Edelbrock Pro-Tuner, Pro-Tuner Series, 3670, 3690 User Manual

Pro-Tuner Users Guide

Edelbrock Corporation 2700 California Street Torrance, CA 90503 Toll Free Tech Line: 800-416-8628 Office: 310-781-2222 Tech e-mail: edelbrock@edelbrock.com

Table of Contents

Part I

Part II

Part III

Introduction Kit Contents Installation and Setup

................................................................................................................................... 101 Engine Management Concepts

.......................................................................................................................................................... 12Strategies and Methods

................................................................................................................................... 152 Vehicle Installation

.......................................................................................................................................................... 22Fuel System Installation

.......................................................................................................................................................... 30ECU and Main Harness Installation

.......................................................................................................................................................... 36Component and Sensor Installation

......................................................................................................................................................... 37Distributor and Ignition

......................................................................................................................................................... 41Intake Air Temperature Sensor (IAT)

......................................................................................................................................................... 42Engine Coolant Temperature Sensor (ECT)

......................................................................................................................................................... 43Manifold Absolute Pressure Sensor (MAP)

......................................................................................................................................................... 45Idle Air Control Valve (IAC)

......................................................................................................................................................... 46Fuel Pressure Sensor (optional)

......................................................................................................................................................... 47Oil Pressure Sensor (optional)

......................................................................................................................................................... 48Mass Air Flow (MAF) Sensor (optional)

......................................................................................................................................................... 50Throttle Position Sensor (TPS)

......................................................................................................................................................... 51Main Wiring Harness and Engine Wiring

......................................................................................................................................................... 54Oxygen Sensors

......................................................................................................................................................... 59Malfunction Indicator Light

................................................................................................................................... 603 Installing and Configuring the Software

.......................................................................................................................................................... 62System Requirements

.......................................................................................................................................................... 64Installing the Software

.......................................................................................................................................................... 70Installing the Communications Hardware

......................................................................................................................................................... 72USB/Serial Converters

.......................................................................................................................................................... 80Connecting to the Vehicle

.......................................................................................................................................................... 87Application Settings and Preferences

5 7

Part IV

Basic Tuning with the Pro Tuner System

................................................................................................................................... 901 Setup Wizard

.......................................................................................................................................................... 94Scaling Setup - Custom Load and RPM Axis

................................................................................................................................... 962 Screens, Indicators and Tools

.......................................................................................................................................................... 99Dashboard

.......................................................................................................................................................... 101MAPs

.......................................................................................................................................................... 104Details

.......................................................................................................................................................... 105Status Bar

.......................................................................................................................................................... 106About

.......................................................................................................................................................... 107System Information

................................................................................................................................... 1083 Tuning Maps

.......................................................................................................................................................... 116Base Fuel Map

.......................................................................................................................................................... 118Volumetric Efficiency Map

.......................................................................................................................................................... 121Spark Advance Map

.......................................................................................................................................................... 124Target Air/Fuel Ratio Map

.......................................................................................................................................................... 128Accel / Decel Fuel Settings

.......................................................................................................................................................... 132Closed Loop Compensation (CLC) map

.......................................................................................................................................................... 135ECT Fuel Trim Table

.......................................................................................................................................................... 136A/C Load Compensation

.......................................................................................................................................................... 138IAT Fuel Trim Table

................................................................................................................................... 1394 3D Chart Manipulation

.......................................................................................................................................................... 140EDIT Chart Point

.......................................................................................................................................................... 142ROTATE

.......................................................................................................................................................... 144ZOOM chart

.......................................................................................................................................................... 145MOVE view

.......................................................................................................................................................... 146RESET View

................................................................................................................................... 1475 Logging and Data Viewing

................................................................................................................................... 1516 Initial Start Up and Idle Tuning

................................................................................................................................... 1557 TPS Set Points

................................................................................................................................... 1588 Ignition Sync Offset

................................................................................................................................... 1609 OFFLINE Mode

.......................................................................................................................................................... 164OFFLINE LOAD

.......................................................................................................................................................... 165OFFLINE SAVE AS

.......................................................................................................................................................... 167OFFLINE SAVE

.......................................................................................................................................................... 168OFFLINE SAVE and USE ONLINE

.......................................................................................................................................................... 169View Logger Data

3Contents

Part V

Part VI

Advanced Tuning with the Pro Tuner System

................................................................................................................................... 1721 Warm Up Fine Tuning

................................................................................................................................... 1742 Idle Fine Tuning

................................................................................................................................... 1773 Toggle Closed Loop

................................................................................................................................... 1784 VE Estimator Tool

................................................................................................................................... 1805 Adaptive Fuel "AutoTuning" Capabilities

................................................................................................................................... 1836 Oil Pressure Warning Set Points

................................................................................................................................... 1847 Coolant Fan Output

................................................................................................................................... 1858 Coolant Fan Set Points

................................................................................................................................... 1869 Fault Detection and Troubleshooting

................................................................................................................................... 18910 Reset ECU to last programmed setup

Features Available with Pro option only

................................................................................................................................... 1911 Additional Maps

................................................................................................................................... 2032 Flight Recorder

................................................................................................................................... 2063 Virtual Engine Simulator

................................................................................................................................... 2084 Base Fuel Pressure Set Point

................................................................................................................................... 2105 Adaptive Air "AutoTuning" Capabilities

171

190

Part VII

Appendices

................................................................................................................................... 2151 Engine Controller Pinout Sheets

214

................................................................................................................................... 2182 Frequently Asked Questions (FAQs)

................................................................................................................................... 2193 Trouble Codes/Faults

................................................................................................................................... 2224 Maintenance Procedures

.......................................................................................................................................................... 223TPS Replacement

................................................................................................................................... 2255 Glossary

................................................................................................................................... 2326 Additional Resources/Service

1 Introduction

Introduction 5

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Edelbrock Pro-Tuner Series Electronic Fuel Injection (EFI)

"Total Engine Management"

That’s the slogan for Edelbrock’s Pro-Tuner EFI Systems, powered by Mototron Electronic Control Units (ECU).

Pro-Tuner EFI Systems include everything needed to convert any engine to powerful electronic fuel injection; with user programmable features and full ignition control as well as fuel delivery. Two performance levels are available: Victor and Super Victor. Both versions include an Edelbrock Victor or Super Victor EFI intake manifold, fuel rails, throttle body, wiring harness, injectors, Pro-Tuner software, sensors, fuel pump regulator, and Mototron ECU with Power PC, 32-bit micro controller.

Victor Systems include a Mototron ECM for semi-sequential injection, while Super Victor Systems feature fully sequential operation and individual cylinder adjustment of spark and fuel for complete optimization, plus a software upgradeable Mototron PCM with advanced features - and expandability for exciting future options. Through your laptop computer, all critical aspects of engine tuning are adjustable to suit your application. The simplified user interface allows a tuner to dial-in the behavior of the state of the art control strategies running within the ruggedized Engine Control Module (ECM).

The proprietary Mototron ECU is extremely durable. It’s completely sealed making it waterproof and ideal for not only competition vehicles but for marine as well. Once up and running, Edelbrock’s Pro-Tuner EFI software offers easy-to-use, yet sophisticated tuning control with user-friendly pull down menus and screens.

Available separately, Edelbrock offers a Pro USB key which allows access to enhanced tuning parameters for more experienced calibrators. A Basic USB key is included standard.

Before reading this manual and installing your new system, it is important to understand that your Edelbrock EFI system is more than fuel injection. It is an Engine Management System. In addition to controlling the fueling of your engine, the system will also be controlling ignition, idle airflow, monitoring sensor health, and running other optional actuator outputs.

While every effort is made to simplify the installation and calibration process, the most important tool is the knowledge and experience of the person tuning the engine. Just as with carbureted engines; the tuner must know the fueling and ignition limits of the specific engine he or she is calibrating to avoid engine damage and provide the best reliability and drivability possible. In addition to reading this manual, there are many other sources of engine management theory, as well as experienced tuners and Edelbrock experts available to assist with questions that you have. See the “Additional Resources” section of this manual for more sources of EFI information. It is highly recommended that the Tuner educate themselves as much as possible in the area of electronic engine control and calibration theory and technique.

If you run into problems, you may contact our EFI Technical Hotline at 800-416-8628 from 7:00 am to 5:00 pm PST Monday through Friday. You may also contact us by email at: EFItech@edelbrock.com

READ THROUGH ENTIRE MANUAL BEFORE BEGINNING

•

SYSTEM INSTALLATION!

THIS CONTROL SYSTEM IS INTENDED FOR OFF-ROAD

•

APPLICATIONS ONLY. THE USER ASSUMES ALL RESPONSIBILITY FOR THE INSTALLATION AND APPLICATION OF THE SYSTEM AND MUST COMPLY WITH ALL APPLICABLE RULES AND REGULATIONS GOVERNING USAGE AND EMISSION REQUIREMENTS.

2 Kit Contents

Kit #3670 Contents:

Part No. Description Qty.

22-3601 Firewall Bulkhead Plate Kit 1

38-1515 Bulkhead Plates 2 68-0410 Self-Tapping Screws 4 72-1516 Grommet 1 3/4" O.D. 1

24-0301 Ignition Amplifier Kit 1

Introduction 7

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68-0410 Self-Tapping Screws 3

37-3517 Victor Pro-Tuner Kit 1

37-0004 RS485 Comms Cable 1 37-0006 USB Software Key (Basic Key) 1 37-0007 Controller ECM (48 Pin) 1 72-1517 ECM Rubber Grommet 3 82-0111 ECM Mounting Washers 3

82-3519 ECM Mounting Bushing 3 38-1600 Mounting Bracket for 48 pin PCM 1 68-4005 1/4-20 x 7/8" PCM Socket Head Screw 3

37-3545 Main Engine Harness w/ 2-Power Relays 1

N/A Padded J-Clamps 4 37-3546 Distributor Harness 1 37-3547 Fuel Pump Harness 1 63-3670 Instruction Sheet - Quick Start Guide 1

63-3615 Instruction Sheet - Distributor 1 63-0507 CD-ROM 1 37-3518 MAT Sensor GM (AC Delco #12160244) 1 72-9952 MAT Sensor Grommet 1 37-1520 Serial to USB Converter 1 63-91147Serial to USB Converter Instructions 1

37-3548 Malfunction Indicator Light w/ Clip 1 37-7119 1 Bar Map Sensor (Remove Orange Rubber) 1 38-3601 Gen III Map Sensor Bracket 1 37-3528 60 lb/hr High Impedance Injectors 8 67-1570 Injector O-ring Lube 1 37-3529 MSD Distributor w/ Cam Sync MSD PN 23451 1 37-3543 Temperature Sensor 1 37-3542 Oxygen Sensor Switching 1 52-9710 Oxygen Sensor Bung 1

Kit Contents 9

Kit #3690 Contents:

Part No. Description Qty.

