Page 1 of 3 123 LastLast
Results 1 to 10 of 21

Thread: AEM EPM + Holley Dominator

  1. #1

    Default AEM EPM + Holley Dominator

    It seems that I cannot find anywhere the ultimate answer to this:
    Can I use an AEM EPM with an Holley Dominator ECU for both cam and crank signal in a coils setup?
    If yes, will things be more or less straightforward?
    Thanks

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,066

    Default

    Before purchasing the AEM EPM, confirm that it's a "GM LSx 24 tooth" type crank sensor signal.
    Personally, I'd always use a crank trigger kit...once you do, you'll never go back to a cam driven crank signal (distributor).
    You can have an MSD Flying Magnet crank trigger kit, for $50 less than the AEM EPM and easily convert your existing distributor to a cam sync.

    http://forums.corral.net/forums/engi...-sync-not.html (Read post #16)
    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

    Thanks Danny, I have been reading that thread.

    I don't have a distributor since I am building the engine, so nothing to convert.
    Buying and using the EPM and nothing else seems to be the cleaner solution.

    Also, the AEM EPM is a "24-tooth crank, 1-tooth cam pattern per engine cycle for accurate
    timing and easy set up (Pattern available in cam/crank sensor wizard in AEMPro/Tuner)."
    I hope someone with an answer about the Holley Dominator can chime in.

    By the way, why one would not go back after doing a crank trigger kit?
    Last edited by Robi666; 01-06-2013 at 05:50 PM.

  4. #4
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,066

    Default

    Quote Originally Posted by Robi666 View Post
    Thanks Danny, I have been reading that thread.
    Did you read post #16? Doesn't sound good.

    Also, the AEM EPM is a "24-tooth crank, 1-tooth cam pattern per engine cycle for accurate
    timing and easy set up (Pattern available in cam/crank sensor wizard in AEMPro/Tuner)."
    As I said, just confirm that it's a "GM LSx 24 tooth" type crank sensor signal.

    Quote Originally Posted by Robi666 View Post
    By the way, why one would not go back after doing a crank trigger kit?
    Which engine do you have?
    A crank trigger kit is the most accurate method of ignition/RPM signal. Better idle quality too.
    Once you see the difference with a timing light, you'll immediately understand why (rock steady timing).
    The first time I used my timing light, after my crank triggered DIS conversion, I thought the timing light was stuck or something. LOL!
    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

    Post #16 does not sound good. That is why I am writing here.

    Ford 408 stroker with a 6-71 blower.
    Last edited by Robi666; 01-07-2013 at 06:45 AM.
    79 Ford Bronco, 5.4 Ford Triton, Magnacharger supercharger kit, Methanol injection and a lot more.

  6. #6
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,066

    Default

    Quote Originally Posted by Robi666 View Post
    Post #16 does not sound good. That is why I am writing here.
    I contacted AEM in reference to their Engine Position Module's (EPM) 24x crank signal.
    It will not work with Holley EFI, because it is not a GM LSx 24 tooth pattern trigger wheel.
    AEM's EPM has a simple 24 tooth shutter wheel; all blades the same width (specifically for their ECU).
    Also, the EPM uses optical Hall-Effect sensors, but the more reliable magnetic Hall-Effect sensors are much preferred.

    Ford 408 stroker with a 6-71 blower.
    That's good, because there's more performance parts availability for small block Fords than big block Fords.
    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.

  7. #7

    Default

    Thanks Danny... well, it looked as the perfect option.
    I will study what to do. I will probably get an Explorer distributor on ebay to begin with.

    So, Danny, I want to get a HP or Dominator ECU, and have an empty board in front of me (talking about the ignition system),
    what would you do? A coil on plugs setup? How? (I don't need sequential injection with the current setup).
    Last edited by Robi666; 01-07-2013 at 11:53 PM.
    79 Ford Bronco, 5.4 Ford Triton, Magnacharger supercharger kit, Methanol injection and a lot more.

