The first production TUNED PORT INJECTION (TPI) appeared on General Motors
vehicles in 1985. The GM vehicles built with these systems were Corvette,
Pontiac Firebird & Trans AM, and the Chevrolet Camaro. These systems
according to the manufacturer rendered up to 30 % improvement in
Horsepower, torque and economy over carbureted systems, Independent
labratories conducted numerous test on the TPI systems and indicated these
claims were conservative and that increases of up to 35% in these three
areas are attainable.
The 350/5.7L engines from the factory went from 205 HP (1984 Corvette/
crossfire injection) to 245 HP with the addition of TPI. The only
differences were the addition of the TPI (1985) and improvements in the
valve train (1987). Note that this is a 20% improvement over another
proven form of fuel injection.
Several modifications have been made to the TPI system introduced in 1985.
The 1985 system used a GM Part #1226870 ECM and had a Mass Air Flow (MAF)
sensor and a MAFS module to control the power and burnoff functions for the
MAFS. In 1986 two relays replaced the MAFS module and the Electronic
Control Module (ECM) was changed to a GM part #1227165. In 1989 the cold
start injector was deleted from the system. The primary injectors were used
for cold starts via a fuel enrichment program in the newer EPROM
calibrators. In 1990 GM introduced the speed density system. In essence
the MAFS was replaced with a Manifold Air Pressure(MAP) Sensor. This
system uses a ECM GM Part #1227727 for the Corvette and 1227730 for Camaro.
Another fuel system was introduced in 1992 called Central Port Injection
(CPI) and appeared first on the 4.3L (W) L35 Engine. This system is the
equivalent of TPI for the V6 and will increase horsepower and torque by a
factor of 20% over TBI. A 30 % increase in horsepower, torque and fuel
economy is seen over carburetion.
The LT1 was also introduced in 92, as the basic engine in the Corvette. It
appeared in the Firebird, Z28 (F Body Cars), Caprice, Buick and Cadillac in
93. 1993 was the last year for EPROM's in these cars. Opti-Spark also made
its entry on the LT1 engine in 92.In 94, OBDI or EEPROM, computers
were first used in the Corvette and F Body Cars. This was the 1st year for
Sequential port Injection in these cars.
In 96 the LT4 appeared in the manual trans Corvette, it is rated at 330 HP
and 340 lb ft torque. It looks the same as the LT1, however the heads and
valve train have been modified. The valves are larger 2.00 Int / 1.55 Exh
from 1.94/1.50. Air passages are larger to enhance volumetric efficiency,
hollow valve stems, aluminum roller rocker arms and stronger valve springs
have also been added. The camshaft has more lift and a slight overlap at
the end of the combustion cycle eliminating the need for EGR. The
compression ratio is (Premium Gas Only) 10.8:1 compared to the 10.4:1 LT1.
This engine makes 330HPat 5800 RPM and 330 lb ft Torque at 4500 RPM.
For 96 all Chevrolet engines are Sequential Port and are equipped with On
Board Dianostics Phase II (OBDII) PCM's. Sequential Central Port Injection
is a standard on the 4.3L/4300, 5.0L/5000 L30, 5.7L/5700L31, and 7.4L/7400
L29 engines. What's nice about all this ?,...They will fit the old engines,
but heads would also have to be changed on the 4300, 5000 and 5700 engines.
Electronic Control Module(ECM)
The ECM's provided with the
original equipment TPI systems are indicated below:
Y=Corvette F=Camaro ,Firebird, Trans-AM
ECMModel Year GMpartNo Engine
F,Y 1985 1226870 5.0L/5.7L
F,Y 1986-1989 1227165 5.0L/5.7L
F 1990-1992 1227730/16198262 5.0L/5.7L
Y 1990-1991 1227727/16197128 5.7L
Y 1992 16159278 5.7L LT1
F 1993 16159278 5.7L LT1
Powertrain Control Module (PCM)
The PCM is a programmable computer and does not contain a EPROM or
calibrator as did its predecessor. The PCM contains a Electronically
Eraseable Programmable Read Only Memory (EEPROM). This unit must
be programed before being placed in service. These Units can be re-
programed for any engine / transmission combination.
