PWR-EFI-1 Conversion Overview for 911/930 Turbos

z System Description
The PWR-EFI system is a complete electronic fuel injection replacement for your entire CIS-
based induction system, retaining only your intake manifold, intercooler and air feed pipes,
which utilizes the latest technology in 3D ignition timing, wide multi-parameter AFR control
and peripherals such as electronic boost control, soft/hard shift alert signaling and data
logging.

z EFI Components Illustrated/described

Wiring Harness; Constructed entirely of aircraft grade wiring, provided complete with bonded labels
for all connections, rubber sleeve reinforced at all junctions. ECU end has supplemental connections
for Controller Area Network (CAN) line (for digital dash, AFR meters, etc.), boost control control (2
settings, basic wastegate and .2bar increase) and hard/soft shift light systems. Engine end has
connections for both standard single wire and wide band oxygen sensors.

The heart of PWR-EFI, the ECU can mount in stock location under the driver's seat and is
programmed to your engine configuration. Besides line-outs referred to above, has
supplemental pin-out connections for positive-powered triggering of supplemental electrical devices
(exhaust by-pass actuators, etc.)

EFI system relay/mounting bracket; our system utilizes the (+) accessory post on your starter
(formerly used for warm up regulator) for main power, relay being activated by your ignition switch-
on.

Idle motor, provides stable idle hot/cold, engine loaded (air conditioning compressor cycling) or
unloaded idle. Sophistication of PWR-EFI programming eliminates need for idle screw use on
throttle body.

CNC machined from billet aluminum with stainless steel fuel rails and AN fittings accepts all modern
injector types from factory to race (mototrons). Bridging each bank of injector blocks ensures
better manifold/engine sealing, stability and port alignment. Can be made in any size from stock
(32.5mm) to 38mm and are now sold separately from the PWR-EFI system for customers desiring to
design/build their own EFI system.

CNC machined phenolic blocks fit between heads and injector blocks to reduce heat soaking from
engine to intake manifold/fuel
system.

Fuel pressure regulator, sized and set to injector type used in your conversion.
 Throttle body modification: We modify your throttle body to accept a throttle position switch (TPS)
blank off unused ports on both it and the manifold . We provide long-shaft throttle bodies on
exchange basis for pre-86 cars.

Manifold Absolute Pressure (MAP) Sensor: mounted on a tab adjacent to your throttle body and
plumbed to the throttle body vacumm port previously used for ignition advance/retard.

Braided fuel lines and injectors: Injectors are sized to the particular PWR-EFI application - stock
engine, previously modified engines and PWR package engine. No splicing of your existing fuel
feed/return lines, we provide everything from fuel filter-out to return line.

Head temp and intake temp sensors; clip on to head via access cut in engine tin by scavenge pump
or screw mounted in head if we are building your engine.  The intake temp mounts on intake
just above throttle body.

Boost control (993tt based) ; via driver operated switch, enables supplemental boost setting (up to 1
bar) .2 bar over initial wastegate setting (.7- .8 bar depending on static compression ratio) .

Your air cleaner is replaced with a cone-type air cleaner mounted to the rubber elbow on your intake
formerly attached to the sensor plate assembly.

By-Pass (CBV): Billet 993-996TT-type CBV replaces alloy housing CBV on pre-C2 vehicles and plastic
Air Cutoff Valve (ACV) on 91-94 year vehicles.

Our system includes three dimensional control of your ignition retard/advance via the ECU. We
modify your distributor by removing the mechanical advance/retard unit and then locking the shaft
at TDC. Your xx coil is replaced with an inductive type coil.

z CIS Components Illustrated and described

Air cleaner Assembly

Complete sensor plate assembly, fuel distributor and warmup regulator. The single biggest source of
"throttle lag", the sensor plate, xx ft away from the throttle body must detect vacuum/pressure
changes before changing injection flow rates. The MAP sensor, just 5 inches away from the TPS
now detects these changes without need for any devise inhibiting the intake air stream.
 Injector blocks, injectors and fuel lines.

On later model cars with oxygen sensors, any supplemental electronic support devices, like the
Jetronic ECU pictured here are removed.  Advances in technology enable our ECU - a
component smaller than this one – to control the entire injection system rather just trim the AFR as
this component once did.

Capacitive Discharge (CD) unit works in conjunction with distributor and coil to produce spark in your
ignition system PWR-EFI incorporates all ignition control into the ECU leaving just the coil and the
distributor.

