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Thread: C950 Adapter Pin-Out

  1. #1

    Default C950 Adapter Pin-Out

    I do not have the connector harness that has the ESC connector that can be unplugged to set base timing when using 7-pin EFI HEI distributor. Rather than cut this harness on the C950, I'd like to buy the connectors and make one. or the sub-harness if Holley still has it available.

    I believe it's 534-138. I can make one easy enough. I just need the male and female 3-pin Weather-Pack connectors. The pigtail on my distributor is very short and in this Corvette I'd rather not have to dig behind the distributor to check base timing occasionally, so I need to make it myself. It's no longer available through Holley. I checked eBay.

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
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    24,252

    Default

    The red wire disconnect of that Holley 534-138 Ignition Adapter is not required. Nothing needs to be disconnected when synchronizing aftermarket EFI ignition timing, nor do you need to access wiring behind the distributor. Fully synchronized timing is a two step process. Read paragraphs #1 & #2 of this Ignition Timing Synchronization post:
    http://forums.holley.com/showthread....ing-Holley-EFI (Ignition Timing Synchronization)

    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, 232°-244° duration/.623" lift/114° LSA camshaft, 11.8:1 comp, TFS R-Series FTI ported intake, BBK 80mm TB, 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, 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 MT tires.

  3. #3

    Default

    I'll just put a bullet connector on the EST line. Thanks Danny!

  4. #4
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    24,252

    Default

    You're welcome, but you misunderstood my post. There's no need to disconnect anything when synchronizing the ignition timing.
    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, 232°-244° duration/.623" lift/114° LSA camshaft, 11.8:1 comp, TFS R-Series FTI ported intake, BBK 80mm TB, 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, 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 MT tires.

  5. #5

    Default

    I understood you. I still want to be able to pull the ECU control when checking base timing. When I do a regular tuneup, it's doubtful I'll have the laptop hooked up.

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