35300
Installation
Instructions
Multi-Point Electronic
Fuel Injection
TABLE OF CONTENTS
Part #35300 and #35310
Introduction..................................................................................................................................................1
Components.................................................................................................................................................2
Preliminaries................................................................................................................................................3
Fuel System.................................................................................................................................................6
Induction System.......................................................................................................................................10
Sensors.....................................................................................................................................................13
O2 Sensor Installation................................................................................................................................15
Main System Harness................................................................................................................................16
Ignition System......................................................................................................................................... 20
Other Applications..................................................................................................................................... 21
Software Installation................................................................................................................................. 23
Calibration Selection................................................................................................................................. 24
System Start-Up.........................................................................................................................................25
Electronic Engine Management..................................................................................................................28
Pro-Flo Quick Tuning Guide........................................................................................................................29
Optional PC Tuning................................................................................................................................... 30
Calibration Module Flowchart.....................................................................................................................31
Parts and Part Numbers.............................................................................................................................32
Service & Warranty....................................................................................................................................34
INTRODUCTION
Thank you for selecting the Edelbrock Pro-Flo Fuel Injection System. These Multi-Point Fuel Injection Systems have been designed for 19671969 290-390 cid (#35300), and 1970-1991 304-401cid (#35310) AMC V8 engines, and are designed to provide excellent performance, fuel
economy, and maintenance-free operation. Installation of the Edelbrock/ Pro-Flo Fuel Injection System involves modifications to the fuel system,
ignition system, induction system, and possibly the valve train. Although there are steps that must take place before others, the modifications
do not necessarily have to be performed in a particular order. Each modification is described in a separate section in this manual. Please study
these instructions carefully before beginning installation of any part of the Pro-Flo system.
If you have any questions, do not hesitate to call our
EFI Technical Hotline at (800) 416-8628, 7am-5pm PST, Monday-Friday
(In order to properly relay your call, please press 1 at the prompt to select Automotive
Products, followed by 3 to select EFI-Electronics then 1 again for Multi-Point EFI.)
Our EFI Technical Support staff can also be reached via email at: EFItech@Edelbrock.com
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©2015 Edelbrock LLC
Brochure No. 63-35300
PRIMARY KIT COMPONENTS
q Electronic Control Unit/System ECU
q Calibration Module
qDistributor
q Fuel injectors
q ECU power relay/Fuel pump relay
q Manifold Absolute Pressure (MAP) Sensor
q Manifold Air Temperature (MAT) Sensor
q Coolant Temperature Sensor (CTS)
q Throttle Position Sensor (TPS), integrated with air valve
q Oxygen (O2) sensor
q USB/Serial Converter
q Software CD
q
q
q
q
q
q
q
q
q
q
q
Fuel filter
Fuel rail assembly
Fuel pressure regulator
High pressure fuel pump
Intake manifold
Four barrel air valve
Idle Air Control (IAC) solenoid, integrated with air valve
Main system harness
Fuel pump harness
Installation package
Ignition Harness
Many Pro-Flo components, including the Manifold Absolute Pressure sensor, fuel pressure regulator, Coolant Temperature sensor, and the fuel
filter are standard OEM pieces. In the event that one of these parts needs to be replaced, you are likely to find a replacement at your local parts
supplier, in addition to your local Edelbrock dealer or directly from Edelbrock. For a list of part numbers, refer to the PART NUMBERS section at
the back of this manual.
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TOOLS AND EQUIPMENT
HARDWARE AND PARTS RECOMMENDED
Use the following checklist for items needed.
q Box and open end wrenches
q Socket set
q Distributor wrench
q Pliers (channel locks and hose clamp)
q Screwdrivers (regular and Phillips)
q Torque wrench
qHammer
q Gasket scraper or putty knife
q Timing light
q Vacuum gauge
qRags
q Water bucket
Use the following checklist for items needed.
q Intake gasket - Edelbrock gaskets #7213
q Pipe plugs, if needed
q 5/16-inch steel tubing (approximate equal length to fuel pickup
line in tank)
q Edelbrock Gasgacinch #9300
q Loctite 598 OEM High Temperature Silicone Gasket (O2 Sensor
Compatible)
q Radiator coolant
q Wiring diagram for your vehicle
q Teflon tape or liquid Teflon thread sealer
q Manifold bolt kit - #8534
q Throttle, Cruise Control & Trans. Kick-Down Mounting Bracket
#8031 (If Necessary see general catalog)
q 195° Thermostat
q Resistor type spark plugs (Use correct heat range for your
particular application
q Set of low-resistance spark plug wires with high EMI suppression
that will accept male towers on the distributor, unlike factory
female plug wire towers.(DO NOT use solid core spark plug wires)
q DB9 Serial cable (Optional, not included)
q
q
q
q
Drill and bits
Hole saw (1 1/4-inch or 1 3/4-inch)
Tubing wrenches
Tubing cutter
P R E L I M I NA R Y C H E C K L I S T
1. CAREFULLY STUDY AND UNDERSTAND ALL INSTRUCTIONS, BEFORE BEGINNING THIS INSTALLATION.
NOTE: This installation can be accomplished using common tools and procedures. However, you should have a basic
knowledge of automotive repair and modification and be familiar with and comfortable working on your vehicle. If you
do not feel comfortable working on your vehicle, it is recommended to have the installation completed by a professional
mechanic.
2. Examine the Pro-Flo system for possible shipping damage. If damaged, contact your dealer immediately.
3. The 35300 and 35310 kits are designed for use with a standard AMC V8 firing order.
4. Check all threaded manifold holes.
5. Check all internal manifold passages with a light and wire, making sure they are clean and unobstructed.
6. Check automatic transmission shift points before removal of your stock manifold and adjust linkage after Edelbrock
manifold installation for same shift points (if needed).
NOTE:
We recommend that you refer to this checklist again after installation to be sure that you have completed all steps.
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DETERMINING HOOD CLEARANCE
NOTE: Check hood clearance before removing stock manifold.
1. Use modeling clay or putty to make five small cones, two or three inches high.
2. Position cones on air cleaner at front, rear, each side, and on center stud.
3. Close hood to locked position and re-open.
4. The height of the cones indicate the amount of clearance between the hood and the air cleaner. Record these measurements.
MANIFOLD & CARBURETOR HEIGHT VS. PRO-FLO HEIGHT
1. Remove air cleaner.
2.Lay a straightedge (such as a yardstick) across the top of the
carburetor from front to back.
3. Measure from block and manifold end seal surfaces to straightedge.
4. Record these measurements (height A and height B).
5. Add height A and height B and divide by two to get the average height.
6. The Pro-Flo manifold (#35300 & 35310) measures: A = 5.40”
by B = 6.65”. The air valve measures 2.25”.
9.Compare the two measurements. If the Pro-Flo unit is taller, subtract
this amount from the hood clearance figure to determine new hood
clearance.
CAUTION: You must maintain at least 1/2-inch clearance between the
hood and air cleaner because of engine torque. If you have insufficient
clearance, a low profile air cleaner may solve the problem.
EMISSION CONTROLS
The Edelbrock Pro-Flo system will not accept stock emissions control systems. Check local laws for requirements before installing the Pro-Flo
system. Not legal on pollution-controlled motor vehicles.
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FUEL REQUIREMENTS
Because the Pro-Flo system uses an Oxygen sensor, you must use unleaded fuel only. Leaded fuels will damage the O2 sensor. If you do use
leaded fuel in your vehicle, do not install the O2 sensor and do not operate the vehicle in the closed loop fuel mode.
AUTOMATIC TRANSMISSION CHECK
For best performance, economy, and emissions, the shift point must be checked before and after the manifold change.
NOTE: This check should be performed ONLY at a sanctioned drag strip or test track.
With the shifter in Drive, accelerate to wide open throttle from a standing start. Hold in this position, noting speedometer MPH when the
transmission makes the first 1-2 shift. After the Pro-Flo system has been installed, make the same test, again noting MPH of this first shift.
