Looking for a Holley Terminator X wiring expert.

[Cglrcng]

[Cglrcng]

The pics I posted so far, pic 1 (the Chrysler 5 pin Electronic Spark Control module and harness is from a 1983 Dodge Omni. (We took spark control away from the ECM/PM stock package and it currently is set at 46 degrees static all in all the time and runs happiest at that albeit very high setting. Have tried higher and lower.

It is harder starting, but never fails to fire up. I don't know if we can even use it w/ the Terminator X..more than willing to go to an MSD or Daytona CD1 based Ign. box if not but need best suggestion on what to buy if so.

The second pic is the Bosch upright throttle body w/ the 2 wire IAC on the rear of it (I have 2 of them, a brand new 1 is on the car now, and the stock 1 I have rebuilt and the following pics are the throttle body rear without the IAC attached showing the air passage ports top and bottom. I have 1 of the original Chrysler diagnostic tools which has a function setting wherein after plugging it into the ECM diagnostic connector at the passenger strut tower you can run through 5 cycles of each EFI function like IAC, injector firing, etc.

That 2 wire IAC when running the service diagnostic tool just cycles open /closed, so very simple.

Really just need wiring pinout there Hi/ Low?...the Holley wiring diagram calls for 4 wires. Or do we need to go PWM?

[Cglrcng]

The next set of pics is the 84 Turbo edition dual hall effect pick up distributor w/2- 3 wire connectors (the 1 distributor currently on the car has 1 -3 wire connector, and 1 hall effect P.U., Just the top of the plate that is fired by the 4 blades under/attached to the rotor underside), the Turbo distro has 1 under as seen and that large 1 inside the distro body can be machined or trimmed easily enough if needed, in addition to the top P.U. used by the rotor.

I only have 1 single injector and as Gump has pointed out to me in a PM, we may not even need a double synch as long as the Holley ECU sees absolute TDC for the crank signal since it is single point injection?

On that distro, the pickup wires on each of the 2- 3 wire connector(s) are red/green/black if the connector is cut off. The green wires are the centers w/ the white trace markings. The balance of the pics are the Chrysler chrome box 5 pin elect. control module and single Mallory coil.

I will get a new 5 pin connector if we can use the existing spark control module. If we switch to MSD or another CD type, then best unit to use I am up for recommendations before I buy it. I do want 2 step functions soon.

Next up I will find and resize and post the WBO2 pics am having issues on how to wire that up as there are 8 holley wires (7 plus the shield), then the Bosch 2.9 WBO2 has actual 5 wires to a 6 pin connector-1 is not a pin. And the wire colors do not match between the shielded cable and the sensor. The 8 pin Deutch connector I will next install on the cable I have the diagram pinout locations on it, it is from the main harness connector (8 cavity),
to the 6 cavity female connector or do I need /should I buy the 8 to 6 conversion extender I saw at Summit for the 2.9 Bosch WBO2...or scrap it all and need the Holley WBO2 to solve that connection issue?

All other connections to all sensors have been accomplished. (Inputs/outputs, CAN, future dash if needed), fuel pump, relay, the main power for the Terminator X, fuses at the battery and at the mounted Term. X, MAP is internal, TPS, additional 2 Manifold ground points added & connected to the loose black main ground. Injector, Fuel Pressure, Oil Pressure, MAT, Water Temp, (engine does not have knock sensors, so those cavities in J1A were left unpopulated, plugged), car does have a speed sensor on it, I have not run anything to that sensor), I did not see any provision for that in the MPFI

[Cglrcng]

Wiring Diagram has no provision for it.

The original stock ECM/ PM is a (Speed Density based EFI system). Pretty crude, but worked simply by tables and on/off flag settings. The ECM coding at the time was never released per EPA regulations and nobody ever was able to burn performance chips for them as only the rebuilders had access. (I did get a look at a later 85 model turbo one that was hacked but just the tables could be viewed via a custom cable plugged into the diagnostic connector allowed access to change a few flags. A preset safety of the 84 TBI shuts off the injector at 4800 rpm in low gear only that I now know is triggered by the existing MAP sensor it a major limitation. I had a higher lift al lot of overlap and duration Reed cam in the car a year ago, that would have zero vacuum until 3,000 rpm where it just started building any vacuum allowed the engine to bypass that safety (no vacuum for the MAP sensor to trigger the ECM, and in low on an 1/8th mile legal street track setup allowed it to scream right up to 7K rpm in low gear. That cam was pulled out. But, getting rid of that safety w/ the Holley Term. X is the key. Currently short shifting 4,600/6,200 in D, to stay away from that injector cutoff safety that leads to a lean pop condition and massive loss of et if you get anywhere near exceeding 4,800 rpm in low gear only. That cure is what I need to finish installing. It runs great at sea level, at elevation tracks it is very rich, and Currently no provision or tuning capabilities to lean it out any further at elevation.

