FiTech Go EFI Classic 30020 User manual

Please read the full instructions before beginning your installation.
These instructions cover the basic kit installation and setup. Failure
to follow these instructions may result in malfunctioning of the
system. For technical assistance with your Go EFI Classic System,
call the FiTech EFI Tech Line at [phone]
Warning: Caution must be observed when installing any product
involving fuel system parts. Work in a well ventilated area with an
approved fire extinguisher readily available. Eye protection and
other safety apparel should be worn to protect against debris and
sprayed gasoline. We recommend having this installation per-
formed by an experienced, qualified, automotive technician. The
finished installation must be thoroughly checked for any fuel sys-
tem leaks. All safety precautions must be observed when working
with fuel. Disconnect the battery ground wire (-) before starting
the installation.
Kit contents 1
About your Go EFI Classic System 2
Special instructions 2
Engine protection feature 2
Vacuum Ports 2, 3
Throttle Body Installation 3
ide Band O2 Sensor Installation 3
Air Leaks 4
Installing the Harness 4
4
4
4
4, 5
5
5
5
5, 6
MAP
IAC
TPS
Coolant Sensor Installation
Injectors
iring the EFI System
On-Engine Adjustments
IAC setup
Wire Chart 6
Handheld Controller 6
Initial Programming 6
Fan Setup 6
Fuel Delivery Requirements 7
iring Diagrams
ith Ready-to-Run distributor 8
9
ith HEI distributor
ith External CDI Box 10
Table of Contents
1
Go EFI Classic 30020
KIT CONTENTS
(1) 4-injector throttle body with Classic
Carburetor Gold finish.
(4) inlet/outlet port plugs (Installed on throttle
body)
(1) Harness “A” (plug-in pigtail use harness)
(1) Cable for handheld controller
(1) ECU
(1) Coolant Temperature Sensor
(1) 1/2" NPT to 3/8" NPT Reducer
(4) Injectors pre-installed
(1) Idle Air Control (Pre-Installed)
(1) Throttle Position Sensor (Pre-Installed)
(1) MAP Sensor (Pre-Installed)
(1) Wide Band O2 Sensor
(1) Clamp on O2 Bung Kit
(1) Handheld Controller with billet case
(1) Windsheild Mount for Controller
(1) -06 AN crossover hose with -6AN male
inlet fitting (Pre-Installed)
(1) Gasket kit
Figure 1
Instruction Manual
for the following Go EFI System
30020 - Go EFI CLASSIC
Note: These kits are not
legal for use on pollu-
tion controlled vehicles
A
WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov.

About your FiTech Go EFI System
CONGRATULATIONS on your purchase of the FiTech EFI System! The
Go EFI Classic System will bolt directly to any 4-BBL Intake Manifold.
To fit on a spread bore 4-BBL manifold requires an inexpensive
adapter plate to avoid leaks. Suitable adapter plates are available
from several suppliers such as Summit Racing. Your existing distributor
and, if so equipped, ignition box functions as before and controls timing.
The Go EFI Classic System is self-tuning once the initial setup is
performed using the hand-held controller. When the necessary initial
inputs are made with the hand-held controller the Go EFI Classic
System creates a base fuel map to get the engine running.
Then the self-tuning programming will fine tune the map to produce
optimum power and performance. Through the use of a Wide Band O2
Sensor the system can continuously make adjustments in the fuel
delivery to provide the correct air/fuel ratio under all climate and
altitude conditions. Several sensors are also integrated in the throttle
body assembly including the Throttle Position Sensor (TPS), and the
Manifold Absolute Pressure Sensor (MAP). The Wide Band O2 Sensor is
installed into the exhaust pipe. This system is de-signed with safety in
mind and has a self adjusting “limp home” mode. It also has a data
logging feature to track what is going on with the system while it is
running, to ensure optimal performance.
