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FAST EZ-EFI System Install - EZ-EFIA self-tuning EFI system for the street From the February, 2011 issue of Chevy High Performance By Sean Haggai Photography by Henry De Los Santos, Sean Haggai
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It wasn’t long ago that aftermarket fuel injection kits and systems were left to the engine builds with endless budgets or for owners with deep pockets. At best, even if the fuel injection were obtainable in the budget, tuning it would require a degree in physics and a hefty knowledge of algorithms; it involved running countless amounts of wiring, examining tables and curves, and practically designing your own fuel maps too. Let’s face it, they were a mess to install and flat-out expensive. Fortunately for us, that’s changed and these days, installing a complete system isn’t any harder than opening up the box, connecting some plugs, and turning the key to fire the engine. Yes, it really is that simple. The old-school ideology of a carbureted system has been the norm for years and it’s always worked for us. Run some fuel lines, attach the linkage, and adjust the idle/air mixtures. Basically, a set it and forget it deal. Well, that same train of thought is still possible with FAST’s latest fuel injection system. [Fast Throttle Body] 1 - Injector... [Fast Throttle Body] 1 - Injector #1 2 - Injector #2 3 - Injector #3 4 - Injector #4 5 - Throttle Position Sensor 6 - Air Temp Sensor 7 - MAP Sensor 8 - Idle Motor To get some firsthand experience with the system and its functions, we ordered one and tried it out on our latest 383ci build. The good news is, FAST’s EZ-EFI is capable of supporting up to 550 hp and includes their FAST ECU, a wideband oxygen sensor, the wiring harness, four fuel injectors, and a 4150-style throttle body, a fuel pump kit is optional. Simply hook up the four main wires, including any optional wiring for the fuel system, answer the basic setup questions on the supplied handheld display, and the system tunes itself as you drive. The beauty of this system is in its ability to seamlessly adapt and learn as a late-model car does. This means a foolproof system that will adhere to any driving situation while also reducing fuel consumption. Not only will this make everyday driving blissfully entertaining but reliable as well. Make no mistake; this is the most straightforward fuel injection system we’ve ever tested. It was unbelievably easy to install and if you’re looking to convert your street mill to take advantage of modern-day fuel injection, you’ll be happy to know that FAST’s EZ-EFI is a complete plug-and-play system at its best. | BY THE NUMBERS | | Engine Size | 383 ci | | Compression | 9.6:1 | | Fuel | 91 | | Timing | 34 degrees | | Air/Fuel Ratio | 12.6 (avg.) | | RPM | TQ | HP | | 3,000 | 399 | 228 | | 3,100 | 401 | 236 | | 3,200 | 409 | 249 | | 3,300 | 419 | 263 | | 3,400 | 427 | 278 | | 3,500 | 435 | 290 | | 3,600 | 443 | 304 | | 3,700 | 449 | 316 | | 3,800 | 454 | 329 | | 3,900 | 460 | 341 | | 4,000 | 464 | 354 | | 4,100 | 467 | 364 | | 4,200 | 467 | 374 | | 4,300 | 468 | 383 | | 4,400 | 469 | 393 | | 4,500 | 469 | 402 | | 4,600 | 469 | 411 | | 4,700 | 470 | 421 | | 4,800 | 470 | 430 | | 4,900 | 469 | 437 | | 5,000 | 466 | 444 | | 5,100 | 463 | 450 | | 5,200 | 459 | 454 | | 5,300 | 451 | 456 | | 5,400 | 443 | 455 | | 5,500 | 435 | 455 | | 5,600 | 428 | 456 | | 5,700 | 423 | 460 | | 5,800 | 420 | 464 | | 5,900 | 420 | 470 | | 6,000 | 415 | 475 | | 6,100 | 406 | 472 | | 6,200 | 392 | 463 | | AVG. | 442 | 387 | | PEAK | 470 | 475 | | THE GRAB BAG |
| MFG |
Description |
PN |
Cost |
| FAST |
EZ-EFI Master Kit |
30227-KIT |
$2,136 |  If this 383ci small-block...  If this 383ci small-block looks familiar, it’s because it was part of our three-part buildup. We took the core block, machined it for additional bore and stroke, and then stuffed it with a forged rotating assembly from Eagle Specialty Products. Up top we threw on a set of aluminum Edelbrock E-210 cylinder heads and completed the rest with a Moroso pan and an MSD distributor and wire set.  The FAST kit includes a 4150-style...  The FAST kit includes a 4150-style throttle body that includes four fuel injectors, idle motor, air temp senor, throttle position sensor, and MAP sensor. It also includes the fuel logs with a crossover. In addition, it all operates just like a traditional carburetor so your old linkage should be a direct fit.  [The Harness] The entire wiring...  [The Harness] The entire wiring harness is ready to go, right down to the eight individually prelabeled destination tags that made finding its location a snap. For the main battery wires, labeled “BATTERY POS” and “BATTERY NEG”, they must be connected directly to the battery terminals and the wires may be extended with 12-gauge (or larger) wire. Also, the wiring harness must be kept away from ignition components to avoid “electrical noise”, which may disrupt the EZ-EFI’s ability to operate.  With the 383 already on the...  With the 383 already on the dyno, we got to work and installed our FAST 4150-style throttle body onto the Edelbrock manifold. We even used the same carb studs and nuts. Note: The linkage should be on the driver side.  