If adjustment is necessary, we recommend use of the Edelbrock Throttle, Cruise Control, & Transmission Kick-Down Mounting Bracket #8031.
The Turbo 350 and Turbo 200 feature a window to accommodate user adjustment of shift points at WOT.
The transmissions in certain vehicles require precise adjustments. We recommend that you consult a reputable transmission shop for final
adjustments once the Pro-Flo system has been installed. Incorrect shift points can result in transmission damage.
ENGINE CLEANING
Edelbrock recommends that the Pro-Flo system be installed on a clean engine in order to prevent dirt from falling into the engine lifter valley or
intake ports.
1. Cover ignition. Use engine degreaser and a brush to thoroughly clean the manifold and the area between the manifold and valve covers.
2. Rinse with water and blow dry.
EXHAUST MANIFOLD HEAT RISER VALVE
If your vehicle is equipped with an exhaust manifold heat riser valve (typically located on the passenger side of the vehicle below the exhaust
manifold), remove the valve for proper operation. If applicable, any air injection tubes must be removed and holes in the exhaust manifold
plugged for proper operation.
HEADERS
For best performance, headers are recommended. For this application, header primary tube diameter should be 1-3/4 inch, approximately 31
inches long and terminating into a 3 inch collector. The remainder of the exhaust system should consist of dual exhaust and tail pipes, at least
2-1/4 inches in diameter with low back pressure mufflers.
COOLING SYSTEM
The minimum requirements for the thermostat are 180° but the ideal thermostat is 195°. When the vehicle is at 175 or below, system will stay
in cold start mode and not perform properly.
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FUEL SYSTEM
Because your Edelbrock Pro-Flo system controls fuel delivery very differently than a carburetor, some conversions to your fuel system are
necessary. Pro-Flo electronic fuel injection requires high and constant fuel volume and fuel pressure. For this reason, a good primary fuel line
is critical. The Pro-Flo system includes a 3/8-inch high pressure fuel line which must be used as the primary fuel line. The fuel that bypasses the
injectors must be returned to the fuel tank via a return fuel line. If your vehicle is already equipped with a fuel pump bypass line, this line can be
used as the return fuel line. If not, the original primary line may be used as the return line. If desired, an 8 foot length of 5/16 ID rubber hose is
supplied for use as the return line.
Many late-model cars are equipped with an additional fuel line which runs to a charcoal canister mounted on the driver side of the vehicle. This
line MUST be re-installed after the fuel system conversion and MUST NOT be used as the return fuel line.
FUEL PUMP AND FILTER
Tank Side
The Pro-Flo system uses a single Edelbrock high-pressure electric fuel pump which is
capable of pumping 50 psi. The pump relay will shut down the pump if it does not receive an
engine-run signal from the ECU, as in the case of a stall. This safety precaution is necessary
when using a high-pressure fuel line. The provided fuel filter should be mounted between the
engine compartment and the fuel pump to allow fuel to be pushed through the filter rather
than drawn through. Electrical connectors should face the front of vehicle. Make sure the
fuel pump is mounted at or below the bottom of your fuel tank. If the pump is mounted above
this point, fuel pump failure will occur.
Engine Side
FUEL PRESSURE REGULATOR
Fuel pressure is as important as fuel volume, particularly in fuel injection. The Pro-Flo fuel
pressure regulator maintains a constant pressure at the injectors with a spring loaded by-pass
to the return fuel line. Manifold Absolute Pressure references the regulator diaphragm to
maintain constant pressure across all 8 injectors, regardless of fluctuating manifold pressure
(vacuum) level. The fuel that is not injected is returned to the fuel tank via the return fuel line.
RETURN FUEL LINE
Due to the high fuel pressure used by the Pro-Flo system, the supplied 3/8-inch high pressure fuel line MUST be used as the primary
fuel line, and a bypass fuel return line must be installed. There are three options for installing a bypass return line.
1. Use the 5/16 rubber fuel line provided with the system as the fuel return line.
2. Use the vehicle’s existing primary line as the fuel return line with modification to the pick up as described below.
3. Use the vehicle’s existing return line (if so equipped) as the fuel return line. This option applies only to vehicles previously equipped with
fuel injection. If the vehicle is not already equipped with a return line, some fuel tank modifications are required for routing the return
line through the sending unit plate back into the tank. The first two methods listed below require some welding and should be done by a
professional radiator or fuel system repair shop.
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RUBBER RETURN LINE METHOD
Drill a 5/16-inch hole in the sending unit plate adjacent to where the main line enters the tank. This will be the hole for your return line. Insert
a short length of 5/16-inch hard line (available at most radiator shops) into the hole and weld it to the sending unit plate. The hard line should
extend through the hole 1 to 2 inches on each side of the plate and should be barded on each end. Connect a length (at least 4 inches) of 5/16inch rubber return line hose to the hard line that will extend into the tank. Connect the rubber line to the fuel pickup line using tie wraps and
direct the return fuel away from the pickup.
5/16”
HARD LINE
GAS TANK
COVER PLATE
WIRE TIE
HOSE CLAMP
ORIGINAL FUEL
PICK-UP TUBE
5/16” RUBBER
HOSE (18-24” LONG)
DIRECT RETURN FUEL
AWAY FROM PICK-UP
BULKHEAD FITTING METHOD
Drill a 9/16-inch hole in the sending unit plate adjacent to where the main line enters the tank. This will be the hole for your return line. Insert
a #6 AN bulkhead fitting (available at most radiator shops) into the hole, the narrow end of the fitting on the inside of the plate. Apply a rubber
washer or RTV sealant and fasten the fitting to the plate with the nut. Connect a length (at least 4 inches) of flexible return line (rubber or
braided hose) to the fitting end. Connect the return line to the fuel pickup line using tie wraps and direct the return fuel away from the pickup.
NOTE: THIS METHOD REQUIRES NO WELDING OF THE FUEL SYSTEM.
NOTE: Whichever method you use to install the return fuel line, be
careful to keep the end of the line away from the fuel pickup, as
shown. Otherwise, aerated return fuel can be drawn into the pickup.
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Pro-Flo EFI Installation Instructions
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BULKHEAD FITTING METHOD
#6 AN
BULKHEAD
GAS TANK
COVER PLATE
#6 AN
HOSE END
FITTING
WIRE TIE
ORIGINAL FUEL
PICK-UP TUBE
5/16” RUBBER
HOSE (18-24” LONG)
DIRECT RETURN FUEL
AWAY FROM PICK-UP
HARD RETURN LINE METHOD
Drill a 5/16-inch hole in the sending unit plate adjacent to where the main line, enters the tank. This will be the hole for your return line. Insert
a length of 5/16-inch hard line (available at most radiator shops) into the hole and weld it to the sending unit plate. The hard line should extend
through the hole 1 to 2 inches on the outside of the plate. On the inside of the plate, the hard line should follow the contours of the fuel pickup
line. Bend the end of the return line away from the sock on the end of the fuel pickup line. Solder or weld the return hard line to the fuel pickup
line.
GAS TANK
COVER PLATE
HARD RETURN LINE METHOD
SUPPORT
BRACKET
ORIGINAL FUEL
PICK-UP TUBE
NEW 5/16” HARD LINE
DIRECT RETURN FUEL
AWAY FROM PICK-UP
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NOTE: ALL WELDING AND SOLDERING OF THE FUEL SYSTEM MUST BE PERFORMED BY A
PROFESSIONAL RADIATOR AND/OR FUEL SYSTEM REPAIR SHOP.
FUEL SYSTEM INSTALLATION
1. Drain the fuel tank.
2. Remove all fuel lines from the tank and from the carburetor.
3. Remove the fuel tank.
NOTE: While the fuel tank is removed from the car, it is recommended that it be professionally
cleaned in order to remove any rust or dirt that may have accumulated inside and which could
damage the injectors.
