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Thread: Wiring 6EFI box in with Terminator & Dual Sync

  1. #1

    Default Wiring 6EFI box in with Terminator & Dual Sync

    I've searched the MSD 6EFI box (6415) instructions, the Terminator ignition instructions (550-445K) and the dual sync distributor instructions (565-209). I cannot for the life of me find a clear wiring diagram for a dual sync distributor to connect to the CD box and the EFI system to run ECU Timing Control. I know I CAN use the box. I just can’t find HOW. If it helps, it’s installed on a Dodge 400 big block.

  2. #2
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    Originally Posted by Danny Cabral
    FYI: Holley EFI now sells their own Dual Sync (LINK) & HyperSpark (LINK) Hall-Effect distributors.
    They're a small cap design, "plug & play" with Holley EFI, and no need for a modified Firing Order.
    The Dual Sync crank & cam sensor signals also provide sequential injection capability (MPFI applications).
    The Dual Sync is "plug & play" (into the 10-pin ignition connector on the EFI Main Harness), and both
    distributors require a CD ignition box (Instructions), unless the Dual Sync is used with a CNP ignition system.
    The MSD 6201 Digital 6A CDI box & 8253 HVC-2 coil are a great match.
    The MSD CD ignition box is wired as shown in the Holley EFI Wiring Manual:
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual - Figure 11, Page 20)
    https://www.youtube.com/watch?v=AM7r-DauCak (Holley EFI Dual Sync Distributor - YouTube Tech Video)
    https://www.youtube.com/watch?v=2JpHlS1ymBc (Holley EFI HyperSpark Distributor - YouTube Tech Video)
    A Dual Sync blank cap is available, if the user decides to convert to Coil-Near-Plug/DIS later (no CDI box).
    Of course, the Dual Sync distributor can also be used as a crank and/or cam sync/oil pump drive unit.

    The Custom Ignition Parameters (in System Parameters) for the Holley EFI Dual Sync Distributor:
    Ignition Type ............. ― "Custom"
    Crank Sensor Type ..... ― "1 Pulse/Fire" (← Holley Dual Sync Distributor)
    Sensor Type .............. ― "Digital Falling"
    Inductive Delay .......... ― "100.0 usec" (← Synchronization info, adjusted per application.)
    Ignition Reference Angle ― "50°" (← Inherent Ignition Reference Angle & rotor-phasing of this unit.)
    Cam Sensor Type ........ ― "Single Pulse" (← "Not Used" for TBI, unless CNP ignition.)
    Sensor Type .............. ― "Digital Falling"
    Output Setup Type ..... ― "Points Output Fixed Duty Cycle (MSD)" (← MSD CD Ignition Box)
    -----------------------------------------------------------
    Holley CNP Smart Coils and/or GM LSx Ignition Coils:
    Output Setup Type ..... ― "DIS Coil On Plug" (← Holley CNP Smart Coils and/or LSx Ignition Coils)
    Dwell Time ................ ― "3.5-5.0 msec" (← See page 1 for Holley CNP coils, and page 3 for GM LSx coils.)
    https://www.holley.com/brands/holley...efi_dual_sync/ (Holley EFI Dual Sync Distributors)

    The Custom Ignition Parameters (in System Parameters) for the Holley EFI HyperSpark Distributor:
    Ignition Type ............. ― "Custom"
    Crank Sensor Type ..... ― "1 Pulse/Fire" (← Holley HyperSpark Distributor)
    Sensor Type .............. ― "Digital Rising" (← I prefer Digital Falling.)
    Inductive Delay .......... ― "100.0 usec" (← Synchronization info, adjusted per application.)
    Ignition Reference Angle ― "57.5°" (← Inherent Ignition Reference Angle & rotor-phasing of this unit.)
    Cam Sensor Type ........ ― "Not Used" (← This distributor doesn't have a cam sensor.)
    Output Setup Type ..... ― "Points Output Fixed Duty Cycle (MSD)" (← MSD CD Ignition Box)
    https://www.holley.com/brands/holley..._distributors/ (Holley EFI HyperSpark Distributors)
    https://www.holley.com/products/fuel.../parts/558-323 (Holley EFI HyperSpark Ignition Adapter)
    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, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 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, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, 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

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    Much appreciated! Hoping this is the final stretch to a proper running classic!

  4. #4
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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 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, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 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, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, 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

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    Thought I'd bring this back to life since I ran into the same issue. FYI: I have a Terminator Stealth TBI so no crank sensor. I'm just running this with the Dual Sync distributor off the camshaft.

    1) Looking at page 10 of the manual for the 6EFI box (6EFI installing to Holley Terminator it's titled), it looks like I need to take the green & violet wires from the Dual Sync distributor and connect them to the green & violet from the 6EFI CD box. No problem there. My problem is the manual for the Dual Sync distributor has no wiring diagrams. I wish it did, or at least that the 6EFI manual had a diagram for using the Dual Sync distributor.

    So do I take the connector from the Dual Sync and unpin the green & violet wires (connecting them to the 6EFI box) then still connect the Dual Sync plug (with red/white & violet/white) wires to the Terminator harness?

    I noticed at the top of the page 10 it says "NOTE: Refer to Terminator EFI Instructions if Timing Control is Desired. Special Harness and Distributors are required". I know the Dual Sync distributor is what this refers to, but does it also mean I have the wrong harness? I'm confused on what to do with the Dual Sync connector to the Terminator harness after diverting the green & violet to the CD box?

    2) In reference to the ignition settings Danny posted above, which are in the Dual Sync manual, the latest V5 171 doesn't have just a "Points Output" option for type. I have "Points Output Adjustable Dwell "and" Points Output Fixed Duty Cycle (MSD)".

    It feels correct to chose the later which specifies MSD, but then that option of course has no Dwell Time option because it's fixed. Which is best to choose?. Thanks! Alex

  6. #6
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    See post #2 above. The new "Points Output Fixed Duty Cycle (MSD)" Output Setup already has the proper Dwell Time set in the background.

    The MSD CD ignition box is wired as shown in the Holley EFI Wiring Manual:
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual - Figure 11, Page 20)
    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, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 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, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, 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.

  7. #7

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    Thank you for updating that and pointing me to the right diagram. Much appreciated!

  8. #8
    Join Date
    Dec 2009
    Location
    Connecticut
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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 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, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 200A 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, -6AN fuel system plumbing, Walbro 255 LPH pump, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/3000 RPM converter, B&M Hammer shifter, 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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