Model Year GMpartNo Engine
BFY 1994-1995 16188051 5.7L LT1
BFY 1996-1997 16214399 5.7L LT1/LT4
While each of these ECM's/PCM's will provide excellent performancefor the
Port and TPI systems, they are not interchangeable. That is a 1227165 will
not plug in to a 1226870 harness and operate. The wiring for these systems
are not interchangeable, without modifyingthe wiring harness. The LT1 PCM
is not compatible with the earlier ECM's due to significant changes in the
distributors of these engines.
The chip is a Programmable Read Only Memory (PROM) Chip which is
installed in the ECM. It is this device that provides specific information
for the ECM and allows for different timing characteristics,and injector
pulse width for the 5.0L / 5.7L engines. A Calpak, a separate chip on the
Calibrator Modules, normally provides the information to the ECM for rear
axle gear ratio on pre 90 models. Information for the vehicle Anti Theft
system, auto / manual transmission, and emission control system, typically
resides in the EPROM. To allow for the various Engines, transmission, gear
ratio combinations and to meet national, international and state standards
for emissions,a wide variety of these Calibrators are available from GM.
After 1987 some calibrators incorporate a vehicle anti theft system (VATS).
The ECM will not fire the injectors until it receives the proper
signal from the VATS module. The 1985 TPI calibration is contained in a
EPROM (Eraseable Programmable Read Only Memory) and is a 32K chip. The
1986-89 ECM contains a 128K EPROM, 90-92 ECM's use a 256K EPROM. The 94
Plus EEPROM is even larger. The factory ECM/PCM has a Learning capability
which allows it to make corrections for minor variations in the fuel system
to improve performance and driveability. There are two learning features.
The Integrator and Block Learn (I and BL) and Block Learn Memory (BLM)
cell. The I and BL feature is normal with a value of around 128. If this
value is higher than 128, it indicates that the ECM is adding fuel to the
base fuel calculation because the system is running lean, a value lower
than 128 indicates that the ECM is taking out fuel because the system is
running rich. The integrator is a short term corrective action while the
BLM is along term correction. The BLM value will change if the
integrator has seen a condition which lasts for a longer period of time.
There are from two to sixteen different cells which the ECM modifies,
dependingon RPM, airflow or manifold air pressure and other conditions
suchas AC "ON" or "OFF", etc. The ECM learns how much adjustment is
required in each cell, retains it in memory, and applies these adjustments
when the engine operates in that cell or RPM - Load Range. These features
of the OEM ECM allows the system to adjust itself AUTOMATICALLY to your
engine and assure peak performance for stock and other than stock engines.
When the vehicle power is disconnected for repair or to clear diagnostic
codes, the learning process has to begin all over again. To TEACH the ECM,
drive the vehicle at operating temperature with moderate acceleration and
idle conditions. Performance Calibrations typically change the parameters
for fuel flow, fuel cut-off and spark advance-timing and will allow
increased fuel flow and modify the spark advance curves during rapid
WHAT THE ECM - PCM DOES: The 1985-1988 TPI system utilizes the following
sensors and devices to control the engine: Mass Air Flow Sensor, Manifold
Air Temperature, Coolant Temperature, Oxygen Sensor, Throttle Position
Sensor, Cold Start Switch, Cold Start Injector Fuel Injectors, Idle Air
Control Valve, Distributor Electric Spark Timing, (Module in distributor)
Electric Spark Control, Module and Knock Sensor.