4.Remove the sending unit from the fuel tank. Refer to the RETURN FUEL LINE methods above for
installing the bypass fuel return line.
5.Install the provided 3/8-inch primary fuel line directly above the original line, which may
now serve as a return line. Use large radius bends. Avoid the exhaust pipe and any sharp
edges.
NOTE: The 3/8-inch high pressure fuel line supplied with the Pro-Flo system must be
used as the primary fuel line.
6. If you do not use the original fuel as the return line, route the return line directly alongside
the provided 3/8-inch primary fuel line.
7. Mount the fuel pump between the tank and the fuel filter as low and as close to the fuel
tank as possible. The pump is directional. Electrical connectors should face the front of
vehicle. The fuel pump needs to be at or below the bottom of the fuel tank.
8. Mount the fuel filter between the fuel pump and the engine.
9. Re-install the modified sending unit plate to the clean fuel tank.
10.Reinstall the fuel tank.
11.Attach the primary line and return line to the sending unit plate on the tank.
12.Re-attach all other fuel lines at the tank (vapor purge lines, etc., if so equipped).
13.Secure the primary and return fuel lines with the provided tie-wraps, or with Adel clamps if
available.
14.Re-attach all fuel lines to the induction system once it has been installed.
15.Use the 10-foot wiring harness to connect the fuel pump to the Main System Harness. Route the
harness away from the exhaust pipe and any sharp edges. This harness may be cut to length.
Replacement terminals are provided with the Pro-Flo system. Cover the connection to the
positive terminal with the sleeve and tie wrap provided. Refer to the MAIN SYSTEM HARNESS
section of this manual for details.
16.Before starting the engine, turn the ignition key to the ON position 4 or 5 times to prime the electric fuel pump, fuel lines, and fuel rails. You
should hear the pump run for approximately 2 seconds each time. Check the entire fuel system for leaks. Refer to the SYSTEM START-UP
section of this manual for details.
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Pro-Flo EFI Installation Instructions
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Brochure No. 63-35300
INDUCTION SYSTEM
The Edelbrock Pro-Flo system delivers fuel and air to the engine via the induction system consisting primarily of a manifold, 4-barrel air valve,
fuel rails, and fuel injectors. The induction system is fully assembled, tested, seal checked, and flowed at the factory and is as easy to install as a
manifold. DO NOT DISASSEMBLE any of these components during installation.
FUEL RAILS
The extruded aluminum rail assembly routes the high pressure
fuel to the injectors. Aluminum rails have an advantage over soft
rails both in terms of style and safety.
INTAKE MANIFOLD
The new Edelbrock manifold used with the Pro-Flo system is very similar
to the successful Victor Jr. high-performance single-plane manifold, but
has been designed specifically for electronic fuel injection applications.
4-BARREL AIR VALVE
The Pro-Flo system uses a progressive linkage valve body with four throttle blades
arranged in a conventional 4-barrel pattern, with staged secondaries. The air valve
can flow up to 1000 cfm at 1.5” of mercury when wide open.
FUEL INJECTORS
The Pro-Flo system uses high impedance pintle-type fuel injectors. They are capable
of flowing 29 lbs./hr. at 50 psi. The injectors mount directly onto the manifold, one at
each port, for fuel delivery that is precisely controlled and instantaneously injected.
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PRE-INSTALLATION
Before installing the induction system, take the following steps to ensure successful installation and performance
1. Check all components thoroughly for damage.
2. Make sure all throttle linkages open entirely and close freely.
3. Make sure all fuel inlet and vacuum ports are free from packing material.
4. Check the installation kit for proper parts.
REMOVING THE STOCK CARBURETOR AND MANIFOLD
1. Disconnect battery.
2. For ease of installation, keep all parts in order.
CAUTION: Do not remove manifold if engine is hot.
3. Drain radiator coolant (radiator drain plug is typically located on lower right facing engine).
4. Remove gas cap to relieve pressure. Disconnect fuel line and plug. Replace gas cap.
5. Disconnect all linkage from carburetor such as throttle, throttle springs, transmission, cruise control and automatic choke.
6. Tag and remove coil wires and sensor wires.
7. Remove previously marked vacuum lines.
8. Remove radiator hose, thermostat housing and thermostat, if mounted on manifold.
9. Remove all brackets from the manifold.
10. Loosen or remove valve cover bolts for manifold removal and replacement. It may be necessary to replace valve cover gaskets, if broken, to
prevent oil leakage.
PORT SURFACE CLEANING
When cleaning old gaskets from head surfaces, lay rags in the lifter valley and stuff paper into
the ports, to prevent pieces of the old gasket from falling into ports and combustion chambers.
When clean, remove paper, making sure that all particles fall on the rags in the lifter valley.
Remove rags, and wipe surfaces clean with rags soaked in lacquer thinner in order to remove
oil or grease. NOTE: This procedure is necessary to ensure proper sealing.
INSTALLING FITTINGS, PIPE PLUGS, AND STUDS
Do not over-tighten or cross-thread fittings, pipe plugs, studs, or bolts in your aluminum manifold. Damage to threads or a cracked mounting
boss may result unless caution is used when installing accessories.
Use high quality pipe thread sealant on all threads. Install fittings from your stock manifold.
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GASKET SURFACE PREPARATION
CAUTION: Replace all gaskets as recommended. We recommend using an OEM style metal pan intake gasket ONLY. Failure to use a valley
pan will result in excessive oil consumption and improper manifold fit. DO NOT use competition type cork or rubber gaskets, or those that do not
include a metal valley pan. Oil and/or coolant leaks may occur with the use of other style gaskets.
1.Remove Fuel rails and Injectors: Fuel injectors and fuel rails are
assembled on the manifold and pressure tested. Installing the intake
requires the removal of both fuel rails. Remove the two 1/4” bolts per
fuel rail and flat washers. Carefully remove one fuel rail at a time and any
PCV Baffle
remaining injectors from intake manifold.
Plate
2.Check gaskets on head surface and manifold to make sure they fit
correctly.
3.Install the supplied PCV baffle plate with the supplied #8 x 3/8” drive
screws. Tap them in gently until flush with the baffle plate.
4.Apply Loctite 598 OEM High Temperature Silicone Gasket around water
passages on head surface.
5.Carefully place the pan gasket on head surface, aligning ports and bolt
holes.
6.Edelbrock recommends the use of Loctite 598 OEM High Temperature Silicone Gasket instead of end seal gaskets. Apply a 1/4-inch thick
bead of sealant across each end seal surface, overlapping the intake gasket at the four corners.
NOTE: Use the recommended silicon sealer. Others may damage the O2 sensor. This method eliminates end seal slippage and deterioration.
7. Apply RTV gasket sealer around water passages on the manifold.
8. Surfaces will become tacky to the touch within a few minutes.
INDUCTION SYSTEM INSTALLATION
1.Carefully position manifold and air valve on engine, centering bolt holes with the bolt holes in the
head.
2.Apply thread sealer or Teflon tape to bolt threads where exposed to water or oil.
3.Hand tighten all bolts.
4.Torque all manifold bolts to 25 ft/lbs. Torque in the sequence as shown.
5.Install Fuel rails and Injectors: Lubricate injector O-rings (top and bottom) with O-ring type lubricant before sliding them into fuel rails.
Push injectors into rails, making sure that the electrical connectors on injector bodies face up. Place fuel rail with pressure regulator on
passenger’s side with regulator toward rear of engine. Push down with enough force to seat lubricated O-rings in manifold, making sure not
to damage O-rings. Once installed, secure rails with 1/4” bolts and flat washers to 8 ft-lbs( 96 In-lbs). When properly installed, the injectors
should rotate freely by hand.
6.Re-connect throttle linkage and springs, transmission, cruise control, and
12
11
4
1
5
6
fuel lines. Check all linkage for smooth throttle operation from idle to Wide
Open Throttle.
