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Thread: HP EFI Dual Sync Distributor

  1. #1

    Default HP EFI Dual Sync Distributor

    Having issues getting spark. Car ran with Ford TFI before I bought a Holley Dual Sync. I plugged it directly into the main harness. The white wire from main harness went to my MSD box. I’m not getting any spark. Distributor synced and shows RPM while cranking. If I ground the white wire on my MSD box it sparks coil. In my EFI software, it said a white wire is currently Points Output signal, shouldn’t it be a ground signal? Any help would be appreciated.

  2. #2
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    Quote Originally Posted by 90notch3 View Post
    In my EFI software, it said a white wire is currently Points Output signal, shouldn’t it be a ground signal?
    The Points Output is a ground trigger signal. Output Setup Type ― "Points Output Fixed Duty Cycle (MSD)" (← MSD CD Ignition Box)

    Read page 5: https://documents.holley.com/techlib...reoverview.pdf (Specific updates for version V5 Build 110.)

    Fixed Duty Cycle Points Ignition Output
    Custom Ignition Parameters have a new "Output Type" called "Points Output Fixed Duty Cycle (MSD)". The previous "Points Output" has been renamed to "Points Output Adjustable Dwell". It's operation remains the same which is a user programmable fixed dwell used to typically trigger a MSD/CD box. The new type has an output that creates a fixed dwell output of 20-30 crank degrees no matter what the engine speed. This output is intended to trigger a MSD/CD ignition system. This new selection would be the preferred choice to trigger a CD/MSD box. The previous choice works fine, but the new selection is a more ideal method.
    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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    OK, I have the ignition setup to Points Output. I also believe I have the older V4 software. Any suggestions on why it’s not triggering the box?

  4. #4
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    Is the Dwell Time set to 2.0 msec?

    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.

  5. #5

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    Yes, 2.0 msec.

  6. #6
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    http://forums.holley.com/showthread....5760#post45760 (Scroll down to "Typical No-Start Checks".)

    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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    I’m trying to check the Crank-To-Run timing to make sure I have distributor timing close. I have the MSD box wired correctly. Could one of the distributor connector wires be pinned wrong?

  8. #8
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    FYI: The "Crank To Run RPM" parameter (in Ignition Parameters) is not your actual cranking RPM when starting the engine.
    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 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.

  9. #9

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    I have it set to 14° with Crank-To-Run RPM at 400.

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