Ty for any input you may have on the ignition, IAC, and WBO2...and anything else I noted above. And if you need any other info I can provide it ASAP.

Thanks again Robin I appreciate any input or help you can provide in helping me with the completion and any other suggestions you may have to get the best options installed.

Gary.

[Cglrcng]

J1A/J1B, CAN & 10' CAN to USB cable, 12V Switched, Inputs/Outputs, (future Holley dash Loop).



Fuel Pressure



MAT, TPS, IAC, 2 Intake Manifold Grounds, 8 wire-7 plus shield WBO2 cable drop, 1 Injector.



The covering currently ends about where CTS, & Oil Pressure are next up to terminate, and then the Relay/Fuse/Battery/Fuel Pump/Ignition/Coil and main ground all will terminate but I want to install through the firewall grommet first after deciding which ignition/distributor solution to use.

Each wire remaining for the balance of the harness is populated, tested and labeled, trimmed and covered as I complete a section. The under-hood Relay is also mounted near the battery. And the Main Holley ECU Power Harness is mounted, hung and ready for connection at the battery.

[Cglrcng]

[Cglrcng]

Adding some research into further wiring diagrams. Some were collected directly from the Service Manual I have (and both of the models 84 2.2L TBI Z model as built wiring diagrams and the 84 Turbo Edition). As I have both distributors available. And I have noticed that the Shelby edition of the TBI and the Turbo Edition did have a Detonation Sensor in the top rear of the Valve Cover (I could certainly add 1 as the sensors are available, and I am using the Turbo Valve Cover, so I could add a bung to it easily enough).

Adding the appropriate wiring at this point to the harness would not be difficult either if it would help the Terminator X in tuning later. Are Detonation sensor and Knock sensor interchangeable in The Holley nomenclature? I am assuming they mean the same thing of course.

The single plate EFI Distro P.U. wiring connector is seen in the E.F.I. (right side, 3 wire round connector in a triangular pattern), and on the EFI Turbo P.U.'s (2) it shows up as 2- 3 wire round connectors, each keyed differently in the connector housing shape internally as 2- in a triangular pattern a little more left on the right page. I also took pics of both the key switch and fuse box wiring diagrams, and the speed sensor (I know this can be very confusing (multiple wiring diagram images but, there are multiple distro choices, as there are multiple Ignition choices), I am just looking for the choices that boil down to working out the best.

I also took a few pics from a couple of sources of the crude hand drawings (and better), of the 3 types of historical Chrysler ignition using the large type ballast resistor (mine does not have 1 unless it is very hidden somewhere). And my Chrysler Ignition Module does not have the usual external transistor mounted on the cover. I have reviewed an online resource on YouTube to test the module, coil, etc. using a test light, meter, and external old school spark gap tool.

I am posting the wiring diagrams now that I resized 800 X 400 pixels below in case they help us get the 12V switched connected to the best source under dash (or elsewhere), so we can see the 3 wire and 6 wire different distro plugs, the optional Detonation sensor choice, and optional Speed Sensor 2 wire connection/routing (though I do not know if there is even Holley Terminator provision for that at all...Possibly input/output? Or if it would even add anything to the equation, but it exists).

[Cglrcng]

[Cglrcng]

The Vacuum Routing Diagram is also attached (much of that no longer exists as the Original Gas Tank has been replaced with a fuel cell, the charcoal vapor recovery system deleted, and only the attached Power Assist Brake Booster, PCV, and Map Sensor vacuum line are still attached (IAS of course on the rear of the throttle body passes metered air from top to bottom and around the single throttle body blade when opened). The vacuum solenoids (2), are still mounted under hood near the passenger side front strut tower , and are electrically still attached (plugged in), so as not throw codes via the stock Logic Module currently (and activate the Power Limited Dash light system), all vacuum ports otherwise are capped at said solenoids'. That vapor recovery system by the stock L.M./P.M. orig. operated only at full throttle, and after 2 seconds of full throttle, repeating every 2 seconds, and activated the vapor recovery solenoid causing issues during full throttle low vacuum situations. Cured by deletion and disconnection of the vapor recovery system, and the addition of a fuel cell, and an updated EFI fuel system upgrades. (I included it only to add as much info as possible to understand the original stock systems setup and the changes so far).

As of Monday 2:17 PM AZ Time (MST), Robin I have received your PM to call you (now that I have resized the above pics and added them for possible reference, I will text you first (as I do not wish to disturb your busy dyno work), and when you find a convenient best time for my call please simply text me back and I will call then. The car is still in Las Vegas in storage 100 miles north along with the not yet completed harness.

Again, I really appreciate any help I receive.

If we make progress on possible solutions this week my plans are to go back up and install it next Sunday/Monday as I will be bracket racing it 1/8th mile only Wednesday-Sunday of that week. If not, I will race it as is, and finish the install after I bring the car home Dec. 1.