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Thread: Holley Dual Sync Distributor Question

  1. #1

    Default Holley Dual Sync Distributor Question

    Currently running the Holley HP Universal Kit on a Fox body Mustang. Ignition is an MSD Digital 6 Plus box with an MSD HVC II coil utilizing the factory Ford TFI distributor and Holley TFI harness #558-305. Per the Holley HP ignition wiring instructions, I'm running the white wire from the MSD box to the white wire of the TFI harness.

    Just bought the Holley Dual Sync distributor part #565-202. The distributor connector plugs directly into the Holley harness, so I'm trying to figure out what to do with the MSD white trigger wire? The instructions don't say anything about it. Do I tie it back into that distributor harness? Do I tie it into the Holley HP loose white wire? Any help would be appreciated.

  2. #2
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    With Ford TFI/GM HEI and a CD ignition box, the ignition module directly triggers the CDI box; not the loose white wire in the EFI main harness.
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual - Figure 4 & 6, Page 13 & 15)
    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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    I'm not currently running the loose white wire in the EFI harness. My MSD white wire is tied into the white TFI harness, but now that I'm removing the TFI distributor, what do I do with the white trigger wire? Does the dual sync use it?

  4. #4
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    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)

    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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    Thank you Danny! So according to figure 11, the white MSD wire ties into the white wire of the EFI harness. I thought that was the case, but the title of the figure threw me off because I thought that was for guys running a crank trigger. After reading the sub-paragraph it says crank trigger or distributor, sorry I missed that part. Thanks again.

  6. #6
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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 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

    Default Dual Sync Distributor Question

    Guys, quick question. Just removed my TFI distributor and I'm installing a Holley 565-202 Dual Sync Distributor. Question I have is: What Points output do I use? You have to setup the dist in the Ignition Parameters ICF, select CUSTOM, then CONFIGURE. In the instructions provided and Holley's YouTube installation video (https://www.youtube.com/watch?v=AM7r-DauCak), they both say if running a MSD ignition to select Point Output Adjustable Dwell in the drop down. You can see this step at 1 min and 40 seconds into the video, pretty easy.

    Not sure how old or what version software they were using when they wrote the instruction or made the video, but I have V5, Build 171 and my drop down has two options for Points Output which the instructions and video don't show? The Fixed Duty Cycle MSD must be new?

    The points output options are:
    Points Output Adjustable Dwell - drop down to put in your Dwell Time.
    Points Output Fixed Duty Cycle (MSD)-- no dwell time drop down.

    Since I have an MSD Digital 6 Plus box and HVC II coil, which one do I use or does it even matter?

  8. #8

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    Mine is set to Points Output Adjustable Dwell, 2.0 msec.
    351W, 800HP stock shortblock assy

  9. #9
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    See post #4 above. The new "Points Output Fixed Duty Cycle (MSD)" Output Setup already has the proper Dwell Time set in the background.
    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.

  10. #10

    Default

    One more question. So I finished up installing the Dual Sync distributor. Followed the instructions and Holley's YouTube video to the tee. Last step before starting the car is the check "Cranking Timing" to make sure it matches what's in the programmed in ignition parameters. Mine is set at 15° in the ECU like most setups. So I left the injectors unplugged like the instructions/video said, cranked the car over, but my timing light isn't flashing? At first I thought my light crapped out, it's old, but tried it on another car and it works with no problems. It's obviously a no spark issue? I connected the injector harness and the car started right up? I'd like to be able to confirm that my Cranking Timing is spot on, anyone have any idea why I can't? Do the injectors being unplugged have anything to do with it? Holley says they should be unplugged during this step. Just wondering if I missed something stupid? Any advice or ideas would be appreciated.

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