Note: Do not install with a throttle rod, use a cable
actuated throttle. Throttle rods will cause engine surge as
the engine moves in its mounts.
7. Re-tighten the valve cover bolts.
10
9
3
2
7
8
Firing Order: 1-8-4-3-6-5-7-2
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Brochure No. 63-35300
SENSORS
The Edelbrock Pro-Flo system interprets overall engine operating conditions and fuel/spark requirements based on readings from sensors that
measure specific engine conditions. These sensors, with the exception of the O2, are designed as an integral part of the induction system and
require no installation. The O2 sensor must be installed on the exhaust pipe near the engine with a welded fitting.
The Pro-Flo system includes five sensors:
1) Manifold Absolute Pressure
2) Manifold Air Temperature
3) Coolant Temperature
4) Throttle Position
5) Exhaust Oxygen (O2)
MANIFOLD AIR TEMPERATURE SENSOR
The Manifold Air Temperature sensor, is a thermistor device which measures air
temperature. This sensor must be installed into the air cleaner base. Drill the air
cleaner base with a 3/4” drill, deburr any sharp edges, install MAT sensor grommet,
then slide sensor into grommet.
NOTE: The systems that have the MAT sensor in the intake plenum area, can be moved to the air
cleaner if necessary to obtain additional vacuum ports.
COOLANT TEMPERATURE
SENSOR
The Coolant Temperature Sensor is a
thermistor device like the Manifold Air
Temperature sensor. Resistance varies as
coolant temperature rises and lowers. The
Coolant Temperature Sensor is located at the
front of the manifold on the driver’s side.
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THROTTLE POSITION SENSOR
The Throttle Position Sensor, an integral
part of the Pro-Flo throttle body, measures
throttle angle. This sensor requires
adjustment as described in the SYSTEM
START-UP section of this manual.
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Pro-Flo EFI Installation Instructions
MANIFOLD ABSOLUTE
PRESSURE SENSOR
The Manifold Absolute Pressure sensor,
mounted on the air valve with a bracket,
converts air pressure (load) in the manifold,
to an analog signal sent to the ECU. For
more information on Manifold Absolute
Pressure, refer to the section on Speed
Density Electronic Engine Management.
©2015 Edelbrock LLC
Brochure No. 63-35300
OXYGEN (O2) SENSOR
An oxygen sensor, installed on the header collector pipe, measures exhaust gas oxygen content and is used by the ECU to manage fuel delivery
under closed loop control. Installing the sensor requires drilling a 1/2-inch hole in the passenger-side header collector. The sensor is held in
place with the provided fitting which must be professionally welded into place. The red-lean/green-rich light on the Calibration Module is also
controlled by the O2 sensor. The O2 sensor is connected to the Main System Harness by Connector J18. For installation details, refer to the FUEL
SYSTEM section of this manual.
NOTE: The Pro Flo system is capable of using either a narrow band or wide band O2 sensor. The difference between a narrow band and wide
band O2 sensor is the range over which the sensor is accurate. A narrow band sensor is basically a switch that only tells the ECU if the air fuel
ratio (AFR) is richer or leaner than 14.7 to 1. A wide band sensor/controller typically has a linear voltage output that is accurate over a range
of 10 to 20:1 AFR (Edelbrock #3532 Wideband 02 Sensor Kit). To select the wideband option, install the included O2 select jumper as shown
below. To use the default narrow band option, leave the jumper off. A dust cap is provided for protection when the connector is not used. The
wideband sensor input is located on pin 31 of the larger 34 pin main ECU connector. Using the supplied ECU terminal pigtail, insert the pigtail
by depressing the white terminal lock on the connector. Insert the terminal into pin 31, then close the terminal lock by pushing it in the other
direction. Connect the wideband controller output to the pigtail.
O2 SENSOR INSTALLATION
NOTE: It is recommended that the O 2 sensor installation be
performed by a professional muffler shop.
1. Double check header gaskets, replacing if necessary.
2. Drill a 1/2-inch to 9/16-inch hole in the passenger-side header
collector reducer, as close to the header flange as possible. (1”
to 3” away)
NOTE: Before drilling, make sure the O2 sensor will be mounted
horizontally and within reach of the harness connector. Check
to ensure adequate clearance for the sensor, taking into
consideration engine movement.
3. Fit the provided fitting into the hole in the exhaust pipe and weld
into place.
4. Once it has been welded into place, clean the threads in the
center of the fitting. If your exhaust is coated tap bung threads to
ensure a good ground for the 0/2 sensor.
O2 SELECT
JUMPER
5. Thread the O2 sensor into the fitting. A high-heat anti-seize
compound is included and needs to be applied to the sensor
threads.
INSTALL FOR WIDEBAND (OPTIONAL)
NOTE: The O2 sensor has 18mm x 1.5 spark plug threads.
6. Attach the O2 sensor to the main system harness. Refer to the
MAIN SYSTEM HARNESS section of this manual.
J3
O2 SENSOR
NOTE: UNLEADED FUEL MUST BE USED ONCE THE O2 SENSOR
HAS BEEN INSTALLED.
SELECT
O2 SELECT
JUMPER CAP
INSTALL FOR NARROW BAND (INCLUDED IN KIT)
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INSTALLATION
1. Inspect the Main System Harness, making sure that all connectors and grounds are properly in place.
2. Because the harness extends from the engine compartment into the passenger compartment, a hole must be drilled in the firewall on the
passenger side. Cut two overlapping 1 1/4-inch holes on a 1-inch center in the firewall. Saw the pointed edges to create an oval-shaped
hole.
NOTE: An alternative to this method is to cut a single 1 3/4 inch hole.
3. Extend the fuel pump relay, ECU connector, and Calibration Module relay through the firewall hole into the passenger compartment.
NOTE: The T-connectors at the joints of the Main System Harness are closed by snap fasteners which can be opened by hand or with a
flathead screwdriver. Once open, the T-connectors can be rotated for ease of installation, if necessary.
4. The aluminum plate included on the harness mounts over the firewall hole using four hex head sheet metal screws.
NOTE: Start the screw holes with a pointed punch or small drill.
5. The wire harness is assembled with the aluminum plate flush against a T-connector. The black plastic casing on the wire harness can be
cut to allow the plate to slide up the harness to the correct location. Once the harness is in place, the casing should be reattached on both
sides of the firewall.
CAUTION: When feeding the wire harness through the firewall, be careful to not damage the wires against the cut sheet metal.
6. A rubber grommet is provided to protect the wires in the aluminum plate. Use RTV to seal the plate to the firewall.
7. Install all connectors according to the list and diagrams. The harness has been designed so that each connector is unique and will fit only to
its correct match.
The Throttle Position sensor attaches to
the harness with Connector J5.
The Manifold Absolute Pressure
sensor attaches to the harness
with Connector J17.
ELECTRONIC CONTROL UNIT / SYSTEM ECU
The Coolant Temperature
sensor attaches to the harness
with Connector J15.
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The Electronic Control Unit (ECU) must be mounted away
from moisture, excessive heat, or vibration. Underneath the
dashboard on the passenger side, or behind the glove box are
recommended locations.
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Pro-Flo EFI Installation Instructions
The Manifold Air Temperature
sensor attaches to the harness
with Connector J16.
©2015 Edelbrock LLC
Brochure No. 63-35300
MAIN SYSTEM HARNESS
This diagram illustrates the entire Pro-Flo Main
System Harness.
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HARNESS LAYOUT
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The fuel injector connectors are identical, but they are placed in
logical sequence. Refer to the diagram when installing the harness
connectors to the fuel injectors. In addition to the Main System
Harness, the Pro-Flo system includes these shorter harnesses:
A. Ignition Coil to Main System Harness
B. Fuel pump to Main System Harness
BLK
10'
BLK
B A
+
ORN
ORN
FROM J6 MAIN
WIRE HARNESS
TO MAIN HARNESS
TO COIL
IGNITION HARNESS
IGNITION COIL
ENGINE GROUND
A. The ignition coil to main system harness connects the main
harness to the ignition coil through connector J6. The ring
terminal included in the short ignition harness must be grounded
to the engine. Cylinder head accessory bolt holes or intake
manifold bolts work well. The coil connector attaches to the
ignition coil. The red wire is positive and the brown wire is
negative.