Special instructions
Make sure that you remove ALL low pressure hoses, fittings and clamps
on factory fuel lines and replace them with EFI rated fuel hose. Also the
use of proper flared connections and clamps is a necessity. Be careful
not to mix 45° and 37° AN fittings, they look similar but will not work
together. 45° fittings usually come from a hardware store or auto
parts store while 37° AN fittings are the ones supplied by FiTech and
most speed shops.
•Cranking fuel and hard throttle hits (accelerator pump) are tuned
by the user. Selecting the right "cam" and engine CID (Cubic Inch
Displacement) during setup will get the learning closer. Cruise and
wide open throttle (WOT), mixture (trims) are continuously learned
and tweaked by the system.
•The Go EFI Classic System needs an external fuel pressure
regulator set at 58 PSI. A ag-Surge containing a high pressure pump
and regulator is available (PN 40009). This serves as a fuel pressure
amplifier and is fed by a low pressure mechanical/elctric pump.
Always turn off ignition and allow at least 15 seconds
for ECU to save if disconnecting battery
The Go EFI Classic Systems are intended for use with unleaded
pump gas. The system is compatible with E-85, but this requires
advanced tuning knowledge. Maximum horsepower fueling capacity is
reduced by approximately 30% with E-85. Fuel system components
should be E-85 compatible and in new condition to prevent sludge from
breaking loose.
•The Go EFI Classic System is designed to be used with street
based ignition systems: Summit Racing® Multi-Spark Digital CD
Ignition, MSD Digital 6AL, MSD Street Fire, etc. It will not operate with
race oriented systems such as MSD digital 7AL, 7AL-2, 7AL-3 and 8-
plus.
•This system is NOT smog legal.
•The Go EFI Classic System comes with pre-installed 66-lb flow
injectors and is capable of handling up to 500 hp.
•Please refer to ignition system’s instructions as some features may
need to be altered for proper operations of the EFI System. The Go
EFI Classic System does not control timing, but depends on the ignition
timing curve to be correct for optimal throttle response.
Very important note: Your fuel tank must have a vent
to prevent pressure building up inside the tank.
Engine Protection Feature
The Go EFI Classic System is programmed with a limp home mode.
This feature does not shut down your system, instead the ECU is
designed to compensate if a sensor fails. This means, that if for any
reason a sensor fails, that sensor will receive either a default value or a
simulated value. This is to ensure that the engine remains running in a
safe and controlled manner so that you can get to a repair facility, or to
your home, to resolve the issue. Due to the compensation features of
the ECU, the way to check if something is going wrong with your
system, is by the fault
codes option on the main menu of your hand-held controller. The fault
code comes up under OBD-II, diagnostic standard, but to the right of the
code it will state which sensor is having the problem. A new feature
programmed into the hand-held is a rev offset. This feature will protect
the engine from long term abuse because it lowers your built in rev limiter
enable to prevent over revving and possible engine damage during warm
up. It will automatically turn the feature off once your engine reaches
operating temperature.
Determine the engine's need for vacuum ports including
ported and manifold vacuum. These ports cover accessories
such as power brakes, vacuum advance, transmission
modulator, PCV and possibly more. There are two 3/16" male
nipples and three 3/8" male nipples. See figure 1 and 2 for
location and use of various vacuum nipples.
Determining Use of Vacuum Ports
This 3/16" nipple
will provide timed
(ported) vacuum
This 3/16" nipple
will provide full
manifold vacuum
Extra 3/8" nipple for other
vacuum accessory or cap if
not needed.
Figure 2
Very Important Note:
Your fuel tank MUST be vented to
prevent pressure from building up
inside the tank. 2
A

Use this 3/8" nipple
for-power brake
booster.
Use this 3/8" nipple
for PCV connection.
Installing the Throttle Body
Installing the Wide Band Oxygen (O2) Sensor
Figure 3
1. Place the supplied gasket on the manifold (see above) and place the
throttle body onto the gasket over the existing studs. The throttle body
linkage must be on the driver’s side of the engine.
2. Install the original nuts and washers onto the four carburetor studs.
See Figure 4.
3. Tighten to 10 lb. ft. of torque in several steps using a crisscross
pattern.