  8. #8
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,066

    Default

    Quote Originally Posted by Robi666 View Post
    ...what would you do? A coil on plugs setup? How?
    It depends if you want a CNP/COP setup (8 coils) or Holley's DIS ignition system (4 coil pack).
    It also depends if you care to fabricate a 60-2 crank trigger kit or modify a distributor for a cam sync.
    Another option is sending your vibration damper to Miller's Mule and have him machine & mount the trigger wheel.

    Ironically, the simplest & most reliable ignition system (least amount of parts), is Holley's 60-2 crank triggered DIS, but it requires
    the most fabrication (on a Ford engine) - crank trigger kit, coil pack bracket and an oil pump drive plug (also read post #20 & #34).
    There are various options, and it gets confusing...so feel free to ask questions.

    (I don't need sequential injection with the current setup.)
    You may end up with sequential injection if you use an MSD Flying Magnet (4x) crank trigger kit.
    This is because the 60-2 crank trigger's two missing teeth, provide the TDC position signal for Holley's DIS.
    An MSD Flying Magnet (4x) crank trigger kit has no such TDC position signal, hence the need for a cam sync.
    I would read through this thread; it's very similar to what you're contemplating:
    http://forums.holley.com/showthread....m-Sensor-Setup
    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.

  9. #9

    Default

    Just to be sure, as it does get confusing at a point.

    If I want to do a Holley DIS setup or CNP with the Dominator and I do not need sequential injection, what I will need is:
    1) 60-2 crank trigger, adapted to my 351w
    2) oil pump drive plug.
    OR
    1) MSD Flying Magnet (4x) crank trigger kit for the 351w
    2) a distributor converted for a cam sync signal or a Explorer distributor to get the cam signal from.

    PS: These guys seem to sell a 60-2 trigger kit for the 351w
    http://www.racetep.com/hpx.htm#SBF!A1
    Last edited by Robi666; 01-08-2013 at 08:16 AM.
    79 Ford Bronco, 5.4 Ford Triton, Magnacharger supercharger kit, Methanol injection and a lot more.

  10. #10
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,066

    Default

    Quote Originally Posted by Robi666 View Post
    If I want to do a Holley DIS setup or CNP with the Dominator
    and I do not need sequential injection, what I will need is:
    60-2 crank trigger, adapted to my 351w
    oil pump drive plug.
    Yes, that's the simple, yet effective route.

    OR
    1) MSD Flying Magnet (4x) crank trigger kit for the 351w
    2) a distributor converted for a cam sync signal or a Explorer distributor to get the cam signal from.
    Yes, that's the other popular option.

    PS: These guys seem to sell a 60-2 trigger kit for the 351w
    http://www.racetep.com/hpx.htm#SBF!A1
    Just be sure the the trigger wheel actually has two missing teeth.
    Some aftermarket 60-2 trigger wheels have two missing teeth,
    but they're not machined down to the same depth as all the other teeth.
    Also, what type of crank sensor is supplied with this kit? Magnetic? Hall-Effect?


    The Holley 556-101 DIS kit (8-cyl) comes with:
    4 coil pack, coil wiring, crank/cam harness & crank sensor.
    It's all "plug & play" with the Holley EFI main wire harness.
    The 60-2 crank trigger kit/components are purchased separately.
    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.

Page 1 of 3 123 LastLast

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  
About us
Holley has been the undisputed leader in fuel systems for over 100 years. Holley carburetors have powered every NASCAR® Sprint® Cup team and nearly every NHRA® Pro–Stock champion for four decades. Now, Holley EFI is dominating the performance world as well as our products for GM's LS engine. Holley's products also include performance fuel pumps, intake manifolds & engine dress–up products for street performance, race and marine applications. As a single solution, or partnered with products from other Holley companies - Hooker Headers, Flowtech Headers, NOS Nitrous, Weiand, Earl's Performance Plumbing, or Diablosport - Holley products can give you the edge you need over the competition.
Join us