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Thread: TFI to DIS, great upgrade!

  1. #1

    Default TFI to DIS, great upgrade!

    I went from TFI single coil, to DIS 60-2 with cam sync & CNP. I'm surprised how much better the car runs. I did the upgrade for reliability more than performance. The biggest change was at WOT surprisingly, it now feels really strong all the way till the rev limiter. I don't know if the old MSD Blaster coil was experiencing drop off, or if the module was having problems processing the signal up to 6800 RPM. I did expect the idle to be better and it to start easier, both were improved. The overall driveability is better as well, even noticed a improvement when decelerating to a stop.

    Anybody running the TFI setup, I highly recommend the upgrade. My setup may have just been an exception, but I went through:
    1 MSD module.
    1 Motorcraft module.
    2 AutoZone modules (bought the AutoZone ones in a pinch).
    I had to carry a spare. It reminded me when I was a kid having to carry spare points & condenser in the glove box.
    I appreciate all the help this forum has provided with all the questions I have asked.

  2. #2
    Join Date
    Dec 2009


    I experienced the exact same thing. The engine runs stronger, but much smoother too.

    DIS/CNP/COP benefits from increased coil dwell/recharge time & increased spark energy.
    The timing stability is just incredible, especially with a crank trigger (timing light proves it).
    There's voltage drop from the distributor rotor air gap (worsens with advance phasing).
    Each reluctor tooth misalignment is a timing error in engine degrees on that particular cylinder
    (half the width of a reluctor tooth misalignment equals 7¾° timing error on that cylinder),
    and a distributor's centrifugal mechanism can bend/flex at high RPM causing further inaccuracy.
    Not to mention GM engines drive the distributor off the end of the camshaft with its harmonics.
    Try verifying a distributor's ignition timing with the sequence below; every cylinder isn't always correct! (YouTube Tech Video - Timing Difference From Cylinder-To-Cylinder) (Detailed Crank Trigger/DIS Conversion Information & Reasoning) (Discontinued Holley DIS Kit/Replacement Parts) (Ignition Timing Synchronization - A Two Step Process)
    Troubleshooting & synchronization verification information at the end of post #1.

    Originally Posted by Danny Cabral
    Ignition Timing Cylinder Sequence Verification
    Ensure the Firing Order is entered correctly in Ignition Parameters (System ICF).
    Before the initial start, disconnect the fuel injector harness and verify
    at least, the first four cylinders in the firing order using a timing light.
    If your cylinders are firing in 90° intervals BUT in the wrong sequence,
    the coil harness is connected wrong (at the ECU or at the coil packs).
    Hopefully you have a fully degreed balancer or at least markings every 90°:
    1st cylinder, in firing order, should fire at 0° (or 15° - add whatever your cranking timing is)
    2nd cylinder, in firing order, should fire at 270° (or 285° - cranking timing added)
    3rd cylinder, in firing order, should fire at 180° (or 195° - cranking timing added)
    4th cylinder, in firing order, should fire at 90° (or 105° - cranking timing added)
    5th cylinder, in firing order, should fire at 0° (or 15° - cranking timing added)
    6th cylinder, in firing order, should fire at 270° (or 285° - cranking timing added)
    7th cylinder, in firing order, should fire at 180° (or 195° - cranking timing added)
    8th cylinder, in firing order, should fire at 90° (or 105° - cranking timing added)
    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, R134a A/C, 100HP progressive dry direct-port NOS, 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 pump, 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.

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