When the starter is engaged and the coolant temperature is less than 100
deg F. The cold start injector provides a spray of fuel, of 8 seconds
duration max, to each cylinder via a air distribution system built into the
intake manifold. If the engine temperature is greater than 100 deg F, the
cold start injector is disabled by the cold start switch. Upon startup the
ECM utilizes information in the calibrator to establish the initial pulse
rate for the injectors and the engine starts. At this time the engine is
operating in open loop mode and will continue to do so until the engine
warms up. After the warm up period the ECM scans the sensors, if all
sensors are operating and within their proper range, the engine then goes
into closed loop operation. This means that the sensors are dynamically
controlling the engine. In the event the information received is higher or
lower than the normal range, a code will set in the ECM, and the Check
Engine or Service Engine Soon light will come "on". The ECM receives
information on air flow, engine temperature, air temperature, exhaust gas
oxygen content and throttle position. This information is used to
calculate the proper pulse width for the injectors and fires the injectors
for the calculated period. This procedure is repeated continuously in very
rapid sequence to maintain the optimum fuel air ratio. The electronic
spark control components provide maximum advance, if engine knock is
detected the spark is automatically retarded. This too, is a continuous
process. It should be noted that the following components are MATCHED for
optimum performance; Distributor - EST module, ESC module, knock sensor and
These components are not interchange able between 5.0L - 5.7L engines. 5.7L
components referenced are recommended for 327 - 400 CID engines. 5.0L
components are recommended for 265- 305 CID engines.
In 1989 the cold start injector was deleted. The calibrator provides a
wider pulse width on startup to provide a richer mixture for a cold engine.
All other features are the same. In 1990 the MAF was replaced with the MAP
sensor, in 94 the MAF returned with a MAP sensor. The1990-92 TPI system
still operates the same except that Manifold AirPressure is used to
calculate injector pulse width as opposed to airflow. The 1990-94 TPI - LT1
system also uses a more sophisticated VATS system to disable the injectors.
A resistor is embedded in the ignition key. The resistance is read by a
VATS module (Camaro, Firebird and Trans AM) or a Command Control Module
(CCM) for the corvette. If the key is the right resistance a signal is
sent to the ECM enabling the injector circuit. If the sequence or the
resistance is not correct,the engine will not start.
The PCM introduced in the 1994 Corvette, Camaro and Firebirds forthe LT1
engine accomplishes the same functions as the earlier models in much the
same way, but there are some significant differences. The 94 and up LT1 is
a sequential port fuel injection system. The injectors are fired in
coordination with the opening of the intake valve. The distributor and
electrical spark timing system, now referred to as "Opti-Spark Control",
has an optical sensor which counts light pulses through a perforated disc
in the distributor. There is NO timing adjustment for the LT1. The Mass Air
flow sensor is back in 94 andi s one of the primary sensors for fuel
control. The MAP sensoris a backup for the mass air flow sensor. All other
sensors are the same except that the TPS is no longer adjustable. The only
adjustment is idle control, and this too is factory set.
The 96 OBDII engines all use EEPROM computers making Chip technology
something from the past. These PCM's have the ability to
determine a cylinder misfire and will even tell you which cylinder
midfired. Opti-Spark is now the standard ignition system on 5.7L LT1-LT4
engines. For 96 a combination crankshaft position sensor and
cam shaft position sensor perform the timing functions on all the 4.3L,
5.7L and the 7.4L engines.
The LS1 is now the new small block appearing in the Corvette in 97 and the
Camaro / Firebird in 98.
The 1985-86 intake manifolds will fit the older small block heads without
modification. In 1987 and up, the heads were designed with vertical bolt
taps for the two center bolts on both sides of the intake manifold. With a
little drilling the newer manifolds will fit the older style heads. The
intake manifolds are therefore interchangeable for all small engines. The
plenum is interchangeable for all model years thru 1990. The 1990 and up
have tapped holes for the mounting of a MAP sensor (right rear of plenum).
The throttle body is different on 90 and later models, modifications can be
made to the plenum to use the 90+ Throttle Body by drillling a hole in the
front of the plenum. Intake tubes (runners) are interchangeable for all
model years, however the left intake tube through 1988 has a mounting for
the cold start injector, for 89 and up this mounting is deleted.