ENGINE POSITION SENSOR
FROM J4 MAIN
WIRE HARNESS
B. The fuel pump harness attaches to the main harness at connector
J19. The ring terminals attach to the positive (+) and negative (-)
terminals on the fuel pump. A sleeve and tie-wrap are provided
to fit over the positive terminal once the connector is installed.
This sleeve prevents the clamp from shorting to the fuel pump
terminals.
Attach the distributor to the main harness as shown above.
DISTRIBUTOR
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IGNITION SYSTEM
DISTRIBUTOR TESTING
1. Install the ECU and wiring harness and make all connections except the distributor.
2. Disconnect electrical connections at the fuel pump. Unplug the 10-foot fuel pump harness from the Main System Harness. Refer to the
MAIN SYSTEM HARNESS section of this manual for details.
3. Turn the key to the ON position without starting the engine.
4. The Pro-Flo Calibration Module will receive power and display an RPM: 220 reading, among other parameters.
5. Connect the distributor to the wiring harness and spin the distributor
gear by hand. If the distributor sensor is operating properly, the fuel
pump relay will click on. When the distributor stops spinning, the
Calibration Module may display NO COMMUNICATION for approximately
2 seconds. This is normal and indicates that the ECU is waiting for the
next distributor signal before the allowed time expires.
6. If the relay clicks on as indicated in step 5, install the distributor.
INSTALLING THE DISTRIBUTOR
1. Note: The distributor drive gear is not included and the OEM gear, or
a new replacement must be installed onto the base of the supplied distributor before installing the distributor (Use a new gear only if
installing a new camshaft at this time. Use of a new gear on a used camshaft may result in drive gear or camshaft failure).
Begin by removing the OEM gear from the stock distributor by pressing or punching out the roll pin. Remove the distributor cap and rotor on
the distributor before beginning the gear installation.
2. Grasp the distributor base at the housing and push on the shaft from above to remove all the slack.
3. Install the supplied .030” thrust washer and the OEM gear onto the new distributor by sliding them onto the shaft. Push on the shaft from
above while holding the thrust washer and gear against the housing to remove any slack.
4. Pull the gear away from the housing enough to insert a .020” feeler gauge between the thrust washer and the gear. After inserting the
gauge, press on the shaft from above while holding the gear against the gauge to remove any slack.
5. Using the hole in the OEM gear as a guide, drill a hole through the distributor shaft using a drill bit the exact size as the hole in the OEM
distributor shaft. (Note: Ensure that all slack is removed, and the feeler gauge remains in place while drilling. We strongly recommend
using a drill press for this procedure.)
6. Press a new roll pin into the gear/shaft. Remove the feeler gauge. The gear should be pinned to the shaft, and the gear should move .010”
to .030” relative to the housing.
7. Rotate the crankshaft until cylinder #1 is coming up on the compression stroke. Stop turning when the crankshaft is 10° BTDC.
8. Rotate the distributor shaft until the rotor points to the #1 on the distributor housing. The #1 plug wire will attach to the tower on the cap
directly above the #1 on the distributor housing.
9. Install the distributor so that #1 on the cap is positioned where #1 was on your previous distributor. You may need to remove and reinsert
the distributor a few times to align the distributor. Make sure that the distributor seats down completely and has fully engaged the oil pump
drive. Apply assembly lubricant to the drive gear and thrust washer and insert the distributor into the engine.
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10. Lift the rotor by hand to make sure that there is adequate endplay. Lack of
endplay indicates that the rotor shaft is bottomed out on the oil pump shaft.
Push here to
remove slack
11. Lightly tighten the hold down clamp so that the distributor can still be turned
to determine final setting when checking the timing.
12. Re-attach the distributor cap. Make sure the rotor is still pointing to #1.
Grasp
Housing
13. Install your spark plug and coil wires and connect the distributor to the MAIN
SYSTEM HARNESS.
OEM Drive
Gear
Push
#1 position
Insert .020” feeler gauge
to provide clearance.
Use hole in drive gear as a drill guide.
Pin gear to shaft with roll pin.
OTHER APPLICATIONS
The Pro-Flo system has been designed and calibrated using a 304 AMC V8 engine with an Edelbrock Performer-Plus camshaft and tubular
headers as a baseline. A calibration is also available for the 401 AMC V8 using Edelbrock AMC cylinder heads and a Performer RPM camshaft.
It is unlikely that every engine on which the Pro-Flo system is installed will match these particular combinations. The system can be used with
similar applications, as long as the correct calibration matching your cam profile is installed in the computer and necessary fuel calibration
adjustments are made. If your AMC engine does not match the above specifications, it may require more tuning adjustments. For further
information refer to the SYSTEM SET-UP SECTION of the Owner’s Manual.
If you are running a stock camshaft and/or you are not using tubular headers, it may be necessary to reduce fuel at WOT from 4000 rpm and up.
Refer also to the SYSTEM SET-UP section in the Owner’s Manual. Use the FUEL @ WOT screens (located under FUEL MODIFIERS) to adjust the
fuel at each available RPM.
WARNING: Watch the Rich/Lean light on the Calibration Module. If the light indicates a lean condition (red) for more than a fraction of a
second at 0-6” vacuum or at WOT you are too lean for safe engine operation at full load.
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ADDING AFTERMARKET IGNITION
If you are wishing to use a MSD 6AL or MSD 6-Digital ignition with your Pro-Flo fuel injection, follow the wiring diagram below.
NOTE: When installing the MSD box, keep the red battery lead, the main MSD box, and the power leads to the ignition amplifier AWAY from the
ECU and it’s wires. Failure to do so will cause serious communication and running issues.
ENGINE POSITION SENSOR
MSD EXAMPLE
A - Black
B - PPL/WHT
C - PNK/BLK
FROM J6 MAIN
WIRE HARNESS
FROM J4 MAIN
WIRE HARNESS
DISTRIBUTOR
MSD BOX
WHITE
BROWN
BLACK
BROWN
RED
CUT BROWN
WIRE HERE
RED
ORANGE
CUT RED
WIRE HERE
RED
CUT AND INSULATE BLACK WIRE
NOT USED FOR 2 TERMINAL COIL
BATTERY POS (+)
BATTERY NEG (-)
HEAVY RED
BROWN
HEAVY BLACK
RED
(-)
(+)
SCHEMATIC FOR REFERENCE ONLY
IGNITION COIL
REFER TO MSD INSTRUCTIONS FOR MORE DETAIL
EDELBROCK IGNITION
HARNESS
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The following change in the calibration must be done when using an external ignition amplifier like a MSD 6AL,
Mallory Hy Fire 6AL2, ETC.
•Start by connecting the Pro Flo 2/XT ECU to your PC with b-Editor software already installed. Open b-Editor and load the current
map your using.
Note: This procedure will require that an advanced control Def. file is saved in your current maps folder.
•Once your current map is loaded, double click “Spark Advance” in the file folder on the left of the screen.
•Now double click “Spark Constants” and change the “Base Dwell time” to 2200 U-Sec. Then close the “Spark Constants”
window.
•Next you should double click on “System Constants” in the file folder.
•Now double click on configuration. The “System Constants/Configuration” window will open on your screen.
•Scroll your mouse over the words “ECU Configuration” in the window and single click.
•This will open a sub menu were you should uncheck “Enable Ignition Dwell Control” and then click the close button.
•Now the “ECU configuration” will be 5. Click “Apply” and then “Close” in the “System Constants/Configuration” window.