8. The supplied bung kit can either be welded in place or clamped onto the
pipe. The clamp-on style works well and will not leak. If welded, make
sure the bung is welded completely all the way around and does not leak.
Thread an M18-1.5 bolt into the bung to prevent distortion.
9. Install the sensor into the bung. Tighten securely.
10. Connect the O2 sensor to the sub-harness that connects to the
throttle body. See Figure 7.
11. Note: The O2 Sensor will not work on "Zoomie" style headers.
WAR I G: Do not start the engine without the sensor cable con-
nected to the throttle body and the EFI system is fully operational
or damage will occur to the sensor!
Figure 6
3
Figure 5
This is the key component of any EFI system. Only one sensor is
required. This sensor continuously monitors the exhaust gas mixture and
sends the information to the ECU where adjustments are constantly made
to maintain the air/fuel targets.
1. The supplied O2 Sensor Bung can be installed in either exhaust bank.
2. The Sensor connects to one of the cables in the main wiring harness.
See Figure 7 on next page.
3. The ideal location for the sensor is in the exhaust collector or within 8-
inches of the collector itself. It must always be at least 18-inches from the
exhaust tip, to prevent reversion and false lean conditions.
4. The sensor should be between 10° to 14° above horizontal (see figure
6 below) to allow condensation to run off. If this is not adhered to, the
sensor is susceptible to damage.
5. Never position the sensor on the outside of a bend in the exhaust
tubing.
6. The sensor must always be mounted ahead of any catalytic converter if
vehicle is so equipped.
7. Drill a 7/8" diameter hole in the desired location.
Figure 4

AIR LEAKS: It is important that no air leaks exist anywhere in the
exhaust system, before or after the sensor, as this will cause false
readings. This will lead to poor engine performance, including misfires,
and the inability to properly auto-tune the EFI. Continued running of the
system with an exhaust leak can create detonation and possible severe
engine damage. Incorrect installation of the sensor, exhaust leaks,
and any resulting damage is not covered by the FiTech
manufacturer's warranty. It is very important to ensure your exhaust
is leak-free. For optimum EFI operation and function, your exhaust (on
the sensor side) must be totally secure with no leaks.
Installing the Wiring Harness
When installing the harness, the external ECU can be mounted any-
where in the engine bay or through the firewall. Be sure to keep it
away from excessive heat. The harness is made up of the following
connections: MAP, IAC, O2, TPS, CTS, fan, tach, injectors, ground,
positive connection to the battery, ECU, hand-held controller con-
nection, fuel pump, and key hot.
MAP ( Manifold Absolute Pressure)
Below - Starting with the MAP sensor, the MAP is attached to the
outside of the throttle body on the passenger side. It regulates the
inlet air temperature and the manifold absolute pressure. The two
sensors (inlet air temp and manifold absolute pressure) are combined
for ease of installation. The Temperature Manifold Absolute Pressure
measures the load on the engine and will range between 10 and
90kPa while the engine is running. When the engine is off it will read at
99-100kPa. See Figure 8 below.
IAC (Idle Air Control)
The Idle Air Control
Sensor gets installed
directly into the throttle
body. It is used to con-
trol the RPM of the
motor at idle. See Fig-
ure 9, above right.
TPS (Throttle Position Sensor)
The Throttle Position
Sensor’s purpose is to
record how far the
calibration of the sensor
but, if the TPS reading is
not at 0 at idle then the
sensor needs to be
recalibrated. See Figure
10.
CTS (Coolant Temp Sensor)
The Coolant Tempera-
ture Sensor cable plugs into a supplied sensor fitted into the manifold.
It is used to measure the temperature of the engine coolant. The
sensor then sends the information to the ECU to adjust fuel.
See Figures 11 and 12 on the next page.
Figure 7
Handheld
Controller
ECU
round
Fan Key Hot
Fuel
Pump
Injector
connector
IAC
TPS
CTS
MAP
Tach
Fuel Pump Relay
O2Sensor
To Positive
Terminal
of Battery
4
Figure 10
Figure 8
throttle blades are open.