22-3601Firewall Bulkhead Plate Kit 1

38-1515 Bulkhead Plates 2 68-0410 Self-Tapping Screws 4 72-1516 Grommet 1 3/4" O.D. 1

24-0301Ignition Amplifier Kit 1

68-0410 Self-Tapping Screws 3

37-3523Victor Pro-Tuner Kit 1

37-0004 RS485 Comms Cable 1 37-3524 USB Software Key (Pro Key) 1 37-0005 Controller PCM (80 Pin) 1 72-1517 PCM Rubber Grommet 3 82-0111 PCM Mounting Washers 3

82-3519 PCM Mounting Bushing 3 38-1601 Mounting Bracket for 80 pin PCM 1 68-4005 1/4-20 x 7/8" PCM Socket Head Screw 3

37-3550Main Engine Harness w/ 2-Power Relays 1

N/A Padded J-Clamps 4 37-3546 Distributor Harness 1 37-3547 Fuel Pump Harness 1 63-3670 Instruction Sheet - Quick Start Guide 1

3 Installation and Setup

Installation and Setup

In this section, you will have access to information on how to physically install the system in your vehicle, install the sensors and ECU, and begin the setup process to get your vehicle on the road!

BEFORE BEGINNING!

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A clean and trouble free installation of the Pro-Tuner System is greatly enhanced by taking the time to organize and plan your installation before beginning. Perform the following:

· Unpack and inventory the system to ensure that you have all the parts, sensors, and

wiring that are listed on the packing list

· Lay the harness and wiring out on a table or the floor to help visualize the placement of

the sensors, connectors and components

· Take your battery to a local auto parts store and have them test it for proper voltage

and current carrying capacity.

· Be sure your engine is in good mechanical condition. Fouled spark plugs, vacuum

leaks, etc. will prevent you from properly tuning your engine!

3.1 Engine Management Concepts

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Engine Management Concepts

In this section, we will discuss the general operation of the Engine Management system, including strategies, controls and methods used to enable the engine to be efficient,

Installation and Setup 11

clean, and reliable.

IMPORTANT!

TO AVOID SERIOUS OR FATAL INJURY, NEVER ATTEMPT

TO WORK WITH THE CALIBRATION LAPTOP COMPUTER

WHILE DRIVING VEHICLE.

NEVER PERFORM CALIBRATION ACTIVITIES ON PUBLIC

STREETS OR HIGHWAYS! DISTRACTION AND/OR

INADVERTENT CALIBRATION CHANGES COULD RESULT

IN SERIOUS ACCIDENTS.

Calibration Introduction

Calibration of an EFI system, presents many challenges and opportunities. The opportunities are to improve the throttle response, drivability, start ability, fuel economy, reliability, and reduce emissions of almost any engine. The challenge centers around optimizing a myriad of variables for every operating condition of the engine to achieve the desired results. While certain parameters can be “learned” by the engine control computer through various strategies and algorithms; it ultimately becomes the responsibility of the calibrator or tuner to decide what the ECM should learn, and to make critical decisions about how the particular engine he/she is calibrating will behave under various conditions. Just as it takes time and effort to become a proficient carburetion calibrator; so it will take as much or more time and practice to become a good EFI calibrator. Do not become discouraged or intimidated. Start with the basics of fuel and spark control, then gradually work up to cold starting, transient calibration, idle control, individual cylinder control, and advanced functions and setups. Always remember to start with conservative values for spark, fuel, etc. to avoid damaging the engine. (Minimal spark advance with fueling on the rich side of optimum)

Most tuners agree there is great personal satisfaction when an engine with their own “optimized” calibration is running well. This calibration guide assumes the reader to be familiar with general engine tuning and concepts, and experienced in the requirements and limits of the engine being calibrated. Since each engine and application differ; this manual does not attempt to dictate detailed tuning specifications (such as dictating "X degrees of spark advance at 5% load and 800 rpm”) rather; its purpose is to familiarize the calibrator with the interface software, techniques for tuning various strategies, and provide background information on how they are used. The user assumes all responsibility for the application and use of the information and Edelbrock system software & hardware.

While this guide should prove helpful; it is significantly condensed and simplified to allow the calibrator to quickly reference specific sections. Depending on your specific system

and the method of interfacing to the engine; some of the strategies described in this guide may not be visible or may be pre-calibrated for you. Systems also vary as to their configuration: mass airflow, speed density or speed-throttle, oxygen sensors, ECU, and so on – slightly altering the calibration process. Descriptions of the functions are usually available next to the item or in the header of the map to aid the calibrator. The “HELP” menu in the calibration software also contains much useful information; as well as the documentation for your system, and can be selected at any time during software usage. Always use the documentation for your exact system as the primary reference for system setup and questions.

Ideally, calibration is performed with the vehicle on a chassis dyno where all loads and speeds may be calibrated under controlled conditions. In cases where dynamometer running is not possible, the tuner should enlist the help of another to drive the vehicle while the tuner makes adjustments with the laptop between runs or make table adjustments based on recorded logger data. Vehicle calibration should ONLY be done

on a closed road-course or drag strip with helmets and all other proper safety gear in place. Be aware also that some adjustments may be necessary even after an engine is dyno tuned. Different engine dynos will load the engine differently and they do not always accurately simulate vehicle conditions. This is especially true for transient operation (throttle snaps, etc.).

3.1.1 Strategies and Methods

Strategies and Methods

Control System Concepts

The Engine Management System functions by receiving inputs from various sensors, making calculations and operational decisions, and sending appropriate instructions to outputs that control devices and actuators. In order to do this, the Engine Control Module (ECM) converts the analog inputs to digital signals and processes them within the 32 bit microprocessor. Outputs are conditioned as required for the assigned purpose.

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Your Edelbrock system is capable of three different fuel/timing control strategies. Modeled speed density uses sensor inputs along with a volumetric efficiency (VE) table

Installation and Setup 13

to estimate the airflow through the engine. The air fuel target table is used in conjunction with this calculated airflow to control the injector pulsewidth. The MAP-N strategy uses a base fuel map that varies as a function of engine speed and manifold pressure. The desired base injector pulsewidth is displayed in the table. The Alpha-N strategy uses a base fuel map that varies with engine speed and throttle position. The desired base injector pulsewidth is displayed in the table. The Alpha-N strategy works very well for engines with very large camshafts that exhibit very low idle vacuum. The table below summarizes the advantages and disadvantages to each control strategy.

Modeled Speed Density MAP-N Alpha-N

Advantages

Disadvantages

· If properly setup, does

not require tuning of temperature based trim tables

· Direct measurement of

engine load (assuming the VE table is accurately defined)

· Can adjust for changes in

engine tuning requirements if used with optional mass airflow sensor

· If properly setup, will be

more consistent as operating conditions change

· Requires an accurate

volumetric efficiency table

· Fuel control units more

difficult to understand

· Mass airflow sensor (if

used) difficult to retrofit onto older engines

· Relatively quick and easy to

tune

· Base fuel map in units of

injector pulsewidth

· Very common tuning method

used in many available aftermarket EFI systems.

· Works well and easy to tune

for boosted applications

· Easy to modify calibration if

larger injectors installed

· Does not work well with

large overlap camshafts due to low idle vacuum

· Requires temperature based

trim tables

· Indirect measurement of

load

· Calibration could be

inconsistent if trim tables are not properly tuned

· Works well for large overlap

camshafts Not affected by low idle vacuum signal

· Relatively quick and easy to

tune

· Base fuel map in units of

injector pulsewidth

· Easy to modify calibration if

larger injectors installed

· Idle mixture affected by

closed throttle TPS voltage drift

· Requires temperature based

trim tables

· Indirect measurement of load

· Does not work well with idle

air control motors.

· Calibration could be

inconsistent if trim tables are not properly tuned

The engine management system requires sensor data to maintain efficient operation under various conditions, and to provide feedback to the ECM regarding the current operating conditions. The sensors needed for basic operation include: ECT (Engine Coolant Temperature), IAT (Intake Air Temperature) or (Charge Air Temperature), TPS (Throttle Position Sensor), CTS (Crankshaft Trigger Sensor), MAP (Manifold Absolute Pressure) sensor, and O2 (oxygen sensor). Other sensors can be added for additional control information or data acquisition; however, the sensors listed are the minimum ones required for basic engine control with this system.

When calibrating an engine, the basic goals are to optimize torque and minimize fuel consumption at every speed and load point. However, there are limits to how

far one can go with this in actual application. In practice, you will be constrained by other factors and may be limited to values that insure running quality and reliability. This is called the “calibration window” for that condition. We will discuss cal windows later on. As you proceed, It is very important to understand that engines will attempt to run in

many conditions in which they should not be exposed – such as detonation or excessive temperatures. It is your job as a calibrator to balance all of the factors for your specific combination and program the best target values into the ECM that you can while keeping the engine in a safe operating window. There is a desired order in which an engine control system should be calibrated. A general order of activities is listed below:

1. Verify correct system installation and insure the method of wire and hose routing will prevent any chance of wear, fraying, or proximity to high temperatures. Insure software and communication to the ECM is functioning properly.

2. Perform preliminary calibration activities: load proper sensor and engine configuration calibrations and limits, set crank trigger offset (& cam offset if available), scale sensors and map ordinates. It is preferable if the tuner starts with a known calibration for a similar combination whenever possible; as it greatly speeds the setup and calibration process.

3. Calibrate under steady state conditions for every engine speed and throttle position (load) - while optimizing fuel, ignition timing, and airflow – and completing the various maps at each point.

4. Optimize starting, warm-up, and idle calibrations for various temperatures and conditions. (Cold starts, hot restart, etc.)

5. Calibrate transient fueling (acceleration and deceleration) parameters if needed to optimize fuel during non-steady state conditions.