•Now go to “File” and “Save File” or “Save File As” to save these changes.
•Then click “Syscon” and “Send Flash Map”. Select the modified map from the list by double clicking on it.
•This will reprogram the ECU with the new map.
•Finally, Power Cycle the ECU by disconnecting the 110 AC wall adaptor or turning the ignition switch to “off”.
•Now your ready to use your Pro Flo 2/XT system with an External Ignition Amplifier.
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INSTALLING THE SOFTWARE
The software package included with the Pro Flo kit is required to load the initial calibration file into your ECU. An optional software package
called System Editor is included on the supplied CD-ROM.
To install the software, load the supplied CD into your PC’s CD drive. The installation routine should auto run. Follow the onscreen prompts to
install the software.
eFlash is a stand alone system that can be used to load calibration files or different firmware versions onto an ECU using any Windows
compatible PC. A laptop is not required. The system includes a DC power source that can be plugged into any standard wall socket. It will
provide power to the ECU and allow two way communication without having to install the ECU in the vehicle. Tuning can then be done using the
handheld module. In addition to allowing flash programming, eFlash has several additional features that can be useful.
•
It displays all ECU data real time in one consolidated view.
•
It displays all calibration module trims and modifications in one view so you can see them at a glance.
•
It allows Edelbrock tech support personnel to view your ECU data real time using the iLink feature (internet connection required)
•
It allows you to send your existing calibration file to Edelbrock tech support personnel using the iLink feature (internet connection required).
•
It allows the user to perform software updates if necessary.
To connect the ECU to your PC, plug the 34 pin ECU connector into the
ECU. The connector will only plug in one way. Connect the DB9 serial
connector to your PC either directly or through an extension cable (not
included). Plug the AC Power Adapter into a standard wall socket.
NOTE: A USB to Serial converter is included with the kit to be used if
your PC does not have a 9 pin serial port. Connect the USB end of the
adapter to your PC and the serial port (9 pin) end to the power adapter
harness. Follow the instructions included with the USB adapter to
install the appropriate drivers. Go to File - Port Settings in eFlash and
select the com port that matches the location of the adapter.
To open the eFlash utility double
click on the eFlash desktop icon.
Confirm that the ECU is connected and
communicating with eFlash. “ECU
Connected” should be displayed in the
lower left hand corner as shown to the right.
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SELECTING THE PROPER CALIBRATION
Application
AMC
343, 390 Performer RPM
304, 360, 390, 401 Performer RPM
Chevrolet
S/B Performer
S/B Performer RPM
S/B Performer RPM w/ Vortec Heads
B/B Performer
B/B Performer RPM
Chrysler
S/B Performer
S/B Performer RPM
B/B Performer RPM
B/B Performer RPM
Ford
289-302 S/B Performer
289-302 S/B Performer RPM
351W S/B Performer RPM
351W S/B Performer RPM
Kit Part No. Calibration No.
Intake @ .050”
35300
35310
3548
3549
Stock to 224°
224°-Greater
35030
35000
35070
35510
35500
3512
3514
3514
3552
3554
Stock-220°
220°-Greater
200°-Greater
Stock-224°
224°-Greater
35260
35260
35080/35090
35080/35090
3545
3547
3542
3543
Stock-224°
224°-Greater
Stock-224°
224°-Greater
35210
35210
35410
35410
3522
3523
3544
3546
Stock-224°
224°-Greater
Stock-224°
224°-Greater
NOTE: The intake @.050”
column represents the camshaft
intake lobe duration in degrees
measured at 0.050” lift. This
data is standard and provided
with all camshaft specifications.
The intake duration has a large
influence on the amount of
vacuum your engine produces
and will significantly affect the
overall tuneup. Starting with the
correct calibration file will reduce
the amount of tuning needed.
NOTE: Edelbrock recommends a
minimum of 112° for intake lobe
separation angle on all Pro-Flo
EFI applications. A value less
than this may make tuning more
difficult depending on the intake
duration.
To load a new calibration
file into the ECU, go to
File - Load New Map
The calibration files are saved in folders identified by kit part number.
Double click on the folder with your kit part number, then select the
calibration that corresponds to your camshaft duration. The eFlash utility
will load the calibration into your ECU. Follow the on screen prompts to
complete the process. When the software prompts you to cycle power,
simply remove the connector from the ECU, wait 5-10 seconds, then
plug it back in and hit OK. When finished, close the eFlash program and
disconnect the power adapter connector from the ECU. You are now
ready to connect the ECU to the vehicle harness. Additional information
can be found in the help file included in the software.
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SYSTEM START-UP
Once the Edelbrock Pro-Flo system has been installed, there are a few procedures you must follow to break-in the system. Carefully performing
these break-in procedures will ensure best results and optimal performance.
Use this checklist to double-check the following areas BEFORE starting the car:
q Has the battery been reconnected?
q Has the radiator been refilled with coolant?
q Has the gas tank been refilled?
q Has the oil been replaced?
q Have all linkages been reconnected?
q Have all wiring harness connectors been connected?
q Have all fuel lines been reconnected?
q Has the exhaust system been completely re-installed?
q Has the O2 sensor been installed and connected?
q Have resistor type spark plugs been installed?
q Has the calibration module been connected to the main harness?
Priming The Fuel Pump
Before the engine is started, the fuel pump must be primed to pressurize the system and purge the fuel line of all air.
1.
2.
3.
4.
Turn ignition key to the ON position. You should hear the fuel pump go on. It will pump for 2 or 3 seconds and disengage.
Turn the key to the OFF position for 1 second.
Turn the key to the ON position again. The pump will go on for another 2 or 3 seconds.
Repeat this procedure until the pump has been cycled three or four times, and is primed. The tone of the fuel pump will change when all air
is out of the fuel system.
5. If there is no tone, or no change in tone, the system is not priming. Check the entire fuel system for leaks, from the fuel tank to the injectors.
Testing The Sensors
Before starting the engine, test all sensors.
1. Turn the key to the ON position with the Calibration Module connected. The display will read:
RPM: 220
FUEL: 0.0 mS
VAC: 0.0” Hg
SPK: 10°
NOTE: A vacuum reading of other than 0.0” Hg may be displayed depending upon barometric pressure and air temperature. At extreme
altitude, the vacuum reading may be as high as 5.0” Hg.
2. Push the UP ARROW key once to display.
TH2O: 76°F
TPS: 13°
TAIR: 77°F
Volt: 12.0
NOTE: The water and air temperatures displayed will vary depending on ambient conditions. The system voltage will vary depending on the
condition of the battery.
3. Move the throttle to test the Throttle Position Sensor (TPS). The TPS reading should vary depending on throttle angle.
4. If the calibration module goes blank while cranking, the system is losing power. Check the Pink/Black wire attached to the 3 Amp fuse for
+12V power with the ignition in the crank position and the run position for proper operation.
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Timing Adjustment
Use a timing light to re-time your engine. The following steps must be performed after the
induction system has been installed and the distributor has been converted and re-installed. Refer
to the INDUCTION SYSTEM and IGNITION SYSTEM sections of this manual.
1. Remove spark plug from Number One cylinder.
2. Remove coil wire from distributor and ground it.
3. THIS STEP REQUIRES TWO PEOPLE OR USE OF A REMOTE STARTER SWITCH. While one
person rotates the engine by slowly bumping the starter, the other holds his finger over the
Number One plug hole until compression is felt.
4. Continue to bump starter until timing mark on the crankshaft pulley shows approximately 10 degrees Before Top Dead Center.
5. Position rotor to approximately align with the Number One cylinder plug wire terminal in distributor cap. Check that the leading edge of the
narrow tooth on the shutter wheel (as the shutter wheel rotates clockwise) is centered in the sensor. Refer to the IGNITION SYSTEM section
in this manual for details.
Setting Base Spark Advance
Use a timing light and the Pro-Flo Calibration Module to accurately set timing.
