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Thread: Cam/Crank Sensor Wiring Question

  1. #1

    Question Cam/Crank Sensor Wiring Question

    Which way should I run the CAM & CRANK position sensor wires on my Jeep stroker engine?
    Option 1:
    - Along the passenger side of the block, to the firewall, and then to the ECU.
    - This is easier to route as it is very direct.
    - Disadvantage is the wires go in the same area as the coil driver.
    Option 2:
    - Around the front of the block, join the fuel injection bundle above the intake manifold, and then to the ECU.
    - This way seems comparatively harder to route due to the coolant hose things.
    - Advantage is the wires go nowhere near the coil driver.
    Sensor details:
    - Hall-Effect for both.
    - Holley shielded wire for both.

    Directly uploading the pictures here is failing. Here are links to the two options on my Facebook project page.
    Hopefully this method works since the normal way did not.
    Routing on the driver side:
    https://www.facebook.com/theelephant...type=3&theater
    Routing on the passenger side:
    https://www.facebook.com/theelephant...type=3&theater

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    20,159

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    I've never had any signal interference problems using Hall-Effect sensors with shielded wire.

    The more robust Hall-Effect sensors are preferred because they're not susceptible to EMI/RFI interference/noise,
    and their digital square-wave signal strength is consistent, regardless of RPM (unlike the VR magnetic sine-wave).
    Also, the VR magnetic pickup signal is weaker at cranking speeds.

    Hall-Effect: 3-wire, square wave signal (digital), pulse generation
    VR Magnetic: 2-wire, sine wave signal (inductive), voltage generation
    http://www.electronicproducts.com/El...g_for_you.aspx (Hall-Effect vs VR Magnetic)

    Custom Hall-Effect sensors and/or shielded harnesses:
    1) The ECU already has the pull-up resistor for sinking output (open collector) sensors inside, so don't add anything.
    2) The ECU already has the shield (drain) wire connection/pin grounded inside, so don't ground it at the sensor end.
    Think of the shield wire as an antenna pointing to the sensor; it's only supposed to be grounded at the ECU end.
    http://www.newark.com/pdfs/techartic...haWire/USC.pdf (Shielded Wiring - look for "drain wire" on page 2 & 3.)
    http://forums.holley.com/showthread....3598#post53598 (Wiring Additional Sensors - Holley HP & Dominator ECUs)
    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/2500 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.

  3. #3

    Default

    Danny, so either option would be fine?

  4. #4
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    20,159

    Default

    Yes, I bundled mine together with the main harness in the last two Holley Dominator EFI equipped vehicles I've owned.
    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/2500 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.

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