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Thread: HP loose end wires to?

  1. #1

    Cool HP loose end wires to?

    I keep seeing where some of you are connecting the red/white wire that's labeled Switched +12V to the B20 connector? Reasoning? The main harness I have is Holley 558-118. Can someone give me a legend on the loose wire leads and their destination? Some of the labels are off on mine and this particular harness doesn't match the standard Holley loose wire legend.

  2. #2
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    Quote Originally Posted by SICK_FOX View Post
    I keep seeing where some of you are connecting the red/white wire that's labeled Switched +12V to the B20 connector?
    What? You'll have to show me this. I think you're confused with the B20 crank/cam sensor ECU 12V power modification. Read 3rd paragraph below:

    Crank & Cam Sensor Wiring Tips:
    The 10-pin Ignition Connector has one "Chassis Ground" (loose black wire ground) and two "IPU Grounds" (clean ECU ground).
    Don't use "Chassis Ground" to ground an ignition module (or crank & cam sensors). It's quick & easy to move the ignition
    module ground wire from (cavity) pin D "Chassis Ground" to pin C or G "IPU Ground", where it should be.

    If you don't have the actual Metri-Pack terminal release tool, a "safety pin" will work.
    It just needs to be a stiff wire between .030"-.035" in diameter to release the terminal tab.
    Then reopen (bend) the terminal tab before reinsertion, so it will clip (lock) into the cavity.
    http://www.whiteproducts.com/removal_tools.shtml (T-6 Micro Terminal Release Pick Tool)

    Also, don't use (cavity) pin E "Switched +12V" from the 10-pin Ignition Connector, to power an ignition module
    (or crank & cam sensors), unless you've modified the wiring source to connect from pin B20 - EST 12V Output
    (P1B ECU Connector). This LINK explains why & how to do it.
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual, Sections 2.1 "Pin-Outs" & 13.0 "Wiring Appendix")
    Can someone give me a legend on the loose wire leads and their destination?
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual - Section 6.0 "Loose Wires", Page 11)

    Some of the labels are off on mine and this particular harness doesn't match the standard Holley loose wire legend.
    The Holley EFI 558-118 Ford MPFI/CNP Main Harness is wired just like Holley 558-307 Universal CNP Harness (LINK) and the Holley 558-104 Universal Main Harness (LINK - Section 13 Wiring Appendix). Except the IAC motor is wired for a Ford PWM unit.
    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

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    OK yeah, I must be confused. I'm running a Dual Sync Distributor, Holley CNP smart coils with this harness. So your telling me this harness is plug & play with the 5.0L pushrod IAC engine? No configuring I/O with it?

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    Quote Originally Posted by SICK_FOX View Post
    So your telling me this harness is plug & play with the 5.0L pushrod IAC engine?
    Read the Holley 558-118 product webpage "Overview"; it states what the IAC motor application is.

    No configuring I/O with it?
    Yes, you have to program the EFI software for the Ford PWM IAC motor. The wire harness/hardware doesn't change your Global File.
    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.

  5. #5

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    As always thanks Danny. With this setup in your opinion, what would be the best way to give the HP ECU a speed signal? In my transmission, I have a 2-wire VSS sensor.

    Oh, back to the IAC question. What I was referring to is the configuration. I know in the past before this new Ford CNP harness came out, people were using the FORD IAC, but had to use an Input & Output. Just was wondering if that was the case as well with the Holley 558-118 & pre-terminated Ford connector?

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    Quote Originally Posted by SICK_FOX View Post
    As always thanks Danny. With this setup in your opinion, what would be the best way to give the HP ECU a speed signal? In my transmission, I have a 2-wire VSS sensor.
    This is how I did it: https://forums.holley.com/showthread...ith-Holley-EFI (Holley EFI VSS Input)

    Oh, back to the IAC question. What I was referring to is the configuration. I know in the past before this new Ford CNP harness came out, people were using the FORD IAC, but had to use an Input & Output. Just was wondering if that was the case as well with the Holley 558-118 & pre-terminated Ford connector?
    1st, you never had to use an Input, only an Output. 2nd, yes, you still have to program the EFI software for the Ford PWM IAC motor; same as always. The Holley 558-118 Harness only addresses the hardware convenience (wiring), not the EFI software.
    http://forums.holley.com/showthread....neral-IAC-Info (General IAC Information - Read "IAC NOTES")
    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.

  7. #7

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    Gotcha, Thanks Danny.

  8. #8
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    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, 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.

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