As CIS is a electro-hydraulic system with the injectors operated by pressure rather than electrical
solenoids, the fuel pressure accumulator provides residual pressure in the system to enable engine
startup – especially hot starting - , dampens fuel pressure variations and helps to suppress fuel
boiling in the lines through heat soak.

Air slide, an electro-mechanical devise used to stabilize engine idle during warmup cycle, is replaced
by much more sophisticated idle motor. To provide even more control, we no longer use the idle
screw on your throttle body.

We disassemble your engine harness and remove superfluous wiring and connectors for the warmup
regulator, cold start valve, air slide, cold start valve heat sensor and fuel pump cutoff sensor and add
wiring for tachometer-out to ECU.

The air pump and all plumbing/belts and drive are removed. We re-attach your turbo scavenge
pump directly to the back of the cam housing eliminating the three drive components on the right.

Many vehicles arrive at our shop with aftermarket fuel enrichment/control systems which are no
longer needed and are removed.

Your CDI-type coil is replaced with an inductive coil.  Though some EFI conversions require a
supplemental cold start valve, PWR-EFI uses the latest ECU technology eliminating the need for one.

Compressor By-Pass Valve (CBV): If your vehicle is still fitted with this component utilizing a short
intercooler, then we disable the valve assembly and add a billet aluminum 993-996TT style CBV.

z Overview of installation/function
¾ What you remove (CIS). Air cleaner assembly, complete sensor plate assembly, all
injector/cold start valve lines/injectors and fuel lines on the engine itself, air regulator,
fuel pressure accumulator, air pump assembly and all lines (if still fitted), compressor
by-pass valve assembly, CD ignition box – an expensive component ($1,200) beginning
to fail now at an alarming rate – and on later model cars fitted with oxygen sensors, any
 electronic support devices such as the Jetronic ECU. Naturally, any aftermarket
enrichment devices previously used to shore up the injection on your modified engine are
now no longer needed and removed On vehicles converted at PWR or engines shipped
for the conversion we go through the engine wiring harness and remove all superfluous
wiring and connectors.
¾ What is installed with a PWR-EFI-1 A pair of Cnc’d aluminum injector blocks, with
insulators sized to your request (from stock 32.5mm up to 38mm), matching fuel rails, all
lines, injectors and fuel pressure regulator, an idle motor with plumbing, air cleaner
assembly, all required sensors/switches, complete stand-alone wiring harness, ECU, a
new ignition coil, and boost by-pass valve. Your distributor and throttle body are
replaced with the appropriately modified items on an exchange basis and if you have
specified larger intake ports, your intake manifold modified as well

¾ Key features of system: Though engines built at PWR have one head machined for
the temp sensor, we have a bracket that will enable your mechanic to fit the head
temperature sensor and heat transfer plate without removing the engine from the car.
We’d mentioned exchanging your distributor and removing your cd ignition box. The
ECU now provides three dimension mapping of your ignition curve so thus your
distributor is now consigned to the role of being simply a crankshaft position sensor, all
its internal advance mechanisms removed and its rotor locked solid. No need for that CD
box, that function’s now in the ECU and tailored specifically to your application. As an
extra cost option, if you’d like crankfire ignition, we will modify your flywheel to suit
ignition trigger pickups.

The ECU was developed to take into account the same parameters that a normal Bosch
DME ECU requires but, being a generation newer than that fitted to even the 993T, it has
incredible capability. In standard issue it totally controls the ignition advance, fuel
delivery, provides you with an optional boost setting via switch 2/10ths of a bar over the
base setting dictated by your wastegate, has output cables for both soft/hard shift point
alerts if you care to install warning lights in your dash and can be setup to run partially
closed loop utilizing an oxygen sensor for that extra measure of efficiency, or completely
open on a fixed enrichment map. But, this ECU offers something completely different
from the standard issue DME ECU in your street vehicle, it will run an electronic
dashboard like you’ve seen in the latest race cars.

