SDS Programmable Fuel Injection System for Ford EEC

Installation

1. Remove passenger side kick panel and disconnect the factory computer from the injection wiring harness.

2. The WMS harness is plugged into the factory injection wiring harness completing all wiring connections to the engine. A wire is run to the ignition box and the system is wired. It doesn't get any easier than this!

3. The ECU and Injector Driver are mounted in place of the factory computer inside the passenger kick panel and the wiring tucked inside.

4. The Lean / Rich Knob and LCD Programmer plug into the main harness. We also supply a plug for a Cyberdyne Air / Fuel mixture meter (top right corner) that makes tuning quicker and easier.

5. For accurate timing, the rotor position in the stock Ford EEC distributor must be changed by a few degrees. This is easily accomplished by drilling a new hole in the rotary vane cup and moving the rotor as shown on the supplied template. We secure the rotor with a dab of silicone.

6. The supplied MAP sensor is mounted in the engine compartment and a vacuum line is run to a good vacuum source on the engine.

Installation of the system is complete. The MAF meter can be removed from the air intake to free up restriction of the meter.




		7. This is the LCD Programmer that is used to tune the system. It can be mounted in the car for tuning on the fly or removed once tuning is complete. 8. This is Gauge 1 mode, found by pressing the > button. This shows the engine's current Manifold Pressure (MP), Water Temp. (WT), RPM and Air Temp (AT) 9. Pressing the > button again brings up Gauge 2 showing the Lean / Rich Knob position, Accelerator Pump (AP), Injector Duty Cycle and Ignition Advance. 10. Next screen is Closed Loop Operation. The computer will go into closed loop operation when it is between Lo and Hi programmed limits. Here the Closed Loop RPM HI is set at 3000,so the closed loop operation will turn off above 3000rpm. 11. The Closed Loop MP LO is set at 14.7" of vacuum. Less vacuum means the system will go into closed loop until the MP HI value is reached. Closed Loop operation can also be disabled all together with the push of a button. 12. The Air temp parameters are found by pressing the > button again. This shows the Air Temp point of -13ºF and the fuel required 112. Pressing the +10 or +1 button will increase the fuel at the injector by that amount, -10 or -1 will decrease fuel. 13. Here the air temp has increased to 90ºF, less fuel is required at higher temps so the fuel programmed is now only 67. 14. Pressing the > button again brings up ignition retard under boost. The screen shows the boost just coming on at .9lbs and 1 degree of ignition retard. Any amount of timing can be pulled out at 64 points up to 30lbs of boost. 15. The next screen (> button) shows the ignition curve. Any amount of advance can be dialed in at every 250 rpm. Here the screen shows 2500 rpm with 33º of advance. 16. The SDS is designed to be used in daily driven street cars as well as all-out race cars. For street use a start circuit is incorporated so your engine will fire quickly in cold weather. The screen shows a cold start of -9ºF requiring 70 extra fuel.



		17. The water temp circuit is next, with 32 points to be adjusted between -58ºF and +212ºF. The screen shows59ºF of water temp requiring 33 fuel. Again as the temperature rises less fuel will be required. 18. The accelerator pump circuit gives an extra shot of fuel when the gas pedal is depressed. It is adjustable in the computer below 2500 and above 2500 rpm (shown). As in all screens the fuel value can be increased (+10, +1) or decreased (-10,-1) at the push of a button. 19. One of the two more critical fuel curves to be adjusted isManifold Pressure. Low manifold pressure (little vacuum) is found under power, where more fuel is required. The first screen shows -.14" of vacuum (almost no vacuum) and lots of fuel at 116. 20. The next screen shows a high vacuum condition, like deceleration, at -22.2" of vacuum. This requires very little fuel at 22. 21. The second critical fuel curve to be programmed is RPM. The curve shown is quite steep as the engine only required 95 fuel at idle but 170 fuel at 6250 rpm. It is not necessary to increase the fuel to compensate for each increase in RPM, as engine speed increases from 1000 to 2000 rpm the injector fires twice as often and provides twice as much fuel. The fuel curve must compensate for volumetric efficiency differences of the engine and theoretically should follow the engines torque curve.



			A typical fuel curve program for an 88 Mustang powered bya 351W with 30lb injectors, TFS heads, a Victor Jr EFI manifold, Motorsport cam and 1 3/4" long tube hedders.