Fundamental Steady-State Engine Calibration Goals

1. Minimize BSFC at part-throttle operating conditions.

2. Maximize Torque at WOT.

3. Stay within emissions constraints.

5. Stay within EGT limits

6. Minimize drastic or erratic map value changes between cells

The important thing to remember is to balance all of the factors to create the best compromise between them.

For example: as a calibrator, you may be personally focused on running quality. You may find that running quality continues to improve as you advance the spark at a particular operating point. Even though running quality may actually improve as spark is advanced into the knock region – one should not cross those limits in pursuit of optimizing one variable, because doing so could cause engine damage.

The best calibration attempts to keep each variable in the middle of the window for every operating point. While this may not always be possible due to operating conditions or engine hardware and design; every effort should be made to keep away from the edges of the window. For example, let’s say you calibrated your engine on the lean side of the wide open throttle air/fuel window to reduce fuel consumption during the race. While it may be OK for that specific combination at that time, you would have to ask yourself,

1.Is the calibration robust enough if my crew chief advances the cam 2 degrees?

2.Will the engine be OK if fuel quality varies?

3.Will the engine detonate if lugged in gear?

For these reasons and others, it is desirable to stay in the center of the variable’s window

whenever practical. Further calibration tips are contained within this manual and associated with the Pro

Tuner function or map that they correspond to.

3.2 Vehicle Installation

Installing the Victor System in the Vehicle

Installation and Setup 15

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Installing the Victor system in a vehicle is a straight-forward procedure that is not difficult; particularly if you have experience replacing intake manifolds and basic automotive electrical knowledge. During this stage, it is helpful to consult a factory service manual (if available) as well as your system documentation.

Since specific procedures may vary with application, a factory manual should be used to identify and assist in installation in those instances. Some items that may be unique depending on the applications are:

1.Firing order

2.Location of #1 cylinder

3.Proper idle vacuum, RPM and ignition timing

4.Ignition advance curve For proper system function and warranty coverage, it is very important that all

installation instructions be followed during installation and operation. If you do not understand a procedure, contact the Edelbrock hotline. If you do not have the necessary skill or tools to perform any of the operations, consult a professional dealer/installer for assistance.

CHEVROLET V8

System Components:

System ECU (ECM/PCM)

•

Software

•

Ignition Module

•

Wiring harness w/Fuel pump and Main Power relays

•

Fuel Pump harness

•

Ignition Harness

•

MSD/Edelbrock HEI distributor

•

Intake Manifold - Fuel Rail Assembly

•

Edelbrock High Flow 60 pph Fuel Injectors

•

Four barrel Throttle Body w/integrated TPS sensor & Idle Air Control valve

•

Heated Oxygen sensor w/mounting bung

•

1 bar Manifold Absolute Pressure (MAP) sensor

•

Intake Air Temperature (IAT) sensor

•

Engine Coolant Temperature (ECT) sensor

•

Firewall bulkhead grommet/cover plate assembly

•

Additional Hardware and Parts needed:

Intake Gaskets / other engine gaskets as required

•

Edelbrock/GM/or equivalent

•

5/16” steel tubing (approximate equal length to fuel pickup in tank)

•

Edelbrock Gasgacinch #9300

•

Loctite 598 OEM High Temperature Silicone gasket (O2 sensor compatible)

•

Radiator Coolant - Teflon paste thread sealant

•

Manifold bolt kit

•

Factory service manual & wiring diagrams

•

Preliminary Checklist:

CAREFULLY STUDY AND UNDERSTAND ALL INSTRUCTIONS.

•

Examine the system components and packaging for shipping damage. (If

•

damaged, contact your dealer immediately) Check all threaded manifold holes.

•

Check all internal manifold passages with a light and wire, making sure they are

•

clean and unobstructed. Check automatic transmission shift points before removal of the stock system, and

•

adjust linkage after Edelbrock manifold installation for same shift points if needed.

Determining Hood Clearance

1. CHECK HOOD CLEARANCE BEFORE REMOVING STOCK MANIFOLD.

2. Use modeling clay or putty to make five small cones 2-3” high.

3. Position cones on air cleaner at front, rear, each side, and on center stud.

4. Close hood fully and reopen.

5. The heights of the cones indicate the amount of clearance between the hood and

the air cleaner. Record the measurements.

Installation and Setup 17

AFTER MEASUREMENT:

COMPARING HEIGHT OF STOCK INTAKE ASSEMBLY AND VICTOR PRO TUNER ASSEMBLY.

1. Remove air cleaner from stock assembly.

2. Lay a straightedge across top of carburetor flange front to rear.

3. Measure from bottom of straightedge to manifold/block sealing surface of manifold at front and rear of engine. Record measurements (A & B).

4. Add “A” and “B” and divide by 2 to get average height.

5. Measure your Victor assembly using the same method.

6. Compare the measurements. If the Victor dimensions are taller, subtract the difference from the current hood clearance to determine the new hood clearance.

*CAUTION: You must maintain a minimum of ½” clearance between air cleaner and hood due to engine torque movement. If you have insufficient clearance, a low profile air cleaner may solve the problem.

EMISSION CONTROLS:

The Edelbrock Victor and Super Victor Engine Management Systems will not accept stock emission control systems. Check local laws for requirements before installing this system. Not legal on pollution controlled applications.

FUEL REQUIREMENTS:

Because the Victor and Super Victor systems use an oxygen sensor, you must use

unleaded fuel only to avoid damaging the sensor. If you use leaded fuel in your

application, do not install the O2 sensor and configure the system for no O2 sensors through the setup Wizard. Fueling will then be managed open loop.

The driver's side sensor is always the primary sensor. Always plug into the

driver side only when using a single sensor. If using dual sensors, the system will use the leanest bank's sensor to provide closed loop feedback.

AUTOMATIC TRANSMISSION CHECK:

For best performance, economy, and emissions, the shift points must be checked before and after the manifold change.

*NOTE: This check should only be performed on the drag strip or test track.

With the shifter in drive, accelerate to wide open throttle from a standing start. Hold in this position, noting speedometer reading when the transmission makes the 1-2 shift. Run the test again after the manifold change. The shift point should be the same. If the shift point is not the same – adjustment is necessary. We recommend use of the Edelbrock Throttle, Cruise control, & Transmission Kick-down Mounting Bracket #8031 or #8032 with Vortec heads. The Turbo 350 and Turbo 200 feature a window to accommodate user adjustment of shift points at WOT (Wide Open Throttle).

Installation and Setup 19

The 200R4 and 700R4 transmissions require precise adjustments. We recommend that you consult a reputable transmission shop for final adjustment once the Victor system has been installed.

INCORRECT SHIFT POINTS CAN RESULT IN TRANSMISSION DAMAGE!

ENGINE CLEANING:

Always perform the installation with a clean engine and engine compartment. Use utmost care in the cleanliness of ALL parts during the process.

EXHAUST MANIFOLD HEAT RISER:

If your vehicle is equipped with an exhaust manifold heat riser (typically located on the passenger side of the vehicle under the exhaust manifold), remove the valve for proper operation.

HEADERS:

For best performance, headers are recommended. Consult Edelbrock or your exhaust supplier for recommendations on header, pipe, and muffler specifications for your combination.

INSTALLING THE EFI INTAKE MANIFOLD:

The procedure for installing your new EFI manifold is nearly identical to installing a carbureted manifold. Always install new gaskets per manufacturer recommendation and follow the Edelbrock torque specifications for your particular manifold.

PRE-INSTALLATION

Before installing the induction system, take the following steps to ensure successful installation and performance:

1. Check all components thoroughly for damage when unpacking.

2. Make sure all throttle linkages open entirely and close freely.

3. Make sure all fuel inlet and vacuum ports are free from packing material.

4. Check the installation kit for proper parts.

REMOVING THE STOCK CARBURETOR AND MANIFOLD

1. Disconnect battery.

2. For ease of installation, keep all parts in order.

CAUTION: Do not remove manifold if engine is hot.

3. Drain radiator coolant (radiator drain plug is typically located on lower right facing engine).

4. Remove gas cap to relieve pressure. Disconnect fuel line and plug. Replace gas cap.

5. Disconnect all linkage from carburetor such as throttle, throttle springs, transmission, cruise control and automatic choke.

6. Tag and remove coil wires and sensor wires.

7. Remove previously marked vacuum lines.

8. Remove radiator hose, thermostat housing and thermostat, if mounted on manifold.

9. Remove all brackets from the manifold.

10.Loosen or remove valve cover bolts for manifold removal and replacement. It may be necessary to replace valve cover gaskets if broken, to prevent oil leakage.

PORT SURFACE CLEANING

1. When cleaning old gaskets from head surfaces, lay rags in the lifter valley and stuff paper into the ports, to prevent pieces of the old gasket from falling into ports and combustion chambers or valley.

2. When clean, remove paper, making sure that all particles fall on the rags in the lifter valley.

3. Remove rags, and wipe surfaces clean with rags soaked in lacquer thinner in order to remove oil or grease.

NOTE: This procedure is necessary to ensure proper sealing.

INSTALLING FITTINGS, PIPE PLUGS, AND STUDS

Do not over-tighten or cross-thread fittings, pipe plugs, studs, or bolts in your aluminum manifold. Damage to threads or a cracked mounting boss may result unless caution is used when installing accessories. Use Teflon sealant on all pipe threads.

GASKET SURFACE PREPARATION

CAUTION: Replace all gaskets as recommended. Do not use race-type nonembossed gaskets for street applications. Due to material deterioration under street driving conditions, internal vacuum and oil leaks may occur. We recommend Fel-Pro Printoseal gaskets or equivalent. Do not use Fel-Pro Perma torque Blue gaskets, which are designed for use on stock cast iron intake manifolds only.

1. Check gaskets on head surface and manifold to make sure they are correct. Embossed side faces up. NOTE: In some cases, there may be a different right and left side gasket. Make sure both are placed correctly.

2. Coat head surface and both sides of gaskets with Edelbrock Gasgacinch #9300.

3. Apply Loctite 598 OEM High Temperature Silicone Gasket around water passages on head surface.

4. Gaskets and surface will become tacky to the touch within a few minutes. Carefully place gaskets on head surface, aligning ports and bolt holes.

5. Edelbrock recommends the use of Loctite 598 OEM High Temperature Silicone Gasket instead of end seal gaskets. Apply a 1/4-inch thick bead of sealant across each end seal surface, overlapping the intake gasket at the four corners.

