Results 1 to 5 of 5

Thread: Initial Startup - Installing Terminator EFI on a New/Rebuilt Engine

  1. #1

    Question Initial Startup - Installing Terminator EFI on a New/Rebuilt Engine

    I'm sorry for posting a new thread when I know that one already exists for this, but I've looked through 3 subgroups and can't find it.
    What additional considerations or steps need to be considered when you rebuild an engine AND install the Terminator EFI at the same time? For some, with flat tappet cams, there will be additional steps. Myself, I have a roller cam, so I don't need to worry as much about cam lobes and running the engine up as soon as it starts, but feel free to include that in your replies because others may find it beneficial for their builds.

    My biggest concern is with setting timing. I will be using the timing control feature with a small-cap GM distributor. Having not started the engine yet, I know I'll be trying to find base timing first, before I can sync it with the ECU. Any and all tips are appreciated.

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,064

    Default

    You should initially synchronize the ignition timing by cranking the engine with the fuel injector
    harness disconnected. This step should be accomplished, before starting the engine for the first time.
    http://documents.holley.com/techlibr...r10546rev1.pdf (Quick Start Guide - Page 5)
    http://forums.holley.com/showthread....ing-Holley-EFI (Ignition Timing Synchronization)

    If you're cranking the engine (with the injector harness disconnected), sync at 15° or whatever your Cranking Timing is.
    If you're idling the engine (without disconnecting anything), sync at 25° or whatever your idle timing on your Timing Table is.

    FYI: If you're unsure about the initial distributor installation/positioning, or you'd like to verify the base timing before starting the engine, it's suggested to disconnect the fuel injector harness and crank the engine while viewing the Cranking Timing with a timing light. This prevents the engine from starting, but still allows you to adjust & confirm the base timing (engine safety). When the Cranking Timing is correct (synchronized), the timing at idle will be too.
    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, 160A 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/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

  3. #3

    Default

    Thanks Danny. That worked like a charm!

  4. #4

    Default

    Do I need to sync my timing, even if I have my stock coil & stock distributor not being controlled by ECU?

  5. #5
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,064

    Default

    No. Since this is a non-ECU controlled timing application, ignore the Base Timing Table (and anything ECU timing related).
    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, 160A 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/2800 RPM converter, M4602G aluminum driveshaft, FRPP 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 tires.

Tags for this Thread

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  
About us
Holley has been the undisputed leader in fuel systems for over 100 years. Holley carburetors have powered every NASCAR® Sprint® Cup team and nearly every NHRA® Pro–Stock champion for four decades. Now, Holley EFI is dominating the performance world as well as our products for GM's LS engine. Holley's products also include performance fuel pumps, intake manifolds & engine dress–up products for street performance, race and marine applications. As a single solution, or partnered with products from other Holley companies - Hooker Headers, Flowtech Headers, NOS Nitrous, Weiand, Earl's Performance Plumbing, or Diablosport - Holley products can give you the edge you need over the competition.
Join us