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Bosch LSU4.2, NTK UEGO & WBO2 Extension Harness

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  • #16
    Originally posted by Danny Cabral View Post
    The WBO2 sensor harness has one insulated shield wire (as listed in post #1), and the entire 8-wire harness is a shielded sheathing.
    Wow, thanks for the quick response.
    So just so I'm straight, the sheathing ties into the shielding pin on the ECU (A8) correct?
    This is the part that is confusing me, it must as it stops at the terminal and not carried on to the sensor.
    If you could just clarify, it would be greatly appreciated.

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    • #17
      Originally posted by zbrown View Post
      So just so I'm straight, the sheathing ties into the shielding pin on the ECU (A8) correct?
      The shielded harness sheathing doesn't tie into the insulated shield wire.

      This is the part that is confusing me, it must as it stops at the terminal and not carried on to the sensor.
      The insulated shield wire isn't connected to the WBO2 sensor, but it is connected to the ECU. (The shield wire is always grounded at one end only.)
      http://www.newark.com/pdfs/techartic...haWire/USC.pdf (Shielded Wiring - look for "drain wire" on page 2 & 3.)
      May God's grace bless you in the Lord Jesus Christ.
      '92 Ford Mustang GT: 385"/6.3L SBF, Dart SHP 8.2 block, forged steel crankshaft & H-beam rods, forged pistons, Trick Flow Twisted Wedge 11R 205 CNC Comp Ported heads, 12:1 compression ratio, 232°-244° duration/.623" lift/114° LSA camshaft, TFS R-Series FTI Comp Ported intake, BBK 80mm throttle body, Holley Dominator MPFI & DIS, Holley 36-1 crank trigger, MSD 1x cam sync, PA PMGR starter, PA 200A 3G alternator, Optima 34/78 Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal Dual 12" HP 3168 CFM fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, Earl's -6AN fuel system plumbing, Walbro 255 LPH in-tank pump & Pro-M -6AN hanger, S&W subframe connectors, BMR upper & lower torque box reinforcements, LenTech Strip Terminator wide-ratio Ford AOD, 10" 3000 RPM C6 billet converter, B&M Hammer shifter, Stifflers transmission crossmember & driveshaft safety loop, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

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      • #18
        Originally posted by Danny Cabral View Post
        The shielded harness sheathing doesn't tie into the insulated shield wire.
        The insulated shield wire isn't connected to the WBO2 sensor, but it is connected to the ECU. (The shield wire is always grounded at one end only.)
        Once again, thanks for the response. See I assumed there was only 7 wires for the harness, and the 8th was the sheath. Zac

        Comment

        • #19
          Originally posted by Danny Cabral View Post
          You can modify the length of the WBO2 sensor harness on the ECU side, but don't modify the WBO2 sensor wiring itself.
          Personally, I'd never modify the WBO2 sensor's wiring, or any other sensor with attached wiring.
          If I need to replace that sensor, I want to install it "as is", because it's the wear item (not the main harness).
          I understand what you're saying about not modifying the wire length on the sensor for ease a replacement later. My question is, can you shorten the length of the wires on the NTK sensor without affecting the sensor function? I have an Unterminated Main Harness I'm building. It's just that the sensor wires are so long, I'd have to route the connector into the car which is not feasible. And I really don't want to tie the excess up in a bundle. Thanks in advance, Frank.

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          • #20
            Originally posted by franktf View Post
            My question is, can you shorten the length of the wires on the NTK sensor without affecting the sensor function?
            You probably can, but it's highly recommended not to. If you decide to do so, proceed at your own risk. Also, the WBO2 sensor warranty will be void.
            May God's grace bless you in the Lord Jesus Christ.
            '92 Ford Mustang GT: 385"/6.3L SBF, Dart SHP 8.2 block, forged steel crankshaft & H-beam rods, forged pistons, Trick Flow Twisted Wedge 11R 205 CNC Comp Ported heads, 12:1 compression ratio, 232°-244° duration/.623" lift/114° LSA camshaft, TFS R-Series FTI Comp Ported intake, BBK 80mm throttle body, Holley Dominator MPFI & DIS, Holley 36-1 crank trigger, MSD 1x cam sync, PA PMGR starter, PA 200A 3G alternator, Optima 34/78 Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal Dual 12" HP 3168 CFM fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, Earl's -6AN fuel system plumbing, Walbro 255 LPH in-tank pump & Pro-M -6AN hanger, S&W subframe connectors, BMR upper & lower torque box reinforcements, LenTech Strip Terminator wide-ratio Ford AOD, 10" 3000 RPM C6 billet converter, B&M Hammer shifter, Stifflers transmission crossmember & driveshaft safety loop, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

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            • #21
              Thanks for the quick response. I guess I shouldn't do it then.