NOTE: Use the ONLY recommended O2 SENSOR SAFE sealer . Others may

damage the O2 sensor. This method eliminates end seal slippage and

deterioration. For ease of installation, we recommend using an Edelbrock Manifold Bolt and Washer Kit.

6. Apply Edelbrock Gasgacinch #9300 or equivalent to port surface of the manifold and to the head surfaces to ensure a good seal.

7. Apply RTV gasket sealer around water passages on the manifold.

8. Surfaces will become tacky to the touch within a few minutes.

INDUCTION SYSTEM INSTALLATION

1. Carefully position manifold and air valve on engine, centering bolt holes with the bolt holes in the head.

2. Apply thread sealer or Teflon tape to bolt threads where exposed to water or oil.

3. Hand tighten all bolts.

4. Torque all manifold bolts to Edelbrock specifications.

Installation and Setup 21

5. Re-connect throttle linkage and springs, transmission, cruise control, and fuel lines. Check all linkage for smooth throttle operation from idle to Wide Open Throttle (WOT).

Note: Do not install with a throttle rod, use a cable actuated throttle. Throttle rods can transfer engine movement to the throttle and possible lead to binding.

6. Re-tighten the valve cover bolts.

3.2.1 Fuel System Installation

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Fuel System

FUEL SYSTEM BASICS Because your Edelbrock Pro Tuner system controls fuel delivery very differently than a

carburetor, some conversions to your fuel system may be necessary. Victor/Super Victor Pro-Tuner electronic fuel injection requires high and constant fuel volume and fuel pressure. For this reason, a good primary fuel line is critical. A 3/8-inch (minimum) HIGH PRESSURE fuel line must be used as the primary fuel line.

The fuel that bypasses the injectors must be returned to the fuel tank via a return fuel line. If your vehicle is already equipped with a fuel pump bypass line, this line can be used as the return fuel line. If not, the original primary line may be used as the return line or a new return line plumbed with 5/16” ID steel or high pressure line.

Many late-model cars are equipped with an additional fuel line which runs to a charcoal canister mounted on the driver side of the vehicle. This line MUST be re-installed after the fuel system conversion and MUST NOT be used as the return fuel line.

FUEL SYSTEM PLUMBING

Edelbrock recommends parallel plumbing for performance applications. Parallel plumbing is accomplished by teeing the feed hose from the pump into both fuel rails and connecting the two outlets to the fuel pressure regulator. See Fig. 2 below. This gives twice the capacity of series configuration plumbing. It also reduces the fuel velocity in the fuel rail when compared to series plumbing. If the fuel velocity is too high it may cause flow disturbance in the fuel rails. A parallel configuration is recommended to achieve the best cylinder to cylinder distribution.

Installation and Setup 23

Figure 2

FUEL PUMP AND FILTER

The Victor/Super Victor Pro-Tuner system uses a single Edelbrock high-pressure electric fuel pump which is capable of pumping 50 or more psi (depending upon the pump). The pump relay will prime the system on key-up and shut down the pump if it does not receive an engine-run signal from the ECU, as in the case of a stall. This safety precaution is necessary when using a high-pressure fuel system. It is very important that the fuel flow capacity of the EFI pump exceed your peak demand by 20-25% to avoid engine damage due to loss of pressure. Electrical connectors should face the front of vehicle when mounting. Consult your Edelbrock representative for assistance in pump selection. A high pressure/high volume EFI fuel filter should be mounted between the engine compartment and the fuel pump. A high quality inlet filter should also be installed to protect the fuel pump from contamination. See Fig. 2. Consult your Edelbrock representative for assistance in filter selection. Use the mounting instructions for the pump and filters that you are using.

RECOMMENDED FUEL PUMP AND REGULATOR KITS

Up to 600 HP Edelbrock P/N 35943 - Kit includes fuel pump #3594 and regulator #1728

Up to 800 HP Edelbrock P/N 17903 - Kit includes fuel pump #1790 and regulator #1729

Up to 1500 HP Edelbrock P/N 17943 - Kit includes fuel pump #1794 and regulator #1729

FUEL PRESSURE REGULATOR

Fuel pressure is as important as fuel volume, particularly in fuel injection. The Victor/ Super Victor Pro-Tuner system requires that the fuel pressure regulator maintains a constant pressure at the injectors. It is recommended that Manifold Absolute Pressure references the regulator diaphragm to maintain constant pressure across all 8 injectors, regardless of fluctuating manifold pressure (vacuum) level. The fuel that is not injected is returned to the fuel tank via the return fuel line. Recommended pressure settings vary with application. Consult your Edelbrock representative for pressure recommendations. A typical regulator installation is shown in Figure 3.

FUEL LINE SIZES

A high pressure EFI system does not need the same size lines as a low pressure carbureted engine. A 3/8" diameter (-6 AN) is adequate for engines to at least 750 HP. A 1/2" diameter line should be used on engines over 750 HP.

RETURN FUEL LINE

There are three options for installing a bypass return line.

1. Use the 5/16 rubber fuel line provided with the system as the fuel return line.

Figure 3

Installation and Setup 25

2. Use the vehicle’s existing primary line as the fuel return line with modification to the pick up as described below.

3. Use the vehicle’s existing return line (if so equipped) as the fuel return line. This option applies only to vehicles previously equipped with fuel injection. If the vehicle is not already equipped with a return line, some fuel tank modifications are required for routing the return line through the sending unit plate back into the tank. The first two methods listed below require some welding and should be done by a professional radiator or fuel system repair shop.

RUBBER RETURN LINE METHOD

Drill a 5/16-inch hole in the sending unit plate adjacent to where the main line enters the tank. This will be the hole for your return line. Insert a short length of 5/16-inch hard line (available at most radiator shops) into the hole and weld it to the sending unit plate. The hard line should extend through the hole 1 to 2 inches on each side of the plate. Connect a length (at least 4 inches) of 5/16-inch rubber return line hose to the hard line that will extend into the tank. Connect the rubber line to the fuel pickup line using tie wraps.

BULKHEAD FITTING METHOD

Drill a 9/16-inch hole in the sending unit plate adjacent to where the main line enters the tank. This will be the hole for your return line. Insert a #6 AN bulkhead fitting (available at most radiator shops) into the hole, the narrow end of the fitting on the inside of the plate. Apply a rubber washer or RTV sealant and fasten the fitting to the plate with the

Figure 4

nut. Connect a length (at least 4 inches) of flexible return line (rubber or braided hose) to the fitting end. Connect the return line to the fuel pickup line using tie wraps.

NOTE: THIS METHOD REQUIRES NO WELDING OF THE FUEL SYSTEM. NOTE: Whichever method you use to install the return fuel line, be careful to keep

the end of the line away from the fuel pickup, as shown. Otherwise, aerated return fuel can be drawn into the pickup.

HARD RETURN LINE METHOD

Drill a 5/16-inch hole in the sending unit plate adjacent to where the main line, enters the tank. This will be the hole for your return line. Insert a length of 5/16-inch hard line (available at most radiator shops) into the hole and weld it to the sending unit plate. The hard line should extend through the hole 1 to 2 inches on the outside of the plate. On the inside of the plate, the hard line should follow the contours of the fuel pickup line. Bend the end of the return line away from the sock on the end of the fuel pickup line.

Figure 5

Installation and Setup 27

Figure 6

Solder or weld the return hard line to the fuel pickup line.

Figure 7 - Completed return line installation

FUEL SYSTEM INSTALLATION

1. Disconnect the vehicle battery.

2. Drain the fuel tank.

3. Remove all lines from the tank and carburetor.

4. Remove the fuel tank if sender plate is inaccessible. While fuel tank is removed from vehicle, it is recommended that it be professionally cleaned in order to remove any rust or dirt that may have accumulated inside which could damage the injectors.

5. Remove the sending unit from the fuel tank. Refer to RETURN FUEL LINE METHODS above for installing the bypass fuel return line.

6. Install the high pressure fuel line next to the original line, which may now serve as the return line. Use large radius bends. Avoid exhaust components, sharp edges, and possible wear points. Mount the lines firmly and high in the underbody to insure that they will not be exposed to ground clearance obstacles or road debris hazards that could catch or damage the line.

7. If you do not use the original fuel as the return line, route the return line directly alongside the provided primary fuel line.

8. Mount the fuel pump between the tank and the fuel filter as low and as close to the fuel tank as possible. The pump is directional. Electrical connectors should face the front of vehicle. The fuel pump needs to be at or below the level of fuel in the tank.

Installation and Setup 29

9. Mount the fuel filter between the fuel pump and the engine.

10.Re-install the modified sending unit plate to the clean fuel tank.

11.Reinstall the fuel tank.

12.Attach the primary line and return line to the sending unit plate on the tank.

13.Re-attach all other fuel lines at the tank (vapor purge lines, etc., if so equipped).

14.Secure the primary and return fuel lines with the provided tie-wraps, or with Adel clamps if available.

15.Re-attach all fuel lines to the induction system once it has been installed.

NOTE: REMOVE FUEL SENDING UNIT FROM TANK BEFORE MODIFYING. ALL WELDING AND SOLDERING OF THE FUEL SYSTEM MUST BE PERFORMED BY A PROFESSIONAL RADIATOR OR FUEL SYSTEM REPAIR SHOP.

INJECTOR INSTALLATION

DO NOT INSTALL FITTINGS WITH RAIL INSTALLED. TORQUE APPLIED TO THE ASSEMBLY COULD DAMAGE PARTS AND CAUSE FUEL LEAKS!

1. Fasten fuel rail stands (if applicable) to manifold per Edelbrock instructions; making sure the stands are parallel with the injector bosses in the manifold.

2. Lightly grease the injector O-rings at the top and bottom of injector per Figure 5. using supplied o-ring lube.

Figure 8

3. Install the top of each injector into the fuel rail; carefully inserting the injector to avoid pinching or damaging the sealing O-ring. Orient the injector so that the connector is facing outward. (The outside of the rail has the Edelbrock logo on the side).

4. Carefully insert the rail w/injectors into the manifold, insuring that each injector enters the manifold straight and lower O-rings do not get pinched or damaged.

5. Align mounting holes in rail with the rail mounts.

6. Install with hardware provided.

7. Remember to attach the coated injector harness clips to each rail mount, orienting so the clip is above the mounting hole.

