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Thread: FAST Dual Sync Distributor Instructions - Holley EFI

  1. #31

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    Thanks, Danny.

  2. #32

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    MSD 5520 is a CD type of ignition box. Can it be used?

  3. #33
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,101

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    Yes, use the "Points Output" white wire trigger.
    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 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. #34
    Join Date
    Sep 2017
    Location
    Bakersfield, CA
    Posts
    11

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    Hello all. I was hoping to get a few questions cleared up about converting to a DIS setup on my naturally aspirated SBF 347. I have an HP ECU and I just finished installing & setting up the FAST Dual Sync Distributor from a TFI setup in my 1995 Mustang. First off thank you for the very thorough information in this thread, it has been a real life saver. I followed everything to a T in post #1. I've also acquired and mounted some MSD Street Fire LSX coils, they are the type with the heat sinks that resemble the D585 truck coils. Can anyone summarize the changes in the V4 EFI software that I need to get started?

    I know I need to change the Output Setup to DIS CNP, however, I was unsure if I should be using the DIS 5V or DIS Active Low. Most of what I have read in this forum says to set dwell from 3.5 to 5 ms. I know I should probably consult MSD for proper Dwell Time, I was just curious if anyone had any input for this setting.

    One last thing. I read in the HP EFI smart coil sub harness instructions, it recommends cutting out the 18 gauge wire and installing 14 gauge wire for coils using less than 4.5 ms dwell, or 10 gauge for above 4.5. the car will be strictly a street car. I've fabricated my own coil harness and I used 14 gauge for the sub harnesses and 10 gauge from the point where they come together to where they meet the relay. Will this be sufficient? Thanks in advance for any help I greatly appreciate it! Mike

  5. #35
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,101

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    Quote Originally Posted by Mikeg View Post
    Can anyone summarize the changes in the V4 EFI software that I need to get started?
    Ignition Type ............. ― "Custom"
    Crank Sensor Type ..... ― "1 Pulse/Fire"
    Sensor Type .............. ― "Digital Rising"
    Inductive Delay .......... ― "adjusted per application" (← Synchronization info.)
    Ignition Reference Angle ― "50°" (← Inherent rotor-phasing of this unit.)
    Cam Sensor Type ........ ― "Single Pulse"
    Sensor Type .............. ― "Digital Rising"
    Output Setup Type ..... ― "DIS Coil On Plug" (← GM LSx ignition coils.)
    Dwell Time ................ ― "3.5-5.0 msec" (← Read end of page 3 - LINK.)

    I know I need to change the Output Setup to DIS CNP, however, I was unsure if I should be using the DIS 5V or DIS Active Low.
    Output Setup Type ..... ― "DIS Coil On Plug" (← GM LSx ignition coils.)

    Most of what I have read in this forum says to set dwell from 3.5 to 5 ms. I know I should probably consult MSD for proper Dwell Time, I was just curious if anyone had any input for this setting.
    Dwell Time ................ ― "3.5-5.0 msec" (← Read end of page 3 - LINK.)

    I read in the HP EFI smart coil sub harness instructions, it recommends cutting out the 18 gauge wire and installing 14 gauge wire for coils using less than 4.5 ms dwell, or 10 gauge for above 4.5. the car will be strictly a street car. I've fabricated my own coil harness and I used 14 gauge for the sub harnesses and 10 gauge from the point where they come together to where they meet the relay. Will this be sufficient?
    Yes.
    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. #36
    Join Date
    Sep 2017
    Location
    Bakersfield, CA
    Posts
    11

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    Thank you Danny.

  7. #37
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,101

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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. #38

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    I just installed my Holley Dual Sync Distributor and it was definitely worth the money. Now, I can fire the injectors sequentially and that helped to eliminate the kickbacks. The idle is better and the RPM come off of idle a lot easier now. Although, Holley says it is a plug & play, well, pretty much it is. However, my HP Harness did not have the 10-pin connector to mate up to the distributor. I had to make my own pigtail adapter cable connecting the distributor to the 2-pin (distributor circuit) and the 3-pin (Cam Sync circuit) connectors on the main harness.

  9. #39
    Join Date
    Nov 2014
    Location
    Ont. Canada
    Posts
    1,454

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    Nokones, have you looked into Injector End Angle settings? It can also help to smooth out an engine.

  10. #40
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    23,101

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    Yes, it can. However, before Injector End Angle existed with Holley EFI, we were idling good.
    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.

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