The ECU maintains the Figure 9

Figure 15
Fuse
All modifications
made to wiring can
only be made on
wires listed in Wire
Chart Figure 16 on
the next page such
as extensions or
cuts. Any modifica-
tion of the ECU main
harness (see Figure
7) other than these
listed wires will result
in a VOIDIN of the
FiTech EFI warranty.
Figure 11
Figure 12
Above - The throttle body has four 80-lb injectors already
installed. This arrangement will allow the system to supply enough
fuel flow for up to 650 HP. The throttle body has the injector sub-
harness pre-installed and ready to go.
Wiring the EFI System
See the wire chart (Figure 16 on page 6) which lists each wire
in Harness "A" that is used in the system and what it connects to.
NOTE: Typically some of the wires listed in the chart on the next
page may need to be extended. It is strongly suggested that any
wire ex-tensions are made with the same gauge and color wire as is
used in the supplied harness. Make connections as a soldered
joint rather than a crimped connection. Utilize a shrink wrapped
sleeve covering all connections.
Above - The CTS connector on the main wiring harness is plugged
into the Coolant Temperature Sensor in the manifold. (1/2" NPT adapter
supplied in kit)
Above - The supplied Coolant Temperature Sensor is threaded into
the water port in the intake manifold. Use Teflon tape on threads.
Figure 13 Figure 14
30
85 86
87
round
round
Fan
Relay
Battery
round
Ign/Acc
Circuit Fuse
Fan Circuit
Fan 1 - Gray ire
See Figure 7. Connect the injector sub-harness onto the main
harness. Make sure the connectors are securely fastened.
On Engine-Adjustments
When you set idle speed, you will notice some new sounds. The first is
ticking from the injectors and it is normal. You may also hear air
whooshing or whistling at idle. Barring a vacuum leak, this is likely the
bypassed air from the Idle Air Control (IAC valve) and this is normal. The
IAC valve maintains idle speed when the AC compressor or electric fans
click on.
IAC Setup
The idle screw on the throttle body needs to be adjusted. This needs to be
set so that the IAC value is nearly closed when fully warmed up and in
idle 3-10 IAC Steps are recommended for a fully warm engine, out of gear,
at idle. When the engine is at idle, the IAC will learn the necessary position
to maintain the RPM at the Target Idle Speed. When loads are placed on
the engine or when the throttle is open, the IAC steps will move around,
this is normal. It’s best to adjust this screw from a more open position to
start with. This will allow the engine to start at a high idle, which will
make adjusting the IAC easier. Follow this procedure:
1. Start the engine and in your Handheld go under "initial set-up."
2. Go to “idle setup” and find “idle set mode” and switch to "Adjust"
3. Start the vehicle and find IAC Steps on the dashboard. This number
needs to be within 3-10 at operating temperature. If the number reads
zero then slowly turn the screw OUT (counterclock-wise) until the IAC
Steps reads between 3-10.
5
Injectors
Injector sub-harness
Injector sub harness
connector

Wire Color Wires in Wiring Harness Connect to:
Red
Orange
Tan
ray
Fuel Pump circuit. This wire provides 12V power to the fuel pump. Connect to the
positive (+) terminal on the pump. No relay is required.
Main power on/off. Connect this wire to the ignition switch or other switched 12-volt power source that is hot when key
is in the 'On' and 'Crank' (Start) positions and not powered when 'Off'.
Tach input wire which triggers the system. It connects to the negative terminal of the coil. On HEI distributors it
connects to the "Tach" terminal on the distributor cap or connects to a tach output on a CDI box.
Fan Circuit #1. This wire goes to the ground (-)
terminal of the fan relay. See Figure 15.
Handheld Controller
There are two ways to navigate the Handheld Controller; you can use
the touchscreen with your finger or the joystick: up, down, left, and right.
The joystick is the black button on the right hand side of your controller,
it can be used to view the displays on the Controller by moving the
button up and down or side to side, then pressing the joystick = enter.
