to control the engine to it's
maximum HP level. The minimum and maximum allowable correction
along with the enable RPM values are user programmable. Other
features such as gain and PID loop control are user controlled
parameters to allow the most efficient and accurate closed loop
Wide Band Closed Loop control allows you to
program a target A/F of perhaps 14.7 A/F for cruising and part
throttle operation and then slowly targeted to 12.5 A/F at WOT
operation. This give you the best of both worlds for economy and
What about Turbocharged and Supercharged
Another unique feature of the Programmable
Systems is their ability to use 1 BAR, 2 BAR and 3 BAR MAP
(Manifold Air Pressure) sensors. A standard 1 BAR sensor will
read vacuum to atmospheric pressure and is used for normally
aspirated engines. 2 BAR sensors are used to measure up to 15 PSI
of boost while 3 BAR sensors will measure up to 30 PSI of boost.
The computer is programmed to select which sensor is installed and
the fuel and spark map control fuel and spark through the desired
boost pressures of operation. As the boost increases, fuel may be
added to accommodate the added power and spark can be reduced to
eliminate detonation due to high cylinder pressures. No need for
an aftermarket timing controller. The programmable system takes
care of it all.
What about Nitrous Oxide?
Nitrous is another built in feature of these
controllers. Various nitrous controls and features allow you to
program the amount of spark retard and fuel enrichment based on
the amount of nitrous selected. Single and multi-stage ECM's are
available with some systems up to 4 stages of nitrous. The other
unique feature is that the option is available as wet or dry
meaning that the nitrous solenoid can be installed into the intake
and all of the additional fuel can be added through the
injectors. Parameters such as delays, retards and enables between
stages can easily be programmed into the ECM.
How long does it take to install?
A typical installation should take about 15
minutes. The OEM ECM is removed from the car and the aftermarket
ECM and Interface PCB is installed in it's place by simply
plugging it in. In some cases a MAP sensor will be installed in
the engine compartment where a cable will connect to an existing
wire under the hood (preferably soldered) and a plug-in connection
to the TPS or other wiring to obtain voltage to power the MAP
sensor. A vacuum line will be installed to the MAP sensor to feed
it manifold pressure. The wiring under the dash will be supplied
with a connector to accommodate the aftermarket software
programming cable to your laptop.
You mean I don't have to re-wire my car?
No, that is the whole idea behind
"Plug-n-Play". We try to build the interface to use all of the
existing wiring that came with the vehicle. We also try to
install the new aftermarket system in the same location as stock
so that it is out of the way and in most cases, under the dash or
trim panel. The programming cable connector may be left outside
the dash or panel to allow easy of connection to the laptop.
Since options like Wide Band O2 and Nitrous Oxide were never
factory installed, additional wiring must be installed for options
like these but is supplied in the "kit" if desired.
What if I am not a computer whiz?
All of our systems can be purchased with
"Plug-n-Play" preloaded software at no additional charge. We have
calibrated a great variety of cars and have a large library of
program files. We can assist you over the Internet to make
changes to your program using E-Mail or downloadable links. Such
files exist on our Links page for customers cars we have worked
with in the past and present.
How the "Plug-n-Play" all came about.
Our "Plug-n-Play" Systems were developed after
we installed a 434 cid Big Block in a 1986 Corvette with HEMCO for
Corvette Fever Magazine. After about 45 "chips" were tried we
decided to go with an aftermarket computer. The car owner did not
want to destroy the stock appearance of the car nor remove the
factory wiring harness. We designed an "interface printed circuit
board" to relocate the wiring to the ACCEL computer and installed
all of this in the factory location under the dash. We were now
in control of all engine functions with amazing results. It was
like someone added on 4 more cylinders. Before the ACCEL computer
was installed, the car idled poorly, stalled, overheated and had
less performance than the stock 350 cid that we removed. After the
ACCEL System was installed with 37 lb/hr injectors and programmed,
the car ran like a 434 cid Big Block Chevy should.
What do these systems cost?
The systems start in price at around $950 and
up. Additional features like Wide Band O2 and Sequential options
increase the cost. All systems are priced as a "kit" to include
the necessary items to "Plug-n-Play". Software is additional
ranging from $160 - $215 depending on manufacture and options.
Software comes with programming cable and instructions. Pricing
is available for most applications on our "Complete