z Advantages of PWR-EFI over CIS

¾ Vastly improved throttle response. MAP sensor now inches away from throttle blade
instead of 6 feet on CIS, no air impedence from sensor plate and 3D ignition timing up to
15 degrees over stock at initial throttle tip in.
¾ More accurate fuel delivery/ignition timing permits higher static compression
ratings (up to 8.2/1) and boost (1 bar) safely on basically stock engines.
¾ Far more scalable to future improvements (look at our 623hp 3.5 litre engine) than
CIS which limits engine mods to about 450hp.
¾ Whether replacing you aging CIS system with the latest technology or specifically looking
for improved power/driveability/efficiency, this is the most cost effective EFI
conversion on the market.
¾ An increasing problem with model specific CIS system component replacement, all
components are modern OEM, often cross-model, and readily available.
¾ Vastly improved access to your engine compartment for servicing (look at our
shop motor installation in the 77’ 930).
¾ Unlike CIS, tuneable to your exact engine configuration and with greater
accuracy, try CO readings of .2 compared to the standard 3.5% required with
 performance oriented CIS systems still only providing nominal fuel flow and protection at
high rpm/boost levels.
¾ Far greater reliability with less component failure. For example, though CIS
injectors pop off at relatively low pressure (1-2 bar), they require system pressures as
high as 7.2 bar (100+psi) to operate and residual pressure remaining in the system to
ensure your engine will even start. Our conversion replaces all of these components
(fuel pump check valve, residual pressure valves, fuel accumulators, etc.) with one, a
readily accessible fuel pressure regulator. All PWR-EFI components are built to modern
EPA emission’s life cycle requirements.
¾ Consolidates all engine control functions into one electronic control unit. Adds
boost control, hard/soft shift points, infinite ignition/fuel mapping while eliminating your
former engine cold start circuit, expensive ignition control system (CD box), ignition
cutoff delay, lambda control unit, etc..

z FAQ’s
¾ Three different PWR-EFI versions described:
In addition to the PWR-EFI-I features described above, PWR-EFI-II is fully sequential,
has 3 ignition drivers to run coils/Bosch distributorless for twin plug, can run interface
for full digital dash (Aimes) enabling full data logging. PWR-EFI-III adds 6 ignition
drivers (enabling individual cylinder spark trim), traction/launch control and ability to run
NTK sensor for more accurate exhaust analysis.
¾ How can I obtain a PWR-EFI conversion for my 911/930Turbo?
To ensure the safety margins in the ECU mapping that are the hallmark of this system
are in place, we do not currently sell conversions for home mechanic installation. These
systems are sold either installed by us or by full service Porsche facilities. We have sold
complete PWR-EFI packages to someof these shops around the country enabling them
to do the final mapping refinement. Please mention your shop’s name when inquiring. If
you desire PWR to convert your engine/car, we provide a purpose built crate for the
former and will arrange transportation for the latter. 95% of the installations to date
have been on engines/vehicles from out of state – shipping is not a problem for us.
¾ Do you only sell the conversion in one configuration (can I buy just the injector manifolds
separately, a system along with the software and necessary connections to program the
ECU, etc.).
Yes, you (shop or individual) can buy the injector manifolds as a complete kit ready to
install with all gaskets priced at $1,450.00. We have sold many to nationally known
Porsche shops and individuals either desiring to build their own system or to replace
unsatisfactory components sourced elsewhere. We are also selling an increasing number
of complete PWR-EFI packages to shops enabling them to fine tune installed systems,
compensate for engine upgrades on PWR-EFI converted cars and build custom
applications. With this purchase we will provide technical support, ie, ECU mapping.
¾ How do I arrange transportation of my engine or car?
Once your conversion has been scheduled, PWR will send you a purpose built crate for
your engine and arrange all transportation. We arrange vehicle transport to/from PWR
daily. Within a 500 mile radius, we encourage you to utilize our contract transport
service. Beyond 500 miles, we have several transport companies familiar with our
requirements.
¾ How much will this conversion cost?
The PWR-EFI-I system costs $9,000 and 28 shop hours at $83.00/hour to install. If you
ship us your car we do not charge to remove/re-install your engine or make the various
vehicle wiring harness connections.
¾ I’d like to convert my currently stock 911/930 turbo, what improvement(s) can I expect?
First, we encourage customers converting cars that are otherwise stock to replace their
original muffler with a more free-flowing replacement because flow restrictions. More
 power, yes, but most importantly, and the characteristic mentioned most often by our
customers is the spectacular improvement in engine response - eliminating the worst
characteristic of this engine configuration , “throttle lag” – and drivability. The graph
below indicates that with just the PWR-EFI conversion and a free-flowing muffler, a stock
engine generated more power and torque at every rpm at least 500 rpm sooner.
¾ What if I modify my car further?
Small modifications can be compensated automatically by the ECU, but, just as with
current EFI technology, major engine modifications require changes to ECU mapping.
We have converted such a variety of vehicles now that we most likely have a map for
your intended configuration in our library. All you need do is remove your ECU and send
in a FedEx Overnight box to us, we will reprogram it and return it to you within that
business week.

www.patwilliamsracing.com

1/22/05