NOTE: If O-rings are damaged even slightly, they MUST be replaced before pressurizing system!

Injectors should not bind in the ports. You should be able to rotate

them slightly.

A typical rail installation is illustrated in Figure 9.

3.2.2 ECU and Main Harness Installation

ECU and Main Harness

Figure 9

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Installation and Setup 31

Installing the Main harness and ECU

To install the system harness, you should first layout the harness in your vehicle to determine the best layout and routing for your application. Of primary concern, is the mounting location of the Engine Control Module (ECM/PCM), relays, interface connectors, and system fusing.

You may choose to mount the ECM inside the passenger compartment similar to OEM practice. However, the ruggedized ECM also gives you the option of mounting it under hood. Layout the harness with the appropriate injector connectors corresponding with the injectors on the engine. Within the available length of the harness, determine potential mounting locations for the ECM and relays.

Improper installation may cause system

failure and void your warranty.

To mount the ECM and relays correctly, the following rules should be followed:

1. Keep ECM, components, and wiring as far away from heat and exhaust parts as possible. You may need to install heat shields over certain areas in the engine compartment to prevent excessive heat from reaching the electrical components.

2. Mount the ECM and relays using only the grommets, bushing's, and washers provided. Use the Edelbrock ECU mounting bracket shown below for proper mounting and flexible orientation. These parts are specially engineered to insure proper isolation of the ECM. Locate the fuse pack so that it can be accessed conveniently. The fuse pack is shown in Figure 10 below:

Figure 10

3. Insure that the ECM case does not touch or rub against anything, particularly metal or wiring. The case MUST be isolated from grounds and voltage sources.

4. Do not mount hardware in such a manner as to cause stress on the harness. Do not pull, stretch, or kink wires and connectors. Minimize effect of engine torque movement on short sections of harness. Improper installation can cause intermittent wire or connector failure or total loss of connection.

5. Route harnessing to avoid sharp edges, heat, and wear points. Clamp harnessing with approved clamps and clips. - Do ALL installation work with the vehicle battery disconnected.

6. A typical PCM under-hood mounting installation is shown in Figure 11.

Installation and Setup 33

Figure 11 - 80 pin Super Victor PCM

The ECM (48 pin) or PCM (80 pin) controllers mount using specially designed bushing's and isolation grommets.

When installing the mounts, first install the rubber grommets into the 3 mounting holes. Insert the bushing from the BACKSIDE of the grommet. Finally, mount to the desired surface using the provided retaining washer on the top side of the grommet and a 6mm X 1.0 or ¼-20 screw. Figure 12 below shows the 48 pin ECM with mount installed without the top retaining washer yet added.

Figure 12

To mount the ECM or PCM inside the vehicle, a hole will have to be made in the firewall for the harness and connectors to pass through. A firewall bulkhead grommet and cover plate is included to seal the hole and support the harness where it passes through the firewall, or you can make your own.

1. To run the harness into the passenger compartment, select the appropriate location for the harness to pass through for your vehicle – making sure you have access from the inside of the vehicle and that no components are in the way or can be damaged during the process.

2. Use the grommet and cover plate assembly as a template. Mark the outline on the firewall. - Using a hole saw, nibbler, or chassis punch, create a 2” x 2-3/8” rectangular hole in the firewall – being sure to center the hole in the template outline. De-burr all edges when finished.

3. Carefully work the harness through the firewall, passing the 32 pin (PCM only) connector through first, followed by the other connectors. The ECU connector covers may need to be temporarily removed in some cases to get them through easily. - Install the firewall plate with the screws provided by slicing the O-ring and wrapping it around the main harness bundle. Slide each side over the grommet and harness until the mounting holes line up as in figure 8. Fasten to the firewall. Use of a silicone sealant between the plate and the firewall is optional. See Figure

13.

Installation and Setup 35

Figure 13

Before proceeding further with harness installation, install and mount all sensors and components.

3.2.3 Component and Sensor Installation

COMPONENT AND SENSOR OVERVIEW:

The diagram below identifies the location of the major components of the Pro-Tuner electronics. Not shown below is the air temperature sensor as it is normally mounted in the air cleaner base.

3.2.3.1 Distributor and Ignition

Distributor and Ignition

Installation and Setup 37

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The Pro-Tuner Distributor with Cam-Sync is designed for use with our Victor Pro-Tuner EFI systems for the Small Block and the Big Block Chevrolet. The distributor includes an adjustable hold down collar (to accommodate various deck heights and custom intake manifolds), a large distributor cap, and the mechanical advance is locked out. It is equipped with a steel distributor drive gear. The Pro-Tuner distributor also features a Magnetic Crank Pickup and uses a Hall-Effect Cam-Sync Pickup with LED indicator for the Camshaft Sensor. The Cam Sync has a 12” lead and a 3-prong Weatherpak connector. The crank trigger has an 8” lead and 2-prong Weatherpak connector.

DISTRIBUTOR KIT CONTENTS

· 1 Pro-Tuner Distributor

· 1 Rotor (MSD #8421) Installed

· 1 Distributor Cap (MSD #8408) Installed

· 1 Wire Retainer

· 2 1.5” Long, Self Tapping Screws

· 1 Distributor Gasket

· 2 O-Rings

· 1 Tube of Assembly Lube

IMPORTANT INSTALLATION NOTES

· DO NOT use a Solid-Core type spark plug wire set, such as copper core, etc. You must

use a suppression type spark plug wire. Failure to use the correct wires will cause electrical interference with the Engine Control Module.

· When installing the distributor, make sure to disconnect the vehicle’s battery BEFORE

beginning the installation.

· If the drive gear is ever replaced, you must use a MSD #8531 distributor drive gear

due to the .500” diameter drive shaft.

· HALL-EFFECT PICKUP LED OPERATION: The LED is on whenever the magnet is NOT in

front of the pickup. The LED Turns off when the magnet passes over the center of the pickup (approximately 40°)

· This Distributor has a steel drive gear, check with your camshaft manufacturer for cam

compatibility with this gear.

· A white dot is located on the distributor base directly under the #1 cylinder

post. See figure 14 below for proper orientation.

INSTALLATION PROCEDURE

1.Loosen the adjustable slip collar, Install the Distributor into the engine without the gasket installed, make sure the oil pump shaft is fully engaged, slide the slip the collar down to sit against the manifold. Tighten the collar and remove the distributor. Tighten the set screws on the collar and install the gasket.

2.Rotate the crankshaft in the direction of normal rotation until cylinder #1 is coming up on the compression stroke. Stop turning when the crankshaft is at 22° BTDC.

3.Install the distributor, with gasket and cam gear lubricated, so that the rotor comes to rest pointing at what will be the #1 terminal on the cap. Position the cap such that #1 is in the Location shown on the drawing below. You may need to remove and reinsert the distributor a few times to get the alignment correct. Make sure that the distributor seats down completely and has fully engaged the oil pump drive. You may need to rotate the oil pump shaft to ensure it is engaged properly.

4.Lift the rotor by hand to make sure that there is adequate end play. Lack of end play indicates that the rotor shaft is bottomed out on the oil pump shaft. If there is no end play readjust the Slip Collar as mentioned above.

5.Align Distributor cap clips parallel with the firewall, Hall Effect sensor should be pointing toward the forward drivers side of the engine. See Figure 14.

6.Tighten Distributor hold down clamp.

Figure 14

Installation and Setup 39

INSTALLATION PROCEDURE O-RING SEALS

The Pro-Tuner Distributor features an o-ring groove in the uppermost bottom land of the housing in order to seal the oil gallery. The o-ring should only be installed if the block has been modified. See Distributor Specifications for procedure.

CHECKING THE DISTRIBUTOR DRIVE GEAR MESH

It is recommended to check for proper gear mesh between the drive gear on the camshaft and the drive gear on the distributor. In order to check the mesh, coat the distributor gear with the supplied assembly lube and install the distributor into the engine. Rotate the engine several revolutions and remove the distributor. The mesh pattern in the lube should be even and in the middle of the gear. Adjust the slip collar to obtain the proper mesh, if necessary.

CHECKING THE OIL PUMP TO DISTRIBUTOR SHAFT OVERLAP

After checking the drive gear mesh. it is very important to have the proper overlap between the the distributor shaft and the oil pump shaft. The tongue of the distributor shaft should sit into the oil pump shaft groove by a minimum of 1/4”. Check this measurement according to the procedure below:

1.Measure the distance between the base of the slip collar and the tip of the distributor shaft.

2.Using a straight edge, measure the distance from the intake manifold distributor flange to the top of the oil pump intermediate shaft.

3.Subtract the measurement from Step 1 from the measurement taken in Step 2. This difference is the overlap. If there is too much, or not enough clearance, a shorter or longer oil pump drive shaft will be required.

4.Lightly tighten the hold down clamp so that the distributor can still be turned to determine final setting when checking the timing.

5.Re-attach the distributor cap. Make sure the rotor is still pointing to #1.

6.Install your spark plug and coil wires and connect the distributor to the wiring harness.

Make sure to install the spark plug wires one at a time and verify they are in the correct position. A wire retainer is supplied to secure the wires to the cap. Align the retainer with the mounting bosses, and use the supplied 1.5” self-tapping screws to secure the retainer.

ROTOR PHASING

Rotor phasing is defined as the alignment between the rotor tip and the distributor cap terminal when the spark occurs. This position can be very important to your engine’s performance. If the alignment is incorrect, the spark will jump to the next closest terminal, or another ground resulting in a misfire and loss of power. In applications with extreme cylinder pressures, such as with nitrous or forced induction, correct rotor phasing increases in importance. More voltage is required to ionize the plug gap and if rotor phasing is off, the spark is more apt to find an easier path to ground rather than the correct cap terminal. This may result in severe engine damage.

CARE AND MAINTENANCE

Periodically, visually inspect the cap terminals and rotor tip for wear and look for traces of carbon tracking where spark scatter occurs. Check your spark plug wires for burns or tears. It is also recommended to periodically test the resistance of the wires. See for an exploded view of the distributor and its parts.

Figure 15

3.2.3.2 Intake Air Temperature Sensor (IAT)

Intake Air Temperature Sensor

Installation and Setup 41

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Installing / Replacing the Intake Air Temperature (IAT) sensor

The Intake Air Temperature sensor is a thermistor device which measures air temperature. This sensor must be installed into the air cleaner base. Drill the air cleaner base with a 3/4” drill, deburr any sharp edges, install the sensor grommet, then slide the air temp sensor into the grommet. This sensor is usually placed in the rear of the base for best appearance.

