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Thread: J1A/B Configuration, Fan, Secondary Fuel Pump Configuration

  1. #1

    Default J1A/B Configuration, Fan, Secondary Fuel Pump Configuration

    I'm in the process of wiring the fan and Secondary Fuel Pump to the Dominator 8 pin auxiliary harness to J1A/B. When I choose under Basic I/O to use the Fan #1 and Secondary Fuel Pump option, it turns them on as grounds under "Unassigned Outputs" in the PIN MAP. I would like to run these as powers "H". I noticed when in custom calibration LSx 364 850HP (I started with a base cal, and have been setting it up), that if choosing the Secondary Fuel Pump, it shows as a "H" or power under "Unassigned Output in PIN MAP. How can I make the secondary pump change from a G to H in my PIN MAP? Also, is the I/O ICF only for J2 I/O harness? Or can it be used for J1 functions?

    Question 2, some tuning programs for other cars I've used, have had a simplified ignition retard per pound of boost. Is there a simple function in the Holley EFI program. Or do you just go cell by cell?

    Thanks much in advanced.

  2. #2
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    Each ICF has its own set of Input/Output settings (for things like the fans & secondary fuel pump as your example).
    In that input/output section of each ICF, you can change the the pin type from H to G or vice versa.

    The I/O ICF is just a place to create custom inputs & outputs that do not already exist in your Tuneup.
    They can also be setup using whatever pin version you choose.
    And they can be Pin Mapped to ANY available pin in the Pin Map that matches its input or output pin type.

    As far as Ignition retard by lb/psi,
    you don't need a separate one. You just do it all in the Base Timing Table.
    Ignition retards that are a retard by boost are typically for systems that have no table for spark.
    (Example being a distributor locked out at 30° and you need retard by boost.)

    But with EFI controlling timing, you get a 16x16 or a 31x31 fuel table and spark table.
    In each of these tables, there is an axis labeled RPM, and one labeled MAP.
    You simply put the spark you desire at each RPM and manifold pressure value.

    Here's a 16x16 example. You can get the 31x31 version by clicking on the "Enable Large Table" check box.
    In this table, you can see the MAP values are in boost PSI.
    (This is an option you can change in the Holley EFI software settings under "Toolbox - > Preferences".)

    -Scott
    Don't forget to check out progress on my Race Car:
    Project Blasphemy - 8.07 @ 171
    Low 8 Second Street Car

  3. #3

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    Thanks, I finally found those other I/O options. Looks like it's doing everything as it should, so far. Got the first startup this morning, time will tell on the rest!

  4. #4

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    Here is an alternative way to do the fans. The advantage of PWM fan control is that it eliminates the big amp spike when the fan kicks on.



    FYI: If anyone is looking for information regarding the connector for the C6 fan controller, here it is:
    http://www.pro-touring.com/threads/1...dule-Connector
    Andrew

  5. #5
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    Just adding a more realistic PWM cooling fan table to show a better example of the table itself.

    Make the table values make more sense for your application.
    Areas where you don't want the fan on should be set to zero.
    Areas where you want the fan full on should be 100%.
    Everything in the middle gets a blend.

    This table was actually used on a vehicle, and the cooling system was good enough that it really never got above 180°.
    75%-80% PWM was sufficient enough in that are to hold it at that temperature.

    Depending on your radiator & water pump setup, your results may vary.
    Some vehicles will stay cooler with less, some vehicle will need it at 100% just to keep it around stock ish 210°-200° temperatures.


    -Scott
    Don't forget to check out progress on my Race Car:
    Project Blasphemy - 8.07 @ 171
    Low 8 Second Street Car

  6. #6

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    Scott, from what I understand when using the C6 fan controller, the values should range between 5-90% duty cycle. 5 being off & 90 being full speed. If using a solid state relay, then values of 0-100 may be more appropriate.

    I can post a picture of my PWM Table. I have mine configured for CTS vs. MPH. When tuning the PWM Table, my goal was to have the fan cycle on as little as possible, while maintaining a stable temperature. I found that on my Cougar at speeds above 40 mph, the fan never turned on and the temp is steady around 194° (stock 187° thermostat).

    Andrew

  7. #7
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    Quote Originally Posted by andrewb70 View Post
    Scott, from what I understand when using the C6 fan controller, the values should range between 5-90% duty cycle. 5 being off & 90 being full speed. If using a solid state relay, then values of 0-100 may be more appropriate.

    I can post a picture of my PWM Table. I have mine configured for CTS vs. MPH. When tuning the PWM Table, my goal was to have the fan cycle on as little as possible, while maintaining a stable temperature. I found that on my Cougar at speeds above 40 mph, the fan never turned on and the temp is steady around 194° (stock 187° thermostat).
    Basically above 90%, it is on full time. It's just the nature of the C6 controller and how it responds.
    GM actually uses values above 90% in the stock ECU for testing and diagnostic reasons only...90% is considered fully on.
    -Scott
    Don't forget to check out progress on my Race Car:
    Project Blasphemy - 8.07 @ 171
    Low 8 Second Street Car

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