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Thread: HP EFI, FORD 302 - ignition & base calibration.

  1. #1

    Default HP EFI, FORD 302 - ignition & base calibration.

    Hello. I'm in the process to convert my FORD 302 from carburetor, mild cam and a simple inductive coil into EFI powered engine.
    Installed the hardware of Holley HP EFI (PN 550-500) and need now some questions answered and confirmation about my opinion.

    Ignition:
    I learned so far that I should use best a CD-ignition box. I will use a MSD 6AL and a MSD Blaster coil (PN 8222), more over a Holley Dual Sync Distributor will be installed.
    The wiring in the manual is a little bit different in the outlay, but it seems to be that figure 11, page 20 will apply for my wiring in general. The connector of the Holley DSD fits to the connector of the main harness.
    Question No. 1:
    Is it right that in my case the white wire of the CD-box will be connected to the white loose wire of the main harness only? Anything else to do?

    EFI Software adjustments:
    There are little base or customs calibrations for my simple 302 FORD engine.
    My main concern is a proper base fuel flow table for the first start and running.
    My intention now is to use the closest GM setup: MPI36SB225HE as my base calibration, of course adjusting different sections in particular ignition but also others, where it is needed to create my individual calibration.
    Question 2:
    Any better solution for the first calibration of my little FORD engine or is there a calibration for a SB FORD - natural aspirated, No NOS, No TFI ignition, available?
    Many thanks, Martin
    Last edited by SpeedKills; 04-18-2019 at 03:01 AM.

  2. #2

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    Yes, loose white wire to the CD box. That and the correct settings in the software. I don't remember the available base tunes, been a few years since I started mine, but it's not that critical. A naturally aspirated, 1 bar MAP sensor tune, with the right changes for your combo should get you up & running easily.
    '95 Lightning, HP EFI, 351W, S472SX-E, 20 PSI,N2O,pump & W/M

  3. #3
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    The base calibration you start with, must correspond to the MAP sensor you're using!
    Selecting the correct MAP sensor in the Sensors ICF does not rectify the wrong Base Fuel & Timing Tables.
    Ensure all this is correct: http://forums.holley.com/showthread....ents-Read-This (Initial Checks & Adjustments - Read Steps #1-#6!)
    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.

  4. #4

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    Many thanks for the answers. By the way, the MAP sensor came with the kit and it's a 1-bar MAP sensor (gray), all is OK. Proceeding with installation after Easter-break and now a question:

    The HP EFI wiring diagram for Hall-Effect crank pickup (manual: figure 16, page 20) - by the way, I'll install a Holley Dual Sync distributor - is showing a direct connection from the "minus" terminal of the coil to the ground/chassis (green wire). The wiring diagram the MSD 6 AL does NOT show any direct connection of the coil to the ground/chassis at all, only the two wires from the box connected to the coil, orange to the "plus" terminal, black to "minus". (Yes, the box itself is connected with a heavy black wire to the "minus" of the battery.) Any advice, which is the right wiring scheme I should follow?
    Last edited by SpeedKills; 04-24-2019 at 01:21 PM.

  5. #5
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    Yes, if using a CD ignition box, add the ground wire to the coil's negative terminal. The coil's negative terminal is simply grounded. If you prefer not to add the additional ground, then don't.

    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.

  6. #6

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    Many thanks, very helpful. :-)

  7. #7
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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.

  8. #8

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    Another small issue: Running the engine and the laptop is connected with the ECU and is "Online" than switching off the ignition/engine and ignition on again, then back in the Online-Modus. The ECU sync screen indicates always "Fuel Fails" (red light) anything else is on green. As a consequence I always have to click the button "Send From ECU", cycling the ignition again without engine running, then all is fine. I had the opinion that running the engine with the laptop Online, both the ECU and laptop should be 100% synchronized and a "Fuel Fails" signal should not appear later. Wrong thinking, fault in my operation or fault in the system?
    Last edited by SpeedKills; 05-17-2019 at 02:31 AM.

  9. #9
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    That's normal. (Fail is actually the wrong term from Holley.) It just means there was Learning that wasn't updated to the laptop EFI software.
    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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    Good news. Many thanks! By the way: Installation of the HP EFI seems to be fine. Engine started on first attempt. Idle & IAC could be adjusted and are stable. So far I'm very satisfied in the investment of a Holley HP EFI.
    Executed some miles on different roads - all reasonable for the first runs with learning.

    There's one issue (and maybe it's not really an issue) with the AFR reading. I'll try to analyze myself first and will come back on this later (next week).
    Last edited by SpeedKills; 05-17-2019 at 10:19 AM.

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