3.2.3.3 Engine Coolant Temperature Sensor (ECT)

Engine Coolant Temperature Sensor (ECT)

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Installing / Replacing the Engine Coolant Temperature (ECT) sensor

The engine coolant temperature sensor is a thermistor device which measures coolant temperature. It should be screwed into the coolant passage of the intake manifold near the thermostat housing to measure coolant before it exits the engine on its way to the radiator. It has 3/8 NPT pipe thread and comes with a thread sealant pre-applied.

3.2.3.4 Manifold Absolute Pressure Sensor (MAP)

Manifold Absolute Pressure (MAP)

Installation and Setup 43

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Installing / Replacing the Manifold Absolute Pressure (MAP) sensor

The MAP sensor measures pressure in the intake manifold. (A pressure below atmospheric is typical in a running engine, and is sometimes called vacuum when the value is referenced to atmospheric baseline.) The manifold pressure is low (highvacuum) in a light load condition, while in a high load condition – the pressure will rise (low vacuum). Manifold pressure provides the ECM information that helps the system determine the load on the engine so the appropriate output changes are calculated and executed.

The MAP sensor must have an unobstructed signal to the intake manifold plenum: either at the throttle body below the throttle blades, or in the plenum itself. A small bracket is supplied to mount the MAP sensor to one of the 4 throttle body hold down bolts/studs. A

small length of vacuum line (not supplied) should be installed between the MAP sensor and the vacuum port reference location. Replacement of sensor should be done using the original mounting hardware.

Note: If the MAP sensor has an orange ribbed sleeve on the reference port, remove it prior to installation. It is not necessary for proper operation.

3.2.3.5 Idle Air Control Valve (IAC)

Idle Air Control Valve

Installing / Replacing the Idle Air Control valve (IAC)

Installation and Setup 45

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The Idle Air Control (IAC) valve is controlled by the ECM and tailors airflow to help maintain a set point speed at idle. The behavior of the valve can be calibrated for your combination through the laptop Pro Tuner software. The IAC comes installed on your system throttle body. Replacement of the valve is through removal of the 2 mounting screws, remove old valve, replace gasket, and install new valve.

3.2.3.6 Fuel Pressure Sensor (optional)

Fuel Pressure Sensor

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Figure 16

Installing / Replacing the optional Fuel Pressure Sensor

An optional fuel pressure sensor may be used with your system to provide additional information to the ECU and for readout on digital smart gauges and displays over the CAN network. It is also used by the system for automatic fuel pressure compensation if the sensor is in the system. The pressure sensor should be mounted in the fuel rail or crossover line prior to the fuel regulator. In all cases, but especially if the rail is drilled and tapped for the 1/8” NPT thread: cleanliness is a must to avoid contamination of the fuel system and potential engine or injector damage. After machining and during assembly/disassembly – clean the rail assembly and associated lines thoroughly. Make sure there are no chips, particles, or overhanging burrs that could break loose.

A typical sensor installation is shown in figure 16.

3.2.3.7 Oil Pressure Sensor (optional)

Oil Pressure Sensor

Installation and Setup 47

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Figure 17

Installing / Replacing the optional Oil Pressure Sensor

An optional Oil pressure sensor may be used with your system to provide additional information to the ECU and for readout on digital smart gauges and displays over the CAN network.

The sensor also enables the low pressure warning limit array. This table allows you to set the minimum oil pressure for your engine over the RPM range. If the pressure drops below your calibrated value, the MIL (Malfunction Indicator Lamp) will light to alert the driver of the condition.

The sensor should be installed as close to an engine oil gallery as possible and away from exhaust heat.

The sensor features a 1/8”NPT thread and can be used in addition to standard oil pressure sender units. Use every precaution to prevent dirt or debris from entering lubrication system during installation. A typical sensor installation is shown in figure 17.

3.2.3.8 Mass Air Flow (MAF) Sensor (optional)

Mass Air Flow (MAF) Sensor

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Figure 18

Installing / Replacing the optional Mass Airflow (MAF) Sensor

Your Victor or Super Victor System has the capability to run a GM digital Mass Airflow sensor (MAF). A MAF sensor will feed the ECM airflow information which is used in the control calculations and used to auto-calibrate the Volumetric Efficiency map.

The MAF can be used only for the auto-cal OF VE during dyno testing, or it can be run all of the time; constantly adjusting for changes in airflow due to wear or engine modifications. The sensor that should be used is a 1999-2002 GM # 25318411 or the

25341604

tuning session, be sure to turn the sensor off by selecting "none" in the MAF section of the setup wizard. This will prevent Mass Airflow sensor faults during later operation.

In high horsepower applications, your system is capable of running two of these sensors in parallel to keep restriction to a minimum. Consult your Edelbrock representative for

information regarding adding and using a second sensor.

The mounting of the sensor is very important to accurate measurement and operation. The sensor should be mounted as far away from the throttle body as possible (a minimum of 12”) and between the air filter and throttle body. All tubing and bends should be smooth with even cross-sectional area. Allow a minimum of 8” of straight tubing in front of the sensor so that airflow is entering as straight as possible into the sensor. Follow the factory method of plumbing where possible. Figure 18 shows a sensor

85 mm sensor from the '02 Corvette Z06

. If the sensor is only enabled for the

with a recommended sensor inlet tube installed.

Installation and Setup 49

3.2.3.9 Throttle Position Sensor (TPS)

Throttle Position Sensor (TPS)

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The Throttle Position Sensor (TPS) comes installed on your throttle body and should require no mechanical adjustment. Scaling of the sensor is accomplished through the Setup Wizard.

When replacing the sensor, the TPS scaling of the min and max values should be recalibrated through the Setup Wizard. It is also a good idea to reset the TPS

calibration in the setup wizard or from the TOOLS menu (SUPER only) a second time after the engine idle is tuned in and your final throttle blade setting is reached.

3.2.3.10 Main Wiring Harness and Engine Wiring

Main Wiring Harness and Engine

Wiring

Installation and Setup 51

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Figure 19

Once all sensors have been placed, the harness can be routed and connected to each. Lay the harness out and become familiar with each connection. Do not rush the harness installation. Take some time to plan the routing of each branch. This will improve both the look and reliability of the installation. See Figure 19. Before installing the harness, be sure vehicle battery is disconnected. For all GM applications, odd numbered injectors go along the driver side fuel rail and should be retained by the clips at each rail mount screw. Bend the clamp as required to hold the conduit. Even numbered injectors, along with the TPS, ECT, and MAF sensor connector branch go along the passenger side rail and should be retained the same way. Route & retain wiring to protect it from heat and vibration and for a clean, professional looking installation. A little extra time spent routing the harnessing can make a big difference. This includes spark plug wire routing as well. Plug in injectors and sensors into the connectors labeled for each. On a GM engine model, the 1,3,5,7 cylinders are front-to-back on the driver side; while the 2,4,6,8 cylinders are on the passenger side.

It is important that the system has reliable power and ground connections. Attach the

ground wires, fuel pump harness and ignition harness ground black leads to the same point using clean & paint-free bell housing bolt connection. Alternatively, you may connect the system grounds to the same point on the engine as the battery negative lead. Insure that the engine/transmission is grounded to the chassis and body as well. See Figure 20 for system Grounding at bell housing. Note Negative battery cable and paint removed from bell housing under terminal contact area.

Figure 20

If space is confined, an alternative method is to run system power to a firewall mounted insulated hot-stud and a single 6/8 gauge wire to the starter solenoid.

Connect ignition key-switch lead to the operator ignition switch. The switch should

•

be capable of maintaining uninterrupted +12V power to the system in the “On” position, “Crank” position, as well as the transition between the two. Many older vehicles (pre 1974) have ignition switches that bypass power from a ballast resistor during crank and these systems typically have a momentary “dropout” between the Run and Crank positions.

These types of ignition switches ARE NOT COMPATIBLE with your Edelbrock Pro-Tuner system.

If you have such a switch; it must be replaced with a newer non-interruptible version for proper operation.

Connect remaining wires, including fuel pump and ignition harnesses. Unused

•

connectors should be coiled and secured away from dirt, debris, and heat.

Installation and Setup 53

Once all connections are made. Verify that all fuel lines and fittings are tight.

•

Reconnect vehicle battery. If you have questions regarding wiring and connections;

refer to the wiring diagrams included in the help section and your vehicle wiring schematics.

Turn key switch to “On” or “Run” position. The fuel pump will turn on and run for

•

approximately 4 seconds. It will then shut off. Turn key switch off for 15 seconds. Turn on again and inspect the system for fuel leaks. Set fuel pressure regulator to desired pressure (if regulator is an adjustable type)

•

while pump is running. Repeat key-off and key-on cycle as many times as required to purge air, set pressure, and verify fuel system is leak free. Fuel pressure should be rechecked at idle after engine has been configured.

Do not crank the engine until the system has been configured using the Setup Wizard in your Pro-Tuner software.

3.2.3.11 Oxygen Sensors

Oxygen Sensors

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Figure 21

Installing / Replacing Oxygen Sensor(s)

The exhaust gas oxygen content is determined by the oxygen sensor. The sensor signals the ECU, which compensates when the air/fuel mixture is either rich or lean. If the exhaust system is already configured for an oxygen sensor port, simply replace existing sensor with the Edelbrock 4 wire sensor. Route and secure wire and connector away from exhaust heat. Allow enough slack for exhaust pipe movement.

If your exhaust system does not have an O2 port, you will need to weld the included threaded bung into the exhaust pipe. See Figure 21.

It is recommended that the O2 sensor installation be performed by a professional muffler shop.

1. Double check header gaskets, replacing if necessary.

2. Drill a 1/2-inch to 9/16-inch hole in the driver-side header collector reducer, as close to the engine as possible in the header collector (1" to 3" forward of flange minimum)

NOTE: Before drilling, make sure the O2 sensor will be mounted at a slight

downward angle in the top half of the exhaust pipe and within reach of the harness connector. Check to insure adequate clearance for the sensor, taking into consideration engine movement.

Installation and Setup 55

3. Fit the provided fitting into the hole in the exhaust pipe and weld into place.

4. Once it has been welded into place, clean the threads in the center of the fitting. If your exhaust is coated tap bung threads to ensure a good ground for the 02 sensor.