For the coolant temperature...  For the coolant temperature sensor (CTS), FAST includes a manifold adapter with thread sealer on the sensor. From there, it was only a matter of installing the adapter (1/2-inch NPT) to the manifold followed by threading in the sensor (3/8-inch NPT). Note: The engine block or cylinder head may also have a provision for mounting the sensor but header heat absorbed by the metal sensor may skew the temperature readings to the ECU.  The next sensor was the Manifold...  The next sensor was the Manifold Absolute Pressure (MAP) sensor. A simple connection attaches it to the side of the throttle body nearest the linkage. The MAP sensor provides instantaneous manifold pressure information to the engine’s Electronic Control Unit (ECU). The data is used to calculate air density and determine the engine’s air mass flow rate, which in turn determines the required fuel metering for optimum combustion.  Next were the fuel injector...  Next were the fuel injector plugs. These four fuel injectors connect at the base of throttle body. Each one is labeled and numbered for their proper location.  At the rear of the throttle...  At the rear of the throttle body we plugged in our Idle Air Control (IAC) sensor. The IAC is an electrically operated stepper-motor that allows air to bypass the throttle plate. It’s designed to adjust the engine idle rpm speed by opening and closing an air bypass passage inside the throttle body. The ECU receives information from various sensors and will output signals to adjust the IAC motor in or out to adjust engine idle speed.  On the passenger side of the...  On the passenger side of the throttle body is the Throttle Position Sensor (TPS). The TPS monitors the position of the blades in the throttle body. From there, the signal is used by the ECU, along with other parameters, to determine if extra fuel is needed.  Completing the system, FAST...  Completing the system, FAST supplies one wideband oxygen sensor with a threaded fitting and block-off plug. The oxygen sensor’s job is to help determine, in real time, if the air/fuel ratio is too rich or lean. Since oxygen sensors are located in the exhaust stream, they do not directly measure the air or the fuel entering the engine. When the information from the oxygen sensors is coupled with information read from the ATC, MAP, and TPS sensors, the proper air/fuel ratio can be determined.  After the sensor connections...  After the sensor connections are made, the main loom can be routed to the ECU. The ECU features a watertight connection and can be mounted anywhere you like. The LED on the front face of the ECU (logo side), will flash if the onboard diagnostics detect a problem and will remain solid when the engine is running normally.  [HANDHELD] To fire the EFI...  [HANDHELD] To fire the EFI system and get the 383 running, we connected the communications cable that links the handheld with the main wiring harness. Since the EZ-EFI handheld serves as the user interface with the EZ-EFI system, you’ll need to answer a few questions during the setup. The good news is the handheld system uses a simple menu system that offers advanced features without requiring a laptop or any computer skills. Once the Setup Wizard tasks have been completed, the engine can be fired up. It also serves as a scan tool by displaying live data and diagnostic information. Beyond the basic setup and scanning functions, it offers the ability to adjust other settings to suit the engine, including the rev limiter and target air/fuel ratios.  Once all the Setup Wizard...  Once all the Setup Wizard questions are answered, the engine can be fired up. From there, it’s only a matter of adjusting the idle, checking the timing, and making some pulls on the dyno. [HANDHELD] To fire the EFI... [HANDHELD] To fire the EFI system and get the 383 running, we connected the communications cable that links the handheld with the main wiring harness. Since the EZ-EFI handheld serves as the user interface with the EZ-EFI system, you’ll need to answer a few questions during the setup. The good news is the handheld system uses a simple menu system that offers advanced features without requiring a laptop or any computer skills. Once the Setup Wizard tasks have been completed, the engine can be fired up. It also serves as a scan tool by displaying live data and diagnostic information. Beyond the basic setup and scanning functions, it offers the ability to adjust other settings to suit the engine, including the rev limiter and target air/fuel ratios.  The most appealing aspect...  The most appealing aspect of the EZ-EFI is its ability to learn. The adaptive learning feature of the EZ-EFI system goes beyond a normal closed-loop fuel control. Besides using the O2 sensor feedback to adjust instantaneous fueling, it also uses it to adjust the underlying base fuel table so that over time, it tunes itself. The Adaptive Learning feature is already built into the FAST ECU. It makes real-time O2 corrections and learns to adjust the mixture before it’s fed to the engine. For us, all that’s left to do is drive. The more you drive, the more it learns, the more efficient it becomes. CHP
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