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Thread: Terminator/Dual Sync Setup

  1. #1

    Default Terminator/Dual Sync Setup

    After the difficulty of locating the correct wiring diagram for the Terminator, MSD6 & Dual Sync, I'm all hooked up and ready to go...not quite it looks like. I'm now confused on the ECU configuration portion in the dual sync instructions. The dual sync is "plug & play" and the instruction say to configure the ECU properly, but that can't be done through the handheld as there isn't a dual sync option? Do I really need to find a laptop, download the EFI software (which version V2, V3, V4, V5?), then configure the ECU through a cord that wasn't provided in either the dual sync or Terminator Kit?

  2. #2
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    Quote Originally Posted by OldsCuts View Post
    Do I really need to find a laptop, download the EFI software (which version V2, V3, V4, V5?)...
    You first need to determine which ECU firmware you have.
    EFI Software & ECU Firmware Versions:
    EFI SOFTWARE: click "Help" tab (top toolbar) & "About Holley EFI".
    ECU FIRMWARE: click "Sync With ECU" & "Get ECU Info" (Key-on/USB connected).

    ...then configure the ECU through a cord that wasn't provided in either the dual sync or Terminator Kit?
    The newer EFI software/ECU firmware versions have the Holley Dual Sync option available on the 3.5" TSLCD unit.
    The EFI laptop software (if applicable), ECU firmware & touchscreen unit must all be version compatible (LINK).
    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

    Default

    Sorry, more confusion. My handheld only had GM small cap option (maybe Ford as well). I assume that means I need updated software/firmware?

    To determine software, I need to download that into computer, then plug into the ECU to get the firmware? I need to locate a laptop I can use for this process (only have a work laptop that won't allow other programs installed). Seems like a catch 22 right now, I need software to get firmware, but I need a laptop and correct software first? Can I get firmware with the handheld?

  4. #4
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    Again, you might not need to program the Ignition Parameters with a laptop/EFI software.
    The newer ECU firmware/3.5" TSLCD firmware should have the Holley Dual Sync option.
    Also, the 3.5" TSLCD is capable of updating the ECU firmware. Scroll down to Holley EFI Digital Dashes (LINK).
    The instructions (PDF file) & ECU firmware (.eep file, Firmware folder/Documents) are included in the
    EFI software download. Go to your "Documents", "Holley" folder, "HEFI V2, V3, V4" folder, "Firmware" folder.
    Before updating firmware, ensure the current Global File is saved somewhere, since it will be erased from the ECU.

    I'd contact Holley Tech Service (LINK) for the Terminator GCF Wizard & related SD card files for your 3.5" TSLCD.
    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

    Default

    OK thanks Danny. I will call them when I'm with the car and can walk me through the process. This has by far been the most confusing part of the entire install (with the wiring setup for the Terminator, MSD6, Dual Sync coming in second, but thanks to your posts & links to the wiring diagram located in the HP ECU setup, I got through that one).

  6. #6

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    OK, I got the EFI software and setup all complete and the car starts and runs. But now won't shut off with the key. I ran a temp wire to a different switched 12V source and moved the wires to make sure there wasn’t any EMI. The 3.5" touchscreen goes blank and the engine bobbles a bit, but otherwise keeps running. The only thing that may be doing something weird in the 12V switched is I currently have the 12V switched together for the ECU and the MSD 6A. Could that do it? I can try to split them apart. Or should I be looking outside the 12V switched circuit for something else?

  7. #7
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    Quote Originally Posted by OldsCuts View Post
    The only thing that may be doing something weird in the 12V switched is I currently have the 12V switched together for the ECU and the MSD 6A. Could that do it? I can try to split them apart.
    As a quick test, run a loose jumper wire to the battery, then connect & disconnect it solely to the switched +12V red/white wire.
    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.

  8. #8
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    Quote Originally Posted by Danny Cabral View Post
    The newer ECU firmware/3.5" TSLCD firmware should have the Holley Dual Sync option.
    Yes, but I still do not understand how the Holley EFI PC software (V2, V4 & V5) does not have the Holley Dual Sync option.
    1970 Dodge GTX - Small Block Mopar 418ci - HP EFI Terminator TBI

  9. #9
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    You program it in the Holley EFI software. See 2nd paragraph below. This is also in the Holley Dual Sync Distributor instruction manual.

    Originally Posted by Danny Cabral
    FYI: Holley EFI now sells their own Dual Sync Hall-Effect distributors (LINK).
    They're a small cap design, "plug & play" with Holley EFI, and no need for a modified Firing Order.
    The crank & cam sensor signals also provide sequential injection capability (MPFI applications).
    It's "plug & play" (into the 10-pin ignition connector on the EFI Main Harness) and requires a CD
    ignition box (Instructions). 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)
    A blank cap (LINK) is available, if the user decides to convert to Coil-Near-Plug/DIS later (no CDI box).
    Of course, this component 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"
    Sensor Type .............. ― "Digital Falling"
    Inductive Delay .......... ― "100.0 usec" ( Synchronization info, adjusted per application.)
    Ignition Reference Angle ― "50°" ( Inherent 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" ( CDI box ground trigger.)
    Dwell Time ................. ― "2.0 msec" ( Do not set this to 1.5 msec!)
    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.

  10. #10

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    Back to power issues. Ran wire direct to battery and engine shut off as soon as I opened it. So ran another wire direct to the pink wire on ignition switch at column. Started & stopped several times no issues. Went on a test drive and came back to no shutting off again same as before. I checked the voltage and see 6-8 volts residual sitting there anytime the engine keeps running. Gone with engine off. I isolated the MSD box with same effect. Not sure where this other voltage is coming from, but it’s residual as it seems to drop enough when applying a load to then kill the engine. I guess I will try a relay setup next to get clean switched power on that circuit to the ECU.

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