The vehicle used for drawing up these application docs was a 1936 Fiat Topolino powered by a USDM 1988 Ford Thunderbird 2.3L turbo with a manual transmission.  All factory electronics/ignition system components are in place, minus the factory boost controller, and the extended wiring harness is in perfect condition.

Other notes:
MAF in place
Boost Control Solenoid kit added

Fuel Injector Resistors

The factory fuel injectors for this vehicle are low impedance, around 2 Ohms each.  The injectors are wired back to the ECU in two banks on ECU pins 58 and 59.  We used two 10 Ohm 25 Watt resistors, one for each injector bank.  The wires would be run from INJ1 out to one side of the first resistor, and from the other side of the resistor out to connectorboard pin # 58.  You would duplicate this circuit for INJ2, and finish at connectorboard pin # 59.

Boost Control

The factory boost control system was not installed into the Fiat with the engine transplant so we installed this solenoid kit.  The boost control circuitry is already on the DIYPNP main board so the conventional mod kit is not needed!  Jumper from PA0 to "IN" on the boost control circuit.  From the boost control "OUT", do what is most convenient.  This will probably be to re-use the factory boost control wire at connectorboard pin # 31.  Since this 2.3L was in a custom chassis, we were replacing a manual boost controller that had been mounted inside the passenger compartment.  We mounted the boost solenoid in the same location behind the dash and decided to run new wires since the engine harness was not run anywhere near where the boost solenoid was mounted.  We ran from the boost control "OUT" over to the DB15 pins # 1 and 2 in parallel.  We used two pins just to be sure we didn't over-power the board traces.

Radiator Fan Control

The fan used on this install was an aftermarket single-speed fan wired back to pin # 55 of the EEC-IV connector.  If the factory fan(s) are being used, low speed control is on pin # 55 and high speed is on pin # 52.

The Pictures

We received a few pictures back from the Fiat's owner with permission to post them up here.

Getting the engine started:

A power pull on the dyno:

• This vehicle has a variable TPS.  You should calibrate it properly from TunerStudio in the 'Tools' menu.  Choose 'Calibrate TPS'.

  • Make sure the engine is off, and the key is on.

  • With your foot off of the throttle, click the 'Closed Throttle ADC Count - GET CURRENT' Button.

  • Put the throttle to the floor.  With your foot fully depressing the throttle, click the 'Full Throttle ADC Count - GET CURRENT' Button.

  • Click Close.

• Calibrate your CLT Sensor and IAT Sensor. 

  • Again from TunerStudio, click 'Tools > Calibrate Thermistor Tables'.  Make sure 'Coolant Temperature Sensor' is selected at the top.

    • For the CLT, use the following table with a bias resistor setting of 2490 ohms:

      Temperature    F / C	Resistance In Ohms
      68 / 20	36000
      140 / 60	7200
      212 / 100	2000

  • Enter these values, and click 'Write to Controller'.

  • Now you'll do the same for the IAT.  Select 'Intake Temperature Sensor' at the top in the drop down box.

    • For the stock IAT, use the following table with a bias resistor setting of 2490 ohms:

      Temperature    F / C	Resistance In Ohms
      68 / 20	36000
      140 / 60	7200
      212 / 100	2000

  • Enter these values, and click 'Write to Controller'.  Now click Close to Exit.

• Finally, you should calibrate your O2 Sensor to the ECU.  To do this, click 'Tools > Calibrate AFR Table'.

  • Choose your O2 Sensor from the list.  Choose Narrowband for the stock O2 Sensor.  Or select your wideband and the proper configuration of said wideband from the drop-down list.

  • Click 'Write to Controller'.  Once finished writing, click 'Close'.

The IAT sensor on our 1988 2.3L was located in the intake path rather than inside the MAF like some other setups.  There are no modifications needed to remove the MAF from this setup when running a DIYPNP.  Unplug it, remove it, and set it aside!!

This Application Doc is intended to assist you in your DIYPNP DIY EFI Installation.  We've done a fair amount of research, and actually tested on a similar vehicle to help ensure we can provide the most accurate information possible to make your installation go as smoothly as possible. That said, there are certain things you could do incorrectly, or certain things you could change up, that could cause you to run into issues.  Our tech support department will be glad to assist you working through any issues you might have, please contact us and give us that opportunity and we should be able to work things out for you.

Startup Maps included/attached to this Application Doc is intended only to help you get your engine started so that you can properly tune your engine.  The map will be setup properly for a stock vehicle matching the year/make/model/trim in the 'Test Vehicle Details' section at the top of this page.  If you have made any changes to your wiring, your ignition system, or other related components, this map may not be ideal for your vehicle.  You will then need to check and confirm the appropriate settings and properly configure your DIYPNP EMS for your altered vehicle.  Some maps offered may be more completely tuned that others, some may be just setup enough to get the car to fire up and idle with a little help from the throttle.  That's when the tuning begins. 

In short-- We've provided you with the building blocks for an incredible EMS.  You are however responsible for the implementation and your own successes or lack thereof, but rest assured that we're here for you and we're going to do everything in our power to make sure your project is a success.

For more information on configuring and tuning your DIYPNP EMS, and for information on adding and tuning custom MS2/Extra features, read up at http://www.msextra.com/ms2extra/.  In fact, everyone implementing this system should read that manual from front to back if you really want to harness the power of the DIYPNP EMS.