NOTE: Throttlebodies 85-88 are the same and must be matched to plenums 85-88.
To work properly on 90 and up plenums a hole (1/2") must be drilled, between the
intake openings where the throttle body mounts, to allow for passage of idle air
from the IACV to the plenum. 89 and up throttlebodies will work on earlier plenums
The fuel rails have a few differences. If the left side fuel rail has a
fitting at the end close to the firewall it is from a 1985-88system. The
fitting is for connection of the cold start injector fuel line. The left
side fuel rail is stamped at the factory to identify same with the engine.
The Fuel Rail Identification Table above will assist you in identifying
your system as a 5.0L / 5.7L and the injectors furnished with those
All 85-86 systems used a GM HEI distributor. The connector for
the distributor is keyed differently than previous model years. 87-92Camaro
and +Pontiac systems use a small diameter distributor with an external
coil. 87-91 Corvette's still use the HEI distributor. Either distributor
will work, however the connectors are different.We can furnish adapters to
make them interchange. The HEI Distributor for the 85-86 5.0L
engine has the number 1103679 stampedin the aluminum casting at the base of
the distributor. The 85-91 5.7L HEI unit is stamped 1103680. The smaller
diameter (72mm) distributor is stamped 1103479 on the metal plate beneath
the distributor. The72mm Distributor was furnished with 5.0L/5.7L engines
on the Camaro,and Pontiac engines 87-92.
As mentioned earlier the LT1/LT4 has an optical sensor and is significantly
different than the HEI system. Distributors are not interchangeable for
these different engines.
The OEM fuel pump for TPI/LT1 is an "in tank" fuel pump with an
operating rating of 50 PSI and 24 GPH. This pump is recommended for all
vehicles with in-tank pump mountings. We also offer a chassis mounted
fuelpump which has an operating rating of 60 PSI and 30 GPH. This pump is
also an AC DELCO unit. It is important to note that Throttle Body
Injection systems operate at 12 PSI. Almost all carbureted systems operate
at low pressure utilizing a mechanical pump. An electric pump is
definitely required as referenced above for all Port Injection systems. A
return line is required to the fuel tank. A 3/8 or 5/16inch supply line is
required. 3/8 is recommended. 5/16 inch is recommended for the return
line. The fuel tank must be vented so as not to buildup pressure.
Recommended location for the fuel pump is close to the fuel tank.
Painless or Painfull, try our Harness
Here we will compare Apples for,Apples or will we?. A Painless harness
is Not finished, Not wrapped, Not loomed and Not soldered and start at
around $295. Our Custom harnesses are fully soldered(every connection)
and wrapped in GM ,gray stripe loom, and then dry
vinyl wrapped for $295 for the basic TPI Speed D harness. PAINLESS prom is
$195 and still has VATS in it!Then for another $50 they will wipe vats with a
high failure rate external device that can leave you stranded. Our
Proms are VATS FREE for $149 as well as early Fan ON, No egr if requested
No VSS if requested,and we also offer a 4 k square wave input for a single
drac speed signal to be inputted when needed.ALSO, since we install what we
make we offer tech support and are familiar with the problems you encounter
and can diagnose and take care of problems over the phone if needed unlike
some companies that do not even understand what they are selling.Do the
research, ask all the questions, and decide for yourself.A product will
sell itself every time.Also we finalize each order based on your needs
like: HEI dist or small dist with remote coil, 1 wire or 3 wire heated O2,
air temp sensor type and location, 4x4 or 4x2 so vss wiring will reach
a transfer case or not.This is done so you do not have to have a one
fits all"universal" harness with some circuits too long or connectors
that do not mate to your equipment.We also convert harnesses if you are
a Throttle body truck or Camaro and want the totally factory looking harness
when the job is done rather than adding in another harness.