RPM: 220 FUEL: 0.0 ms
1. Start the engine
VAC: 0.0”Hg SPK: 10°
2. The Calibration Module screen will display this screen:
<MISC.MODIFIERS>
ENTER to select
3. Press the DOWN ARROW key once to reach this screen:
Target Idle RPM:xxxx
4. Press the ENTER key to display this screen:
MODE
= SCROLL ENTER
Base Tim’g set: OFF
5. Press the UP ARROW key six (6) times until the module displays this screen:
MODE
= SCROLL ENTER
6. Press the ENTER key. Press either ARROW key and the screen will display Base Tim’g set: ON.
7. Set the base timing using a timing light and engine running at 1500rpm. Turn the distributor until 10° advance is set.
8. Press the UP ARROW or DOWN ARROW key to turn Base Tim’g set to OFF.
WARNING: DO NOT DRIVE THE VEHICLE WITH THE BASE TIM’G SET ON. SERIOUS ENGINE DAMAGE MAY RESULT
NOTE: If you use an advance-type timing light, the degrees advance shown on the Calibration Module (SPRK:) should always agree with the
actual reading at the crank with the timing light.
9. Press the MODE key. You can now leave this screen using the UP ARROW or DOWN ARROW keys.
Idle Adjustment
This procedure is a general recommendation, intended to help you tune up your Pro-Flo® system.
NOTE: In manual transmission cars, this procedure must be followed with the car in Neutral and with the clutch pedal pressed. In automatic
transmission cars, this procedure must be followed with the car in Drive and with the brake pedal pressed.
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Idle Calibration Procedure
• Prior to idle calibration, you need to have completed the “System Start-Up” procedure
• Warm up engine to at least 175°F.
Idle Control
• Using the calibration module, Select MISC. MODIFIERS and, Set Idle Control OFF.
Set Idle Mechanical Stop
• Set the mechanical stop screw so that idle speed in park/neutral is 50-100 RPM higher than you want the engine to actually idle in gear
with the idle control turned on. Typically 600 - 1000 RPM depending on the installed camshaft.
• We find 650 RPM a good idle for our #3531 (with Performer-Plus camshaft) calibration.
Set Throttle Position Sensor
• Loosen the two Throttle Position Sensor (TPS), mounting screws, and rotate the TPS sensor to a setting of 13 degrees as observed on
the Calibration Module. This setting must be at 13 degrees after the idle adjustment is completed.
Set Idle Fuel Modifier and Idle Spark Modifier
• Using the calibration module, Select MISC. MODIFIERS and adjust Idle Spark and fuel Modifiers to obtain best idle quality. Idle quality
will vary with engine design. Fuel and Spark setting will interact, particularly when you approach best settings.
• You must establish a smooth idle prior to using Idle Control. Otherwise, the RPM will surge when Idle Control is turned on.
Save Calibration
• Re-check that the TPS setting is 13 Degrees.
• Using the calibration module, Select MISC. MODIFIERS
• Set IDLE CONTROL ON. Set TARGET IDLE to the same RPM established by the idle stop screw.
• Save calibration settings to “A”
Idle Speed Activity
• Displayed on the calibration module, (Second Data Screen). The displayed value represents the amount of air that is bypassing the
throttle blades of the air valve, Normal values range from 5% to 75%. This ensures that the computer can increase or decrease the idle
air flow to control idle speed.
• If your have established a “good” idle set up, the RPM will remain nearly constant between in-gear and out-of-gear. The Idle Speed
Activity will change 10- 30% as it adjusts the idle speed.
• The value of Idle Activity is 20% when Idle Speed Control is off.
Idle Speed Activity Modifier
• This function is locked out when Idle Control is off as indicated by “XXXX” in the Target idle display on the Calibration Module Display.
• The Idle Speed Activity Modifier biases the Idle Activity duty cycle, +/50%, this has the effect of changing RPM control loop response time.
• We recommend that this value be set to zero modification except in extreme cases.
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ELECTRONIC ENGINE MANAGEMENT
The Edelbrock Pro-Flo system uses the Speed-Density method of electronic engine management, in which fuel and spark requirements are
based on engine speed (RPM) and engine load (manifold pressure and temperature).
The Electronic Control Unit (ECU) receives signals regarding engine speed (from the distributor), and the three load factors consisting of coolant
temperature (ECT), Manifold Absolute Pressure (MAP) and air temperature (MAT). Once the ECU has determined the engine operating point (RPM
and Load factor), it uses tables programmed into it to instantly calculate correct spark advance and injector pulse width.
The Pro-Flo system displays vacuum rather than the less-familiar manifold pressure. This vacuum reading is based on the following SAE
standard atmosphere:
Barometer 29.5 in Hg
Temperature 77°F
Because of this, the vacuum figures displayed on the Calibration Module may differ from the vacuum indicated by a true vacuum gauge,
particularly at extreme high or low altitude.
FUEL MODIFIER TABLE
The Calibration Module allows you to modify the fuel and spark
tables at various engine speeds and levels of vacuum. These
tables may be used for recording your modifications to the base
table with your own fuel pulse width and spark advance figures.
SPARK MODIFIER TABLE
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PRO-FLO QUICK TUNING GUIDE
This guide is based on our simple graph that shows the 24 fuel cells that you can tune in to result in a clean and powerful engine. We
recommend when you have your Pro-Flo installed, you have the idle tune up completed and then drive the vehicle to determine what amount of
tuning is needed for general driving. If the unit is driveable, this is the method to use for ease of tuning. On page 28 of this installation manual,
there is a fuel grid that can be used as the map on which to locate and then tune any driveability problems. Simply drive the vehicle and note
any areas that have problems. Circle those areas as a baseline.
When circling the area where a problem exists, you are circling the RPM and Vacuum reading that is present when the problem occurs.
Note whether it is running rich (green light) or lean (red light) at each problem area. Once any problem areas have been located and noted rich
or lean, go into the Miscellaneous Modifiers menu and turn off the Closed Loop Fuel, exit, go to Fuel Modifiers, and then into Global Fuel. Now
drive the vehicle and drive back to each problem area. When driving in a problem area, add or subtract fuel to obtain the smoothest operation at
that driving point. Write down the quantity (plus or minus) of fuel required to achieve a smooth operation. When all the problem areas have been
noted, and the amount of fuel required to achieve smooth operation has been noted at each problem area, you may now do each adjustment one
at a time to achieve a complete tune up.
To input this information, you will need to make sure the Closed Loop Fuel is in the OFF position. Go to each area and enter the information.
If you have found a problem that is not exactly in the center of one of the fuel cells, you will still be able to tune the area by using the Surround
and Conquer method for properly managing the fuel curve. Listed below is an example of this method:
Assume that you have found a problem area at 2500 RPM and 15 inches of Vacuum. This is not an area where you can address the
problem directly. In this scenario, we will say the unit is showing a lean condition (red light). In which case, fuel will need to be added.
We will also say that when driving and using the Global Modifier to find the exact amount of fuel required, it was determined that the
amount needed was plus ten percent (+10%). In the Surround and Conquer method, you will add fuel at the four locations surrounding
the problem area. This is shown in the figure below:
ENGINE RPM
1000
2000
3000
4000
5000
VACUUM
(WOT) 0
Problem Area
6
12
X
7000
In this example, tune
by adding 10% fuel at
each area marked by
an “X”, surrounding
the problem area.
X
LEAN
18
X
X
When the required amount of fuel has been added at each surrounding fuel cell, complete the operation by returning to the Miscellaneous
Modifiers menus, and turning the Closed Loop Fuel ON. Press the SAVE key, then the ENTER key. The hand-held unit will show SAVING IN
PROGRESS. Repeat this procedure at each problem area to complete the tune up.
