In development and testing for almost 12 months, the all new VaporWorx V4 system can put all of your fuel module control needs in the palm of your hand.
Know internally as the "V4", it is the fourth production version of the fuel module control system. The first and only consumer "V1" is still alive and well in James Shipka's OLC with three One Lap of America victories and a boatload of road miles behind it. "V2" and "V3" are similar in nature and size, but the V4 is a totally new design. Utilizing state-of-the-art circuit design and production machinery, the Made in the USA electronics package has features that no other aftermarket controller can come close to:
--The V4 is now 1/3 smaller than any previous version. With an overall envelope of 4-1/4" x 2" x 1-1/2' (to the top of the terminals), it will fit just about anywhere.
--It is more efficient. Starting with a clean slate we were able to tune the circuitry to minimize heat generation. The result? On average the V4 runs a mere 4*F warmer than previous versions while having greater power capability and a 33% smaller heat sink area.
--Reverse bias protection: Whoops! You accidentally connected the power wires in reverse. No problem, the new controller has reverse bias circuit protection features built in that will protect the controller.
--Internal noise filter. The noise filter, previously mounted on the outside of the controller, is now integrated into the interior of the case.
--Greater power capability. Want to run 80A of fuel pump power? Can do. This is almost 3x the rated power of some other fuel pump controllers.
--All UL-94 fire rated components. Though we never want to have something burn, it's comforting to know that all of the components used in the V4 have a UL-94 fire rating. Basically, UL-94 (various versions) for these types of components means that they will self-extinguish. The case, electronic components, potting compound, etc. all meet this stringent requirement. It also means components are made by premier suppliers since gaining a UL-94 certification is hilariously expensive.
--Fixed and manifold referenced versions. Now available off-the-shelf, both fixed pressure and manifold referenced / rising rate pressure systems are ready to go using Delphi GT150 sealed connectors for all signal wiring. 1, 2, 2.5, and 3bar manifold referenced systems are available as standard items.
--Boost-a-Pump ready. The best way to handle high-horsepower applications is to use twin fuel modules (please contact VaporWorx when doing this/special controller tuning required.) However, in some cases that is not an option. For example, we have been building specialized fuel modules for the H2 Hummer which has a plastic fuel tank. Adding another module is not practical. By putting the BAP in front of the VaporWorx controller, only the voltage needed to meet fuel demand is fed to the pump. In other words, the VaporWorx controller reduces the "hit" that would occur in traditional fuel delivery systems when the BAP turns on. At 17.5 volts, the maximum that the VaporWorx controller can accept without damage, a CTS-V fuel module can supply almost 1200hp @ 60psi/0.6BSFC of fuel.
--Upgradable: Want to change from a fixed to a manifold referenced system? No problem. For a small changeover fee we can convert the V4 to any manifold referenced configuration.
--Reverse compatible: The mounting hole configuration of the V4 is the same as the V2 and V3, so if you decide for some reason to change, it will fit.
--Works with any model engine and EFI fuel system. LS, SBC, BBC, Ford, Dodge, any OE or aftermarket fuel system. It does not matter. The V4 is stand-alone. All it needs from the ECM is a BAT + signal to turn on.
--A perfect match to the LSA and LS9 GM crate engines: When used with the CTS-V fuel modules, the VaporWorx control system is a great match to the fuel delivery needs of these engines. Many aftermarket ECM "tunes" for the LSA require a 60psi constant fuel pressure, which is exactly what the FlowWorx kit will provide. For the LS9, the generally accepted method of fueling these engines is to change the fuel injector. GM uses a very small injector, which means that an 85psi fuel pressure is needed. The OE ZR1 pump is a three-phase screw pump that does not lend itself well to adaptation, not to mention it costs close to $2000. So, change the injector to 65#/hr minimum, use a CTS-V fuel module, drive it with a VaporWorx control system, and you have an OE reliable system that should last for years. Here's my favorite car from the 2013 SEMA show, a 1930 Cadillac with a Heidt's suspension and a full GM "Connect and Cruise" LSA engine-transmission package. It's sporting a custom tank with a CTS-V fuel module, VaporWorx mounting hardware, and a FlowWorx control system.
As always, the VaporWorx kits are built to suit your chassis and wiring requirements. It is much easier for us to build the wiring harness to your needs, making it plug-and-play, instead of trying to cut, strip, crimp, and assemble high-power connections. We have invested in all of the proper Delphi tooling dies to provide an OE quality crimp.
Thanks for tuning in. In the near future we'll have some YouTube videos coming out so you can see how the systems work and how easy they are to use.
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
The New VaporWorx V4 Fuel Module Control System - Now in the Palm of Your Hand
Linear Mode