              Comment

              • #22
                Originally posted by Danny Cabral View Post
                Wideband O2 Sensor Notes:
                • If configuring a new Global File or changing to a different wideband O2 sensor type (Bosch/NTK), be sure to leave the WBO2 sensor(s) disconnected, until you've programmed the correct "Wideband O2 Sensor Type" in the EFI software - Engine Parameters (in System Parameters). According to the warning label on new WBO2 sensors, if the ECU is powered on with the wrong WBO2 sensor selected, damage will occur. Aside from correct software programming, ensure there are no ignition misfires or exhaust leaks upstream of the WBO2 sensor(s).]
                Danny, sorry for the grave digging on this post, but wanted to ask a couple questions. The excerpt above talks about damage will occur if they are powered with wrong programming. Is that damage to the ECU or the sensor? Thanks.
                1969 Camaro - LSX427 TT

                Comment

                • #23
                  Originally posted by will69camaro View Post
                  Is that damage to the ECU or the sensor? Thanks.
                  It damages the WBO2 sensor.
                  May God's grace bless you in the Lord Jesus Christ.
                  '92 Ford Mustang GT: 385"/6.3L SBF, Dart SHP 8.2 block, forged steel crankshaft & H-beam rods, forged pistons, Trick Flow Twisted Wedge 11R 205 CNC Comp Ported heads, 12:1 compression ratio, 232°-244° duration/.623" lift/114° LSA camshaft, TFS R-Series FTI Comp Ported intake, BBK 80mm throttle body, Holley Dominator MPFI & DIS, Holley 36-1 crank trigger, MSD 1x cam sync, PA PMGR starter, PA 200A 3G alternator, Optima 34/78 Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal Dual 12" HP 3168 CFM fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, Earl's -6AN fuel system plumbing, Walbro 255 LPH in-tank pump & Pro-M -6AN hanger, S&W subframe connectors, BMR upper & lower torque box reinforcements, LenTech Strip Terminator wide-ratio Ford AOD, 10" 3000 RPM C6 billet converter, B&M Hammer shifter, Stifflers transmission crossmember & driveshaft safety loop, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

                  Comment

                  • #24
                    Thanks for the reply, I'm pretty sure I wiped one out. I'm gonna run a few more tests, then get another on order. Stupid mistake, stupid reward.
                    1969 Camaro - LSX427 TT

                    Comment

                    • #25
                      Danny with the LSU 4.2 WBO2 sensor, can you use the Holley 558-463 WBO2 Adapter Harness from the Terminator X Kit to run a aftermarket or OEM (I.E. VW) LSU4.2? I ask because of the availability of them and they still have the calibration resistor built-in. Thanks.

                      Comment

                      • #26
                        No. The Terminator, HP & Dominator EFI systems use Holley's proprietary Bosch LSU4.2 & NTK UEGO WBO2 sensors (LINK).
                        The Terminator X & Sniper EFI systems use the Bosch LSU4.9 WBO2 sensor (LINK) and the EFI software is programmed for it.
                        The Holley 558-463 WBO2 Adapter Harness adapts the Bosch LSU4.2 & NTK UEGO WBO2 main harnesses to the Bosch LSU4.9 WBO2 sensor.
                        May God's grace bless you in the Lord Jesus Christ.
                        '92 Ford Mustang GT: 385"/6.3L SBF, Dart SHP 8.2 block, forged steel crankshaft & H-beam rods, forged pistons, Trick Flow Twisted Wedge 11R 205 CNC Comp Ported heads, 12:1 compression ratio, 232°-244° duration/.623" lift/114° LSA camshaft, TFS R-Series FTI Comp Ported intake, BBK 80mm throttle body, Holley Dominator MPFI & DIS, Holley 36-1 crank trigger, MSD 1x cam sync, PA PMGR starter, PA 200A 3G alternator, Optima 34/78 Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal Dual 12" HP 3168 CFM fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, Earl's -6AN fuel system plumbing, Walbro 255 LPH in-tank pump & Pro-M -6AN hanger, S&W subframe connectors, BMR upper & lower torque box reinforcements, LenTech Strip Terminator wide-ratio Ford AOD, 10" 3000 RPM C6 billet converter, B&M Hammer shifter, Stifflers transmission crossmember & driveshaft safety loop, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

                        Comment

                        • #27
                          Danny, any idea if there will be a software/firmware update so we could use the LSU4.9 WBO2 with the jumper harness? Or a CAN Bus setup for WBO2 that would work for fuel correction?

                          Comment

                          • #28
                            Not that I know of. As always, you'll have to contact Holley Tech Service (LINK) for future product release/support availability information.
                            May God's grace bless you in the Lord Jesus Christ.
                            '92 Ford Mustang GT: 385"/6.3L SBF, Dart SHP 8.2 block, forged steel crankshaft & H-beam rods, forged pistons, Trick Flow Twisted Wedge 11R 205 CNC Comp Ported heads, 12:1 compression ratio, 232°-244° duration/.623" lift/114° LSA camshaft, TFS R-Series FTI Comp Ported intake, BBK 80mm throttle body, Holley Dominator MPFI & DIS, Holley 36-1 crank trigger, MSD 1x cam sync, PA PMGR starter, PA 200A 3G alternator, Optima 34/78 Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal Dual 12" HP 3168 CFM fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, Earl's -6AN fuel system plumbing, Walbro 255 LPH in-tank pump & Pro-M -6AN hanger, S&W subframe connectors, BMR upper & lower torque box reinforcements, LenTech Strip Terminator wide-ratio Ford AOD, 10" 3000 RPM C6 billet converter, B&M Hammer shifter, Stifflers transmission crossmember & driveshaft safety loop, FPP aluminum driveshaft, FPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 M/T Street Comp tires.

                            Comment

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