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Pro-Flo EFI Installation Instructions
©2015 Edelbrock LLC
Brochure No. 63-35300
OPTIONAL PC TUNING FEATURE
MAIN ENGINE HARNESS
To use the optional PC tuning feature, connect
a DB9 serial extension cable to connector J25
of the main harness. Connect the other end to
your PC’s serial port as shown. Double click on
the bEditor icon shown below.
J1
J2
MAIN ECU CONNECTORS
DB9 SERIAL CABLE (OPTIONAL, NOT INCLUDED IN KIT)
J25
PC COMMS
TO PC SERIAL PORT
USE WITH SYSTEM EDITOR
SOFTWARE FOR OPTIONAL
PC TUNING
J24
CAL MODULE
CAL MODULE ADAPTER
J18
o2
J19
PUMP
CAL MODULE
HANDHELD CAL MODULE
FOR TUNING WITHOUT PC
The engine controllers included in the Edelbrock Pro Flo system CANNOT be edited live using the System Editor software. In other words, System
Editor can only be used to edit the calibration file loaded in the software. You cannot directly edit the calibration file loaded into the ECU. When
you make changes to a calibration file, it must be saved and flashed into your ECU’s memory before those changes take effect. For additional
information on using System Editor to edit your calibration files, refer to the online help by selecting the Help menu at the top of the screen.
Part #35300, 35310
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Pro-Flo EFI Installation Instructions
©2015 Edelbrock LLC
Brochure No. 63-35300
CALIBRATION MODULE FLOWCHART
Part #35300, 35310
Rev. 8/28/15 - QT
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Pro-Flo EFI Installation Instructions
©2015 Edelbrock LLC
Brochure No. 63-35300
PART NUMBERS
Many of the components of the Pro-Flo system are available separately. Many are standard
OEM parts. In the event that one of these parts need to be replaced, you are likely to find a
replacement at your local parts supplier, in addition to your local Edelbrock dealer or directly
from Edelbrock.
Edelbrock Pro-Flo
Fuel Injection System..........................................................................Edelbrock #35300, #35310
Manifold Absolute Pressure sensor....................................................................Edelbrock #36019
Manifold Air Temperature sensor (Push-In)..........................................................Edelbrock #3579
AC12160244
Coolant Temperature sensor................................................................................Edelbrock #3589
GM 25036979
Throttle Position sensor.......................................................................................Edelbrock #3590
Oxygen (O2) sensor............................................................................................Edelbrock #36013
High pressure fuel pump.....................................................................................Edelbrock #3594
Fuel filter.............................................................................................................Edelbrock #3596
Fuel pressure regulator
Edelbrock #3584
GM 17107010
Fuel injectors (set of eight)..................................................................................Edelbrock #3853
Fuel injectors (one)..............................................................................................Edelbrock #3583
Hall Effect Sensor................................................................................................Edelbrock #3517
Idle air control solenoid.......................................................................................Edelbrock #3599
Ford FOAE-9F715 B1A
Part #35300, 35310
Rev. 8/28/15 - QT
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Pro-Flo EFI Installation Instructions
©2015 Edelbrock LLC
Brochure No. 63-35300
COMPLETE PRO-FLO SYSTEM PARTS
( 1) Hall effect sensor
( 1) Manifold Absolute Pressure sensor
( 1) Manifold Air Temperature sensor
( 1) Coolant Temperature sensor
( 1) Throttle Position sensor
( 1) Oxygen (O2) sensor
( 1) High pressure fuel pump
( 1) Fuel filter
( 1) Fuel pressure regulator
( 8) Fuel injectors
( 1) Idle Air Control solenoid
( 1) Main system harness
( 1) Fuel pump wire harness
( 1) Distributor
(12) Fuel line tie wraps
( 1) Fuel pump relay
( 1) 3 amp fuse
( 1) 20 amp fuse
( 1) 5-inch cross tube
( 1) 2-inch cross tube
( 1) Intake manifold
( 1) Shutter wheel
( 1) MAP Sensor bracket
( 2) Fuel rail
( 1) Return line O-ring tube
( 1) Throttle body air valve
( 4) Cross tube clamp
( 1) Mechanical advance lockout plate
( 1) Ignition Harness
( 1) Software CD
( 1) USB/Serial Converter
Part #35300, 35310
Rev. 8/28/15 - QT
( 8) Fuel filter clamp
( 1) 5/16-inch hose to 1/4-inch pipe fitting
( 1) 1/8-inch pipe to 1/4-inch hose fitting
( 1) 1/4-inch pipe to 3/8-inch hose fitting
( 1) Regulator/rail adapter
( 1) Return line adapter
( 2) 3/16-inch washer
( 1) Air valve/manifold gasket
( 8) 3/8-inch fuel line
(15) 11/32-inch PCV hose
( 8) 5/16-inch rubber fuel line
( 1) Pressure regulator shim
( 2) Shutter wheel shims
( 2) 10-32 nut
( 4) 5/16 24 hex nut
( 1) Wiring harness cover plate
( 2) #10 internal star lock washer
( 2) 1/4-inch pipe plug hex c/s dryseal
( 2) 5mm x 25 hex head cap screw
( 4) 5mm x 10 hex head cap screw
( 1) 8-32 x 0.25 allen head screw
( 2) 10-32 x 0.75 round head m/s screw
( 1) 5mm x 0.8 x 30mm hex head m/s screw
( 2) 10-32 x 1.50 Fillister head screw
( 4) 5/16-18 x 1 socket head cap screw
( 1) PCV valve
( 1) Std. 1/4-inch Schrader valve
( 5) Cross tube O-ring
( 1) Regulator adapter tube
( 4) 5/16-inch star washer internal
( 2) O-ring
( 4) 5/16 x 1/2 carb stud
35
Pro-Flo EFI Installation Instructions
©2015 Edelbrock LLC
Brochure No. 63-35300
SERVICE
In the event that your Edelbrock Pro-Flo System should need servicing, return the unit pre-paid to the
Edelbrock Service and Repair facility at 2700 California Street, Torrance, CA 90503. Do not attempt to
disassemble or service the components of the Pro-Flo system yourself. Doing so may void the warranty.
WARRANTY
It is the constant endeavor of the Edelbrock LLC to provide our customers with the highest quality
performance products. Edelbrock warrants the Edelbrock Pro-Flo System to be free from defects in both
workmanship and materials for a period of one year from date of purchase, provided that the product is
properly installed and subjected to normal use and service, is not used for racing or competition purposes
and that the product is not modified or altered in any way unless specified by our instructions. Our
warranty service and repair facility is located at 2700 California Street, Torrance, CA 90503. Customers
requiring warranty assistance should contact the dealer from whom they purchased the product. In turn,
the dealer will contact Edelbrock, and we will determine the method of satisfying the warranty. Should
Edelbrock determine that the product be returned to the factory, it should be accompanied by proof of
purchase and a clear description of the exact problem. The product must be returned freight pre-paid. If
a thorough inspection of the product by the factory indicates defects in workmanship or material, our sole
obligation shall be to repair or replace the product. This warranty covers only the product itself and not
the cost of installation or removal.
EDELBROCK LLC SHALL NOT BE LIABLE FOR ANY AND ALL CONSEQUENTIAL DAMAGES OCCASIONED BY
THE BREACH OF ANY WRITTEN OR IMPLIED WARRANTY PERTAINING TO THIS SALE, IN EXCESS OF THE
PURCHASE PRICE OF THE PRODUCT SOLD.
If you have any questions regarding this product or installation, please contact our Technical Department
from 7:00am - 5:00pm, Pacific Standard Time, Monday through Friday at:
Tech Telephone: (800) 416-8628
Tech Hours: 7am-5pm PST, Weekdays
Fax: (310) 9 72-2730
E-Mail: efitech@edelbrock.com
Edelbrock LLC
2700 California Street
Torrance, CA 90503
Part #35300, 35310
Rev. 8/28/15 - QT
36
Pro-Flo EFI Installation Instructions
©2015 Edelbrock LLC
Brochure No. 63-35300
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