Page 2 of 2 FirstFirst 12
Results 11 to 17 of 17

Thread: 1993 Cobra Holley HP EFI

  1. #11
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,112

    Default

    Yes. The 3-wire Hall-Effect sensor and the one blade reluctor, are the only two components you need inside the distributor. With a conventional distributor, the ignition rotor and reluctor are attached to the shaft, so the shaft must maintain #1 rotor/cap terminal phasing. The cam sync signal should occur at 185°-195° BTDC, on the #1 cylinder's compression stroke.

    For a conventional distributor application, just leave the one shutter blade that's in this Digital Falling position (180°-195° BTDC, on the #1 cylinder's compression stroke), and cut off the others or modify the reluctor/shutter wheel (usually a set screw) so it's rotationally adjustable.

    For a distributorless application, you don't need the cap & rotor (obviously), but you also do NOT need to modify the reluctor/shutter wheel with a set screw either (since DIS allows 360° shaft adjustability). The cap & rotor are eliminated, so there's no #1 terminal rotor phasing.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: Dominator MPFI & DIS, A/C, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/X-pipe/shorty headers, 100HP progressive dry direct-port NOS, 160A 3G alternator, Optima Red battery, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, 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.

  2. #12

    Default

    Awesome. Thank you.

  3. #13
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,112

    Default

    You're welcome. I made a clarification in post #11:
    A distributorless application does NOT require modifying the reluctor/shutter wheel with a set screw (since DIS allows 360° shaft adjustability). There's no #1 terminal rotor phasing with the cap & rotor are eliminated.
    With a conventional distributor, the ignition rotor and reluctor are attached to the shaft, so the shaft must maintain #1 rotor/cap terminal phasing; hence the need for a rotationally adjustable reluctor/shutter wheel.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: Dominator MPFI & DIS, A/C, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/X-pipe/shorty headers, 100HP progressive dry direct-port NOS, 160A 3G alternator, Optima Red battery, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, 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.

  4. #14

    Default

    I had a chance to look at my distributor, the TFI looks like it will require more thinking compared to a MSD pro distributor in regards to modifying. The wheel can easily be modified for tooth removal, but I'm confused because the rotor interlocks with the reluctor, so not sure how to make them independent of each other. Trying to attach picture to give a visual. Well, I guess you were saying that above.
    Last edited by robertc68; 12-31-2016 at 03:06 PM.

  5. #15
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,112

    Default

    Quote Originally Posted by robertc68 View Post
    ...but I'm confused because the rotor interlocks with the reluctor, so not sure how to make them independent of each other.
    Don't cut anything yet; this might be easier than you think.
    The cam sync signal should occur at 185°-195° BTDC, on the #1 cylinder's compression stroke.
    So just leave the one shutter blade that's in this Digital Falling position, and cut off the others.
    http://forums.holley.com/showthread....m-Sensor-Setup (Crank & Cam Sensor Setup - Read "2.0 Cam Sync Positioning")

    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: Dominator MPFI & DIS, A/C, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/X-pipe/shorty headers, 100HP progressive dry direct-port NOS, 160A 3G alternator, Optima Red battery, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, 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.

  6. #16

    Default

    I must say, I'm learning quite a bit here. I really appreciate the help.

  7. #17
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    22,112

    Default

    You're welcome.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: Dominator MPFI & DIS, A/C, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/X-pipe/shorty headers, 100HP progressive dry direct-port NOS, 160A 3G alternator, Optima Red battery, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, 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.

Page 2 of 2 FirstFirst 12

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