1. When making changes to the ECU through the Handheld Controller,
make sure that the ignition key is on.
2. Once the changes are made, turn the key off, wait 15 to 20 seconds
until the values disappear under the "dashboard" feature. Doing this will
ensure that your changes have received a hard save.
3. Once the hard save is completed, if desired, the vehicle battery can be
disconnected without interference with the calibrations.
Initial Programming
This simple procedure is performed using the Handheld Controller. A
laptop computer is not required.
*This unit plugs into the throttle body ECU
*Input the number of cylinders, cubic inch displacement, cam size,
target idle speed warm, fan control, RPM limit and max rev limit.
*The Handheld Controller can be removed or left connected. When
connected, there is a "Dashboard" and "Large Gauges" screen that
will show engine parameters in real time. Included in your kit is a
windshield or dash mounted bracket to hold the controller while driving.
Figure 16
6
4. If the number is above 10, then turn the screw IN (clockwise) as
stated above and repeat the process until the IAC steps are between
3-10.
5. When finished turn key off and allow system to save (30 seconds of
key off), and the system will automatically shut off idle set mode
NOTE: Once the IAC set up is complete no further adjustments are
necessary
(Note: When changing values on the Handheld Controller, you must
depress the joystick button to send your info to the ECU. You will then
see 'Sent to ECU Succeed' message which is a confirmation that it was
successful (Changing the number alone will not change the value in the
ECU). Also, all items have a factory default which may work for you –
change only as needed!
1.Cylinders - Factory preset is 8 and shouldn’t need to be changed for
most installations.
2.Engine CID – Factory preset is 350 CID. To change value you can use
touchscreen buttons (Edit, CLR value from screen, Enter your number
now, press OK, then depress joystick button to enter). Sent and Succeed
message will appear. This entire step can also be performed using the
joystick.
3. Cam Mild-Wild – Cam selection is based on vacuum load of the
engine. Choose the selection that corresponds with the amount of
manifold vacuum your engine produces at idle (in Neutral). Cam 1 is for
15inHg or above, Cam 2 is for 10inHg to 15inHg, Cam 3 is 8inHg to
10inHg, Cam 4 is 6inHg to 8inHg. These are estimates and you may
need to switch between them if the vacuum load is between two different
cam settings to get the engine to run better for your application.
4. Rev limit RPM – This is a fuel cut. Please set at least 200 RPM above
the maximum RPM you wish your engine to run to. This is not a soft
touch rev limiter, but a built-in safety feature.
5. Idle Speed Warm – The idle speed at which you wish your engine to
run at 150 degrees and above. If you are using the Go EFI Classic
System to control your electric fans, your idle speed will increase by 30
rpm, will be higher when the engine is colder and will taper down to
set speed by 150 degrees.
Fan 1 Setup
On the Calibration screen, follow these steps:
If using an electric fan, go to option # 3 and select Enable , then press
Enter or depress the joystick button to send info to the ECU. If not using
an electric fan, select Disable and continue the Enter/Send steps above
Note: This step is important to eliminate a fault code from appearing
when not using an electric fan, and also eliminating the idle speed from
increasing when the fan "ON" temperature is achieved and no fan is
used. If fan is enabled, follow these next steps:
#1) Fan 1 ON Temp - Enter desired temperature, Enter/ depress to send
to ECU. Idle speed will increase when fan is activated. Idle speed
increase is not user programmable in basic calibration.
#2) Fan 1 OFF Temp - This is usually set approximately 5 degrees lower
than Fan ON temperature, but is up to user preference. Note: Setting
must be lower than fan ON temperature for fans to shut off.
At this point you have made all of the selections you need to start your
engine! BUT WAIT!!!!. Please turn your key to the OFF POSITION and
wait for about 30 seconds for the ECU to store these changes. This is a
one-time setup and the changes are permanently stored in the ECU
even if you disconnect the battery! They can be changed at any time in
the future but no battery power is needed for the ECU to keep these
selections in its memory.

