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CBM Motorsports™ MEFI™ 4 pinout id manual.

cbm mefi 4 connector id







$400 for 1st hour and set-up
$150 for each additional hour.




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View MEFI™ 24x to 58x conversion.







mefi 4, 4a, 4b ecm

CBM MEFI™ Electronic Control Modules for LS and Ecotec, Versions 4, 4a, 4b and 5.

With base tune or no tune.


mefi 4 ls wiring harness

CBM MEFI™ stand alone LS, Ecotec wiring harness`s.

Includes relay pack.


mefi 4 mounting plate

CBM MEFI™ mounting plate.





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mefi 4 ecm

This is the MEFI™ ECM version 4. It has two connectors and three mounting bosses.


mefi 4 ecm

Back side of the ECM. Note the part

number on the sticker. In this case "12575479".


mefi ecm part number

All MEFI™ ECM's have a part number like this that can be used to determine the "series" or "generation" that the MEFI™ system is.


mefi 1, 2, 3, 4, 5 ecu

MEFI™ ECM version 1, 2.

MEFI™ ECM version 3, 4.

MEFI™ ECM version 5, 6.


inside mefi 4 ecu

Inside the ECM. The MEFI™ ECM is manufactured using a state-of-the-art, thick-film “hybrid” technology that forms the circuits by literally “printing” layers of conductive and nonconductive ink onto a ceramic substrate. The result is an extremely rugged and durable circuit board that can be mounted directly onto the engine if required, because it can handle very high temperatures and severe vibrations.


mefi 4

Extensive use of “flip chip” integrated circuit technology makes possible a smaller ECM. Flip chips require less space because they do not have the plastic covering of typical chips and are “flipped” over to fasten directly to the board. The MEFI™ ECM also "learns" as it is driven, fine-tuning its calibration / outputs in response to atmospheric conditions, engine condition, and driving style.


cbm mefi 4 pinout

CBM Motorsports™ MEFI™ pinout id v4 1 of 2.


cbm mefi 4 pinout

CBM Motorsports™ MEFI™ pinout id v4 2 of 2.



Hot Rods, Sand Rails, Drag Cars, Off Road Trucks and Boats.

The fundamentals of the 4-stroke internal combustion engine haven't changed since its invention - it's still suck, squeeze, bang, blow; and the engine still needs just three things to run: air, fuel, and spark. How well it runs, and how much power it makes still depends on combining these three things in the right proportions at the right time. The more you step on the throttle pedal, the more the throttle blade opens, and the more air enters the engine. Feeding an engine the right amount of fuel is basically a function of engine load - the more load on the engine, the more fuel it needs. Spark timing is basically a function of engine speed - the faster the engine speed, the earlier in the "squeeze" (compression stroke) the spark must be fired.


In today's modern EFI engines, fuel and spark delivery are controlled by a computer or Electronic Control Module (ECM). Fuel is delivered, or injected, directly into the cylinders by fuel injectors. Fuel injectors are nothing more than highly sensitive and accurate valves - they are supplied fuel by the fuel rail at a constant pressure, and have a calibrated orifice, or opening. The computer fuels the engine by telling the injectors when to "fire" (open and deliver fuel), and controls how much fuel is delivered by how long it tells the injector to stay open. Spark timing is similarly controlled by the computer. In the case of the LS2, which has individual ignition coils for each cylinder, the computer simply tells each coil when to "fire" and thereby create a spark across the spark-plug electrodes which, of course, ignites the fuel-air mixture in the cylinder and begins the "bang", or compression stroke, which is what makes power at the crank.