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Thread: Running GM TBI With Holley ECU

  1. #1

    Default Running GM TBI With Holley ECU

    Has anyone done it? Can it be done? Considering trying it due to the availability of injectors & throttle bodies.

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
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    If you know the "Fuel Injector Information" to enter in the Engine Parameters screen, yes.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS T/W 11R 205 heads, 232°-244° duration/.623" lift/114° LSA camshaft, 12:1 C/R, TFS R-Series FTI ported intake, BBK 80mm T/B, Holley Dominator MPFI & DIS, 36-1 crank trigger, 1x cam sync, 200A 3G alternator, Optima Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal dual 12" fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, -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 AOD, 3000 RPM converter, B&M Hammer shifter, Stifflers trans 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.

  3. #3

    Default

    Sorry, should have been more specific. I have an old analog system, and want to run a GM TBI.

  4. #4
    Join Date
    Dec 2009
    Location
    Connecticut
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    29,472

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    Only if it uses the same two fuel injectors as the old Holley analog system (because you can't program the ECU fuel injector parameters).
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS T/W 11R 205 heads, 232°-244° duration/.623" lift/114° LSA camshaft, 12:1 C/R, TFS R-Series FTI ported intake, BBK 80mm T/B, Holley Dominator MPFI & DIS, 36-1 crank trigger, 1x cam sync, 200A 3G alternator, Optima Red battery, 100HP progressive dry direct-port NOS, R134a A/C, Spal dual 12" fans, Frostbite 3-core aluminum radiator, Pypes dual 2.5" exhaust, off-road X-pipe, shorty headers, -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 AOD, 3000 RPM converter, B&M Hammer shifter, Stifflers trans 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.

  5. #5

    Default

    I've actually done this, although I'm still working on refining what needs to be done. I took a GM 7.4L throttle body and had it bored out to 54mm then installed it on a SBC 350. I used a Holley Avenger wiring harness, and then I made an injector harness that consists of the two injector connectors. I also installed a Holley air charge sensor from an Avenger throttle body setup and routed it through the grommet on the GM throttle body where the injector wires go. Then I connected my injector harness to the Holley engine harness. This actually worked and I was able to get all sensors to work and dyno my engine. The one thing I had to do beyond this was to repin the IAC connector because it was setup for a Chrysler pin-out. It made about 390 HP and about 420 TQ. The one problem I had with both the GM throttle body and the Holley Terminator throttle body was that I was never able to get the engine to run right at idle. It always seemed to idle high. Once I get my engine setup with the Terminator throttle body I'm going to try to do some additional testing with the GM throttle body to see if I can get it to work exactly the way I want. I created a spreadsheet to cross-reference the GM wiring to the Holley wiring to facilitate this. As part of this process I also created a new harness to connect the GM throttle body to the Terminator harness because it was a hassle switching the entire harness to test both the Terminator and the GM throttle bodies. The difference between the Avenger harness and the Terminator harness is that the Terminator harness uses smaller wires to actuate the injectors. The wires on the Avenger were larger. I don't think this will be a problem if I'm firing only two injectors, but more than that could be. I haven't had a chance to test out this new harness yet.

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