FiTech Tank
and Pump
System
PN:470**
Tight-Fit EFI Fuel Pressure
Regulator Set to 58 PSI
Connect to Inlet
at Crossover Hose
Hyperfuel
Post Filter
40micron
FiTech Go EFI Classic
Throttle Body Return Line to
Fuel Tank
Figure 17
Plumbing Schematic for
Return Style System
Fuel Delivery Requirements
Note: Before starting any installation, disconnect the ground connection on the battery. Be very careful when disconnecting any fuel lines and let
the fuel drain into a receptacle or a dry cloth. Do not allow raw fuel to collect on the engine as this is a fire hazard. Please observe extreme
caution when working with the fuel system. The Go EFI Classic System is an unregulated system that comes with a fuel crossover hose
installed. An external regulator must be used to ensure that the throttle body receives the proper 58psi. When plumbing the Go EFI Classic System
run a fuel line from the tank through your fuel delivery system then to the crossover hose (-6AN) . (See Figure 17) If you are using a
regulated fuel delivery system then an external regulator is not necessary. If the fuel delivery system does not have a regulator, an external
regulator must be installed after the filter.
The Go EFI Classic System is not compatible with a low pressure carbureted style pump, it requires a high pressure fuel injection pump available
in our Inline Kits, G-Surge Applications, In-Tank Retro-Fit Kits an in our new Tank and Pump Systems. It is also important to make sure that the
system uses a 10-40 micron filter.
7
PN:40016
Tight Fit Intank
pump
HighPressure-
going to
Throttle Body
PN: 44120
PN: 46084

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(-)
Gray Wire
Red Wire
Tan Wire
Ground
Coolant Temperature
Sensor
Handheld Controller
O2Sensor
Battery
Ignition Swit h
Fuel Pump
Ele tri Fan
Ready-to-Run Distributor
Coil
Note: Most ready-to-run distributors will
have a 3-wire harness. If it has 2-wires,
such as a Pertronix, a separate ground
wire will not be present.
Main Wiring Harness
Orange Wire
Connections for Summit EFI System with Ready-To-Run Distributor
Selecting the correct wiring schematic: Review Figures 18 through 20 and
select the schematic that suits your particular application. Figure 18 shows how to
connect a ready-to-run distributor. Figure 19 is for an HEI distributor. Figure 20 is for a
system with an external CDI box. One of these configurations will suit your vehicle.
Figure 18
8
(+)
Fuel Injection
GO EFI
Classic
FiTech

Wiring Connections for Summit EFI System with HEI Distributor
Electric Fan
Groun
Ignition Switch
Coolant Temperature Sensor
HEI Distributor
Tan Wire
Orange Wire
Large Re Wire
Gray Wire (Connect to fan relay groun )
Han hel Controller
Oxygen Sensor
(+) (-)
In icates a splice. It is recommen e that all splices be ma e as a sol ere connection.
Inline Fuel Pump
shown. Connections
are the same for the
Fuel Comman Center
Vehicle
Battery
Connect Brown
Wire to "Tach"
terminal on cap
Use this wiring schematic if you are utilzing an HEI distributor without an external CDI box, such as a MSD 6AL or similar aftermarket ignition box.
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Electric
Fuel Pump
Main Wiring Harness
Figure 19
9
Fuel Injection
GO EFI
Classic
FiTech

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(+)
Gray Wire
Red Wire
Tan Wire connects
to Tach output on
CDI Box
Ground
Coolant Temperature
Sensor
2-Wire Distributor
suitable or use with
external CDI box.
Handheld Controller
O2Sensor
Battery
Ignition
Switch
CDI
Box
Fuel Pump
Electric Fan
Coil
Main Wiring Harness
Orange Wire
Use this wiring schematic if you are utilzing a conventional two-wire distributor with an external CDI box, such as a MSD 6AL or similar aftermarket Capacitive Discharge Ignition (CDI) box.
Wiring Connections for Summit EFI System with External CDI Box
Figure 20
10
Fuel Injection
GO EFI
Classic
FiTech