Performance Injection Equipment (PIE) has released the first in its line of retrofit products designed from the ground-up for Chrysler stock small- and big-block engines. These EFI systems are practical, reliable, and inexpensive. these stock-engine retrofit systems literally are bolt-on kits. There are no special engineering or computer skills required to install or use them, and no poke-and-hope fiddling with dials and knobs to adjust these systems. These easy-to-install Chrysler retrofit EFI systems come with all the necessary components to install them. The stock small-block kits include: a throttle-body, a throttle-body-to-intake-manifold adapter, fuel injectors, a fuel pump, an electronic distributor, an electronic control unit, all necessary sensors, and a replacement wire harness. The soon-to-be-available, stock, big-block kits will include: a completely machined intake manifold, an air door, fuel rails and piping, fuel injectors, a fuel pump, an electronic distributor, an electronic control unit, all necessary sensors, and a replacement wire harness. each kit comes pretuned and preprogrammed with extensively tested software for specific Chrysler stock engine types. Because no additional tuning or dyno time is required, these kits are ideal for the enthusiast on a budget.
We decided to give it a try. our test vehicle is a well-worn, completely stock '88 Dodge Diplomat. The car is equipped with a non-modified production 318 engine with a factory installed two-barrel intake manifold, factory cast-iron exhaust manifolds, and three catalytic converters. this car is not equipped with a police package and has more than 92,000 miles on its original engine and drivetrain. The Dyno-Jet chassis dynamometer was used for performance testing. As the dyno sheet reveals, after the installation of the PIE bolt-and-go, retrofit, electronic fuel-injection kit, this little 318 developed 164.7 peak horsepower at 3,500 rpm, and 283.4 lb-ft of peak torque at 2,500 rpm.
Fuel injectors are small electronically operated fuel valves that emit-under pressure-a measured quantity of fuel for combustion. Fuel injection is the method in which a measured quantity of pressure-atomized fuel is introduced into the combustion zone of an engine cylinder for a specific instant in time. Pressure-atomization is the process in which liquid fuel is reduced to a fine spray by centrifugal movement and the heat of compression inside the injector-body. Pressure-atomization is far superior to the method of air-atomization employed by carburetors because the tiny droplets of fuel (formed from each drop of liquid fuel as a result of the process) offer a greater total surface area for mixing and ignition than does a single drop of liquid fuel. The greater surface area presented by these many tiny droplets results in remarkably cleaner and more complete combustion. that completeness of combustion yields greater power by volume of fuel and enhances the efficiency of fuel utilization.
The Oxygen Sensor (O2) measures...
The Oxygen Sensor (O2) measures how rich or how lean the exhaust gas is. This sensor then sends the information to the microprocessor so the processor can make the necessary changes to correct the air/fuel ratio. The process is referred to as a closed loop operation. This mode of operation is important to achieve maximum fuel economy. These exhaust manifolds already had provisions for O2 because of the Lean Burn ignition system. The kit comes with a weld in bung if you need it.
The Coolant Temperature Sensor...
The Coolant Temperature Sensor (CTS) is the device responsible for achieving cold starts without the need to pump the accelerator pedal. This sensor measures the temperature of the coolant and sends the information to the microprocessor so the processor may compute the required fuel enrichment. In simple terms, this sensor performs like a sophisticated choke. The CTS needs mounted where it can read coolant temperature. the head or intake are good locations.
The Throttle Position Sensor...
The Throttle Position Sensor (TPS) (arrow) informs the microprocessor of the position of the throttle blades for idling, cruising, and decelerating. This sensor may be likened to a carburetor's accelerator pump. When there is a change in throttle position, the sensor signals the processor for additional fuel to prevent a lean condition or an engine bog.