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Thread: New Member. Some questions please.

  1. #131
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    Quote Originally Posted by knightrider View Post
    So just to be clear that universal 558-307 harness needs to be pinned into my main harness I have now?
    No, it's much easier than that. Your main harness remains "as is". The Holley 558-307 CNP main harness has terminals attached on the nine loose wires for connecting into the J1B ECU connector. Here's the instructions (LINK).
    https://forums.holley.com/showthread...-For-CNP-Coils (Related Forum Thread)
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, 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 MT tires.

  2. Default

    Thanks again Danny for the help. I appreciate it a lot. Looking forward to going CNP with the added bonus of controlled timing via the Holley. It'll be interesting to see the difference compare to a dumb GM large cap HEI. Cheers.

  3. #133
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    Quote Originally Posted by knightrider View Post
    Thanks again Danny for the help. I appreciate it a lot.
    You're welcome.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, 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 MT tires.

  4. Default

    Quick question, does the new Pro Dash work with the Terminator? It only says Terminator X, which I don't even know what that is. Cheers

  5. #135
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    Yes, the regular Terminator EFI is an HP EFI system.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, 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 MT tires.

  6. Default

    Oops, I see that now, I just saw Terminator X and missed the HP bit. Sorry, cheers & thanks.

  7. #137
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    You're welcome, and no problem.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, 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 MT tires.

  8. Default

    Which coil to run that's reliable if running Holley's dual sync distributor and an MSD Digital 6AL?
    Was looking at just an MSD SS Blaster, but unsure.

    The reviews on Summit are less than encouraging with multiple failures, most of which are from people who do long trips. Am I correct in assuming that I can control timing with the Digital MSD? Cheers & sorry if I've been over this, but so many choices as I was going to go with the dual sync and 8 LS coils, but can't see it being better, especially if running a MSD 6AL; so you have multiple spark at idle, which you won't have with the LS coil setup I'm guessing. Thanks.

  9. #139
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    Jul 2014
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    I run a simple Blaster 82023 with MSD 6AL2 box and Holley Dual Sync. The HP EFI software will control timing, so you don't need the Digital MSD per say. I've also been running my system for over five years without an issue and I do some long trip driving, for what that's worth.

  10. #140
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    Quote Originally Posted by knightrider View Post
    Which coil to run that's reliable if running Holley's dual sync distributor and an MSD Digital 6AL?
    Was looking at just an MSD SS Blaster, but unsure.
    I always recommend using a CD ignition box with distributor type ignition systems. Here's why: LINK.

    Am I correct in assuming that I can control timing with the Digital MSD?
    Yes, read the LINK above.

    Cheers & sorry if I've been over this, but so many choices as I was going to go with the dual sync and 8 LS coils, but can't see it being better, especially if running a MSD 6AL; so you have multiple spark at idle, which you won't have with the LS coil setup I'm guessing.
    Distributorless/multiple coil ignition systems (DIS/CNP/COP) don't use CD ignition boxes.
    The coil-per-cylinder ignitions output great spark energy and saturation time (duration).

    Quote Originally Posted by weendoggy View Post
    I run a simple Blaster 82023 with MSD 6AL2 box and Holley Dual Sync. The HP EFI software will control timing, so you don't need the Digital MSD per say. I've also been running my system for over five years without an issue and I do some long trip driving, for what that's worth.
    ECU controlled timing, even with a distributor type ignition system. I'd prefer the ECU to control timing (because there are many ECU parameters/features that function off of the timing control), and use the MSD CD ignition box for increased spark energy.
    31x31 Timing Table,
    Idle Spark Control,
    Rev Limiters,
    2-Step Retard,
    General Timing Retards,
    Boost Timing Retards,
    N2O Timing Retards,
    Water/Meth Retards,
    Traction Control Retards,
    Trans Torque Retards,
    Cranking Retard,
    Knock Sensors,
    CTS Modifier,
    IAT Modifier,
    Advanced ICF, etc.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, 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 MT tires.

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