5. Thread the O2 sensor into the fitting. A high-heat anti- seize compound has been applied to the sensor threads.

NOTE: The O2 sensor has 18mm x 1.25 spark plug threads.

6. Attach the O2 sensor to the main system harness driver side connector. Refer to the MAIN SYSTEM HARNESS section of this manual

NOTE: UNLEADED FUEL MUST BE USED ONCE THE O2 SENSOR HAS BEEN INSTALLED.

COATED HEADERS: Use a digital OHM meter to measure the resistance between

cylinder head bolt and the body of the installed 02 sensor. The reading should be less than 2 OHMS. If it is more, you need to provide a ground to the 02 sensor mount.

Wideband (UEGO) Installation

A wideband oxygen sensor is an optional feature which allows very accurate AFR measurements across a wide range of air/fuel ratios. The appropriate sensor must be chosen in the setup wizard. With the 48 pin ECM the sensor and conditioning module are a plug-in installation. To install a wideband/s in the 80 pin PCM controller, follow the instructions below:

**IMPORTANT** If you decide to use a single or dual MotoTron or Edelbrock wideband oxygen sensor (UEGO) with external 0-5V conditioning - instead of the standard heated switching style (HEGO) with your 80 pin PCM, you must move 2 wires to different pins in the PCM connector.

While this procedure is straight forward, it is critical that the procedure is followed exactly to insure proper connection and prevent damage to your wiring harness.

The wideband sensor installs into the exhaust collector exactly the same way as the standard O2 sensor. The sensor bung should be welded as close to the engine as the collector allows to insure adequate heat is present at the sensor during idle and light load conditions.

Connect the conditioning module to the sensor per the kit instructions. Next, the module’s output needs to be connected to the PCM/ECM. The module plugs into the same connector/s on the engine harness as the standard switching style oxygen sensor. For

the 48 pin ECM, no other modifications are necessary.

For the 80 pin PCM however, 2 wires need to be moved in the PCM connector. To move the wires, follow the steps below: (NOTE: to unplug the connectors from the ECM/PCM, simply squeeze the connector releases on each side of the connector to release it from the ECM/PCM and pull straight out). See Figure 22.

1) Locate the “A” connector on the PCM harness plugs. It is the largest of the 3 connectors and contains 32 pins. The pins are numbered on the bottom side. Remove from PCM.

2) The cover of the connector must now be removed. Cut the tie-strap holding the harness bundle to the cover.

3) Four lock tabs retain the cover to the connector. Press 2 tabs on the same side; unlocking one side at a time – and remove the cover.

4) Note the backside of the connector and the numbers in each corner to help identify pin numbers. Note also the blue plugs sealing the connector where no wires are present. With small pliers, grab the plug firmly and pull the plug from the number A7 position. If 2 sensors are installed, also pull the plug from the number A10 position. Save the plugs for re-installation. See Figure 23.

Figure 22

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Figure 23

5) Before the signal wire/s can be relocated, they must be unlocked from the connector. On one end of the connector there is a white tab and on the other end is 2 white tabs. With a small screwdriver – push in on the single white tab as shown. You will feel it unlock as the dual white tabs on the other end protrude out. Now the terminals are unlocked. See Figure 24.

Figure 24

6) At this point it is important to handle the connector and wires gently to avoid damage or having a wire pull partially out without realizing it. Locate the wire in A13 (it will be the same color as the wire in your driver O2 sensor connector). With great care, pull

the wire STRAIGHT out of the connector. Do not jerk the wire or it may pull out of the terminal, leaving the terminal stuck in the connector. A good method is to install some soft rubber onto the jaws of a needle-nosed pliers and grasp the wire close to the connector to aid in pulling the wire & terminal straight out. With the soft-jawed pliers you must use extreme caution not to squeeze too hard and crush the delicate wire. For installers who do the conversion often, a special pin removal tool is available to make the task easier.

7) Relocate the loose wire/terminal from A13 to the A7 position. Push the wire all of the way in. You should feel it seat into position. To be sure, check the underside of the connector and note if the shiny terminal in A7 is fully seated. Install a blue plug into A13 to seal the connector.

8) If 2 sensors are used, a second wire must be moved. Using the same procedure, pull the wire/terminal from A2 and insert it into A10. Install a blue plug in A2 to seal the connector.

9) Check the underside of the connector to be sure ALL wires are still fully seated. While gently squeezing the wires into the connector to keep the wires seated; use the side of a screwdriver to push in on the dual white lock tabs on the side of the connector. When the lock is snapped into place – recheck the underside to insure all terminals have been captured fully seated. See Figure 25.

Figure 25

Plug the connector/s back into the PCM. Reinstall the connector cover and re-strap the harness bundle to the cover.

To return to the switching style sensor, reverse the procedure to put the wires in their original location. Check the wiring schematics for guidance if needed.

3.2.3.12 Malfunction Indicator Light

Malfunction Indicator Light Installation

To mount the Malfunction Indicator Light (MIL), drill a 5/16" hole in a suitable panel. Insert the MIL into the hole with the orange light facing toward you. Locate the MIL circuit in the engine harness. It is near the expansion connector. See picture below.

Installation and Setup 59

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Connect one wire of the MIL to the orange/white wire labeled "MIL" in the harness. Connect the other MIL wire to a key-on 12V power source. Polarity does not matter. See diagram below.

3.3 Installing and Configuring the Software

Installing and Configuring the

Software

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Installation and Setup 61

Installation and configuration of the software is much like any other Windows based application. It uses Install Shield and will prompt you for choices during the installation. In most cases choosing the "NEXT" button will give you the recommended default values.

3.3.1 System Requirements

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System Requirements

Listed below are minimum requirements for the software, hardware and operating system for the Pro Tuner Laptop installed software:

Hardware:

1. Pentium Processor 500 MHz or better

2. One Serial Port and one USB port

3. Two USB ports (using the optional USB to Serial Adapter)

4. 128 Mb or more of memory (RAM)

5. 250 Mb of free disk space

Operating System:

1. Microsoft Windows 2000 with all Microsoft updates and patches applied

2. Microsoft Windows 2000 Professional with all Microsoft updates and patches applied

3. Microsoft Windows XP Home Edition with all Microsoft updates and patches applied

4. Microsoft Windows XP Professional Edition with all Microsoft updates and patches applied

IT IS HIGHLY RECOMMENDED THAT YOU OBTAIN/USE A LAPTOP WITH THE NEWEST POSSIBLE MICROSOFT OPERATING SYSTEM AND THE FASTEST PROCESSOR SPEED WITH AS MUCH RAM AS POSSIBLE. THE PERFORMANCE OF YOUR PRO-TUNER SOFTWARE WILL BE MUCH IMPROVED WITH A HIGH PERFORMANCE PC; IN ADDITION, MICROSOFT DISCONTINUES SUPPORT OF THE OLDER OPERATING SYSTEMS - WHICH MAY CAUSE SOFTWARE RELATED PROBLEMS WITH THE PRO-TUNER INTERFACE. LATER MICROSOFT

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OPERATING SYSTEMS ALSO HAVE IMPROVED HANDLING OF PERIPHERALS, USB PORTS, AND BETTER STABILITY THAN WIN98SE SYSTEMS.

3.3.2 Installing the Software

Installing the Software

Software installation steps:

1. Insert the CD in the CD drive

2. The installer should Auto Play. Once you see the installer welcome screen, go to step 3. Some virus protection programs do not allow Auto Play, so if that is the case:

1. Double click on "My Computer"

2. Double click on the CD ROM drive icon

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3. Double click on the EDELEFI_2_3_4_X.msi file on the CD ROM (the numbers may be different, depending on version and build )

3. You will see installer start and prepare your computer for installation:

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4. Once the computer is ready, the installation will start:

5. Click NEXT >

6. The license agreement is displayed. CAREFULLY READ THIS AGREEMENT. IT

WILL EXPLAIN YOUR RIGHTS AND LIABILITIES IN THE USE OF THIS PRODUCT!

7. Click NEXT > once you have read and understand the license agreement

8. Choose the folder in which you want the Edelbrock Victor Pro Tuner software installed.

IT IS HIGHLY RECOMMENDED YOU ACCEPT THE DEFAULT LOCATION PRESENTED IN THE INSTALLER.

To accept the default, just click NEXT >

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9. The installer will now ask one more time to confirm the installation process. This will allow you to cancel the installation if you wish:

10.To proceed, click "Install"

11.The installer will proceed to install the necessary files on your computer ... the status will be displayed during the install:

12.Once the install is completed, click the FINISH button and you are ready to use your new software!

Installation and Setup 69

3.3.3 Installing the Communications Hardware

Connecting the Laptop to the Vehicle

Inventory:

1. Laptop running Windows 2000 or newer OS with at least 128 Mb of memory and a 500 MHz processor. The computer speed and memory will greatly affect the performance of the application. Run the latest Microsoft Operating System and most powerful PC possible to avoid windows related issues such as USB port driver problems.

2. Computer Connection cable

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3. USB Key (or "dongle") The key will be either a "Base" system key or a "Pro" level key. The key is required for the software to connect to the ECU.

Connection:

Before hooking up the laptop, be sure the following conditions are met:

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1. The laptop is booted and ready

2. The USB Key is plugged into an available USB slot on the computer

3. The Computer Connection cable is plugged into the Interface connector on the harness

4. The Computer Connection cable is plugged into the PC's serial port

5. The ignition key is in the ON position

Once everything is hooked up to the PC and the harness, look for an LED light (steady) on the gray colored interface module (part of the Computer Connection cable). This indicates a powered connection and the PC is ready to communicate. As the computer communicates to the vehicle ECU, a few cables may have additional red and green LEDs that will blink. This indicates data is flowing back and forth between the PC and the ECU.

Note: Avoid repeated unplugging or disconnect of the USB adapter or serial cable. Microsoft windows will occasionally not reconnect properly. If you have trouble reconnecting after plugging in hardware, or after hibernation. Rebooting the machine will usually clear it up.

3.3.3.1 USB/Serial Converters

USB to Serial Converters

Some laptops may not have a serial port (pictured below)

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Serial Port

However, you can use one of the PC's USB ports and a USB/Serial Adapter (not included) that is readily available from many sources, including local consumer electronics stores.

USB Ports

Typical USB/Serial Adapter

Follow the Serial/USB Adapter manufacturer's instructions to install and configure the device for your PC. Once the software has been successfully installed, and the device is

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plugged in, if you run the Edelbrock Pro Tuner software installation for the first time, the connection wizard will automatically detect and configure to use the appropriate device.

If you already have the Pro Tuner software installed, you can manually add the new device to the list of communication ports for Pro Tuner by performing the following:

1. First, we need to know which port was configured by the adapter manufacturer for use with that particular device. This is a function of Microsoft Windows, so we will first RIGHT CLICK on "My Computer" and then choose "MANAGE".

2. Now choose "DEVICE MANAGER" to get a list of the installed and active devices for your PC.

3. Click on the "PORTS" Icon to expand the list of communications ports. You should see your USB to Serial Adapter in the list of ports. Often times, it will be assigned to COM4 if you don't have a lot of other devices attached to your PC. In this example, we see the "Prolific USB-to-Serial Com Port" on COM8.

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4. Make a note of the COM port assignment and close the Computer Management window.

5. Now, RIGHT click on the MotoServer icon (the satellite dish) in the System Tray (lower right hand corner of your screen)

6. A menu will appear for MotoServer. Choose "Ports..."

7. A list of the configured ports will appear. To add the port that the USB/Serial Adapter manufacturer's software configured, click on "Edit Names".

8. When you click "Edit Names", you will be presented a choice of pre configured ports. If the COM port you need is in the list, simply select that port and then click "OK". If it does not exist, click "Add" to add your new port.

9. When you click "Add", you will be asked what kind of port is to be added. Select " Serial" and the click "Next".

10.Type your new COM port name and number in the space provided. In this example, we will call the port "COM8" and put "8" in the Port text box, since that's what we noted earlier in the Device Manager.

Installation and Setup 77

11.The new port name then appears in the Port Name listing.

Make sure the new port is selected and then choose "OK" (or "Apply" if you have more ports to add).

12.You will now be back at the Port Configuration window. Choose "Add " and then select the Type and Location with the drop down lists.

Be sure the Access Level is set to "4".

13.Click "OK" and you will see the new Port Added to the Ports List.

14.From now on, the Pro Tuner system will check to see if communications cable is plugged into any of the devices listed in the Ports Configuration List every time you start the program. You can add a large number of pre configured ports as necessary to support your needs.

15.Click "OK" to complete the set up.

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3.3.4 Connecting to the Vehicle

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Connecting to the Vehicle

Once you have successfully installed and configured your software and communications cables, you are now ready to start communicating with the Vehicle ECU.

Steps:

1. Start the Edelbrock EFI Application by double clicking on the Icon on your desktop:

Edelbrock EFI

2. The application will start up and when it loads completely you will have a dialog that looks like:

Installation and Setup 81

Be sure the ignition key is in the ON position and your USB key is installed in an available USB port on your laptop. To connect directly to the ECU, click on "Connect directly to your Vehicle's ECU" and then click on "OK ". To go into OFFLINE mode click "Open an existing calibration" file and the OFFLINE Control

Panel will be displayed. More information about OFFLINE can be found later on in the HELP in the OFFLINE mode help section.

3. If this is your first time connecting to the ECU, you will be led through several steps that determine the correct port for your software to communicate with on your computer.

Click NEXT

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The computer has now found the proper port. Click NEXT.

The computer is now ready to attempt to "talk" to the ECU. Click NEXT.

Once a connection is established successfully, click NEXT.

Click NEXT to get the final results dialog.

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Click FINISH.

4. The software will now connect to the ECU and bring up the DASHBOARD screen:

3.3.5 Application Settings and Preferences

Application Settings and Preferences

Use this control panel to customize the application settings to your preferences. This control panel allows you to choose preferred units and default paths for files on your computer.

To choose your desired units, go to "TOOLS" menu and choose "Application Settings". You will see the following Control Panel:

Installation and Setup 87

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Choose your desired units of measure for each category (Temperature, MAP, Pressure (such as oil pressure, fuel pressure, etc.), Volume, and A/F ratio). Once you have chosen your desired units, you can also set your Storage preferences or apply your choices by choosing either the Apply button (which will simply apply the changes) or the OK button (which will apply the changes and close the control panel). If you choose to change Storage Settings, click on the "Storage" tab and you will then see:

Navigate to the desired storage location for calibration files and click "Apply" or "OK". You will then be advised with the following:

Close all application windows and then restart the application. This will apply your new choices to the gauges, tables, MAP's and controls.

4 Basic Tuning with the Pro Tuner System

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Basic Tuning with the Pro Tuner

Installation and Setup 89

System

The Pro Tuner System is extremely powerful; however, a significant effort has been made to simplify the way information is presented to you to allow you to concentrate on the reason you bought the system - mainly reliability, horsepower, and drivability.

It is very important that you understand the basic principles of the system so that you can effectively use the PC software to configure and run your combination.

4.1 Setup Wizard

Initial Setup Wizard with Laptop Connected

The Setup Wizard functionality is used to make fundamental changes to your system configuration, such as new fuel injectors, different distributor or coil, new sensors, etc. It is also a good way to setup a "bare" system for first time use.

1. To start the wizard, go to TOOLS in the top menu of the main application.

2. Choose "Setup Wizard"

3. The wizard will start up and you will be asked to make various choices to set up your system. If this is NOT your first time into the wizard, it will go to the last thing you successfully executed (a BOOKMARK). At that point, you can go directly to the area that you need to make changes to without stepping through the rest of the wizard.

4. Assuming this is the first time through, you will first see this screen:

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Basic Tuning with the Pro Tuner System 91

5. Click NEXT and watch the status bar at the bottom of the screen as it establishes a new connection to the ECU and configures it for programming.

6. The next screen will show you the Engine Setup wizard to help you configure your basic engine parameters:

7. Choose your basic engine type and then enter it's displacement in cubic

inches (default) or liters (chosen via the drop down)

8. Choose the type of crank trigger you are using in your kit

9. Select your fueling control method: Speed/Density or Alpha-N(Speed/ Throttle). Note: You may also choose MAP-N (Speed/Pressure), but you must

select Alpha-N and the system will then program the ECU and give you the MAP-N option in the following screen. MAP-N uses similar lookup tables and trim tables as Alpha-N.

10.Click "SAVE" to commit your changes.

11.The "FINISH" button will then replace the "NEXT" button. Click "FINISH" if

you are satisfied with your choices.

12.The ECU will now be reprogrammed with your "base" system setup. Please

click OK to continue.

13.The wizard will prepare the ECU:

14.The wizard will then program the ECU. Please wait for it to finish completely:

15.When programming is completed, you will be presented with the next wizard section to configure/choose your sensors. The WELCOME section will show a CHECK MARK to show that it has been completed:

Basic Tuning with the Pro Tuner System 93

16.Continue to progress through the various section and choices, using the NEXT buttons and FINISH buttons (as they are presented) to configure your system.

17.Once you have finished all the sections, the wizard will save your changes/choices and reprogram the ECU a final time before exiting.

Note:

Only for users who select the MAP-N tuning strategy from the Wizard setup: Once the Wizard programming steps are completed, you must load the supplied MAP-N file into your ECU. To do this, go to the file menu and select "Load Calibration from Disk". Navigate to the installed calibrations folder located at /Program Files/Edelbrock/EFI/ECUFiles/Cals. The MAP-N calibration file for the P/N 3670 Kit is identified as EDEL07E1EB_V004XDC_MAPN.hcal. The MAP-N calibration for the P/N 3690 Kit is identified as EDEL07P1EB_V004XDC_MAPN.hcal. Choose the appropriate calibration for your kit to load into the ECU.

4.1.1 Scaling Setup - Custom Load and RPM Axis

Scaling Setup - Custom Load and RPM Axis

If desired, the setup wizard can be used to define custom load and RPM axis. These 2-D tables define the breakpoints of any Pro-Tuner tables that vary as a function of engine load or speed. The breakpoints do not have to be linear or evenly spaced. You can define more closely spaced breakpoints at lower engines speeds and wider spaced ones at higher speeds where the engine will likely spend less time. To customize your load or RPM axis, begin by selecting "Custom" from the following menu selections in the wizard.

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Custom Scaling selection for load ordinate:

Custom Scaling selection for RPM ordinate:

Basic Tuning with the Pro Tuner System 95

Custom tables for load ordinate:

Custom tables for RPM ordinate:

Enter your desired load or RPM axis breakpoints in the above tables. Use the tab key to move from one location to another. When finished hit the "Submit" button. Three different resolution levels must be defined. Depending on the particular table in the software, the resolution can be high, medium or low. Examples of high resolution breakpoints are the base fuel and spark maps.

4.2 Screens, Indicators and Tools

Screens, Indicators and Tools

In this section, the various graphical screens, indicators and tools will be discussed in detail. In general, there are some consistent concepts in the way that the software presents information and allows you to manipulate various parameters. The application has a main or "home" view that includes a window that allows you to see various gauges and displays with a simple click of a tab. This is referred to as the DASHBOARD.

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Basic Tuning with the Pro Tuner System 97

By clicking on the TABS along the top of the screen, you can see several other functions available for quick reference.

At the bottom of the main screen, you will see a Status Bar. Watch this area for alerts, current activity, Faults, and user information.

AT ANY TIME YOU CAN HIT THE 'F1" Key and activate help for the function that you are working with!

By holding your mouse pointer over a gauge, text box, or indicator, often times you will get a "Tool Tip Help" bubble that gives you a brief description of what you are looking

at.

Several specialized tools are available as Menu Options and can be activated by selecting them from the drop down menu bar at the top of the window.

4.2.1 Dashboard

Dashboard TAB

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The DASHBOARD Tab is considered the "HOME" screen. From here you can monitor most critical engine functions quickly at a glance.

The function of most of the gauges are self-explanatory, however there are a couple of

100

important point to note:

Certain gauges will not appear in all configurations. For example, the optional oil

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and fuel pressure gauges may or may not be on the screen, depending on your configuration (set in the Setup Wizard). The scaling of gauges (including the Tach) will adjust based on your Setup

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Wizard choices. The scaling and labeling of the gauges and some map ordinates will change based

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on your USER PREFERENCES picked from the APPLICATION SETTINGS portion of the menu bar.

Edelbrock Pro-Tuner, Pro-Tuner Series, 3670, 3690 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual