Looking for a Holley Terminator X wiring expert.

[Cglrcng]

Greg Hogue and Robin Lawrence...We have success and I could not have done without you both! Thank you both bigtime!

Fire in the holes after the Holley Term. X Upgrade.. It was a long haul as it was no kit out of the box but we have success and I have a lot to learn, but have learned a ton along the way.

Last item I needed to order from Holley a High Impedance injector. On the way. 13 days until 1st Test n Tune of 2025 at Vegas. Will the cold air hold out?

[1700camaro]

Originally Posted by Cglrcng

Greg Hogue and Robin Lawrence...We have success and I could not have done without you both! Thank you both bigtime!

Fire in the holes after the Holley Term. X Upgrade.. It was a long haul as it was no kit out of the box but we have success and I have a lot to learn, but have learned a ton along the way.

Last item I needed to order from Holley a High Impedance injector. On the way. 13 days until 1st Test n Tune of 2025 at Vegas. Will the cold air hold out?

That's good to hear Gary!

I hope my new installed Terminator X works out well. I didn't have all the challenges you had, but I did have some. I was able to transfer the majority of my Sniper tune to the X. I've been told by one expert that there will be differences in the tune.

As for the 1st TnT, we should have the quad out & maybe the bike. I pick up the motor for the car tomorrow, I doubt it will make it out.

1700/781L

[Cglrcng]

Great to hear you are getting yours finished up soon too 1700, there was no wonder I could not find a step-by-step vid. on the net to add the Bosch WBO2 lsu 4.9 to the pin map in the Terminator X since that is the only one it works with. They do not appear there in the fixed pin positions but it is on and heating properly. Spoke w/ Robin yesterday. And my injector is in town and arrives between 2:30-4:00 PM tomorrow so will be making happy noise and already warned my neighbors.

Software gauge setup and calibrations completed and still 7 days to Vegas testing so plenty of time for leak testing and a bit of learning to get in.

This was not really trouble as much as it was a real deep dive into the unknown, as it was risky and worrisome taking it from finally working well and coming off the first win to all apart (it has been a need to do forever), to get the car to at least live up to its potential.

That first time end to end shifting it out and going through the traps at what it should be capable of will be fun. And it won't be on the first pass, but it will come soon enough.

The Terminator X will be only managing fueling (and getting rid of the safeties and limitations coded or flagged into the old ecm/pm speed density efi system), at this point (still using the 5 pin Mopar Ign. Ecu for spark), so there is still room to upgrade the car to allow the Holley
system to manage timing and a 2 step, but I have spent enough on the major upgrades this Winter.

[Cglrcng]

Well, my trials and tribulations continue, but I think it is just an owner knows nothing about how to actually set up the software issue...so, I am now seeking out pro help to educate myself on the issue. Installed the new High Impedance injector Friday night after it arrived at 7:30 PM and same result. Worked all day Saturday and 2 things stand out...No RPM signal, no actual firing of the injector, and have determined it may be a pinning issue. A Bosch Noid light on the injector clip only shows a single flash during the pump priming at initial key on and no other flashes.

So, will wash the car, load it up on a trailer and take it to Lake Havasu this week after the Holiday Monday and go see a couple of experts and teachers. It is very close to running but I need some quick education to get there.

So, I have fully tested the put it all back to the ancient 84' EFI tech for the first time by Reinstalling the Old ECM/PM, switching out the O2, temp sensor, injector, coil wiring, and plugging back in the old sensors (tps, AIC, fuel pump, etc), throughout the still installed stock system wiring and 2 hrs 45 mins later it was up and running with the new Term. X system just unplugged. Just like the last month never happened.

I can at least drive it on and off a trailer and the switch over will take less than 2 hrs there as I can unplug rather than remove the 2 major parts (the old ecm/pm). At least I am learning a lot. Lol.

It will make for a long day or 2 maybe, if it is not just a simple software, configuration fix.

[1700camaro]

Gary,

Hope you get it all sorted out in Havasu!

Sounds like you might have it out for our 1st TnT this coming Saturday. I should have time to come over & introduce myself.

The only thing we are testing is the drag quad. Hope to fire the Camaro tomorrow to put a heat cycle on the engine. We'll see if I did the install, software set-up & tune correctly on the Terminator X.

1700/781L

[Cglrcng]

Looking forward to it 1700, it is definitely ignition related (not yet getting a square wave rpm signal), and I just do not yet know what I need to know about the software yet. With no square wave signal the single injector will not fire. Everything else is working. Spark and air is great, but you also have to have fuel to make noise and power. (I ordered a couple of parts to see if we can accomplish getting a square wave patterned signal from a different distro p.u. that will be in after the first test and will take that completed once in to the local community College lab (where my wife is a faculty member and do a drill spinup test on a lab scope, as that may just resolve my issue. Not giving up, just delayed a tiny bit. A digital ignition box is the easiest cure, but wanted to wait on that next improvement. The total costs so far rose pretty fast even doing all the work myself.

I will be there on Saturday to test either way, as the car is currently right now back running on the old ecm/pm, and need to test all the other improves and move the car back to Vegas storage end of day. We certainly will not be complaining about the crisp cold air! It is cccccoooooold out!

[Cglrcng]

Well crap...MSD makes a simple $129 buck ($140 w/tax), Part # 8509 Module that converts the V sine signal of a magnetic p.u. to a square wave signal that works with either the white points output wire of an MSD Ign. Box or will work w/the crank/cam signal wires.

Ordered it last night so it can easily be installed by next week's test day, and bracket races 1&2. While I was out searching for the best solution it was available on the Holley website all along.

At least I am getting the conversion time between old and new systems down to about 2.5 hrs or less. That could help in a pinch. And I am learning.

[1700camaro]

Good meeting & chatting with you today in the lanes. Hope you get everything sorted out for racing next weekend!

1700/781L

[Cglrcng]

You also 1700, so (funny story about the harsh environments we race our cars in popped up last night), I got 5 test passes in yesterday and car runs right, working on the tree attempting to trim the stall correctly am happy with the test.

I move my car over to the storage unit 10 miles from the track and mark, take pics and remove my simple distributor to bring it home and I can barely move by hand the shaft of the distributor. How often once we find the sweet spot in timing, do we actually remove, clean and adjust 1 of the hardest working parts of our car?

How many actually de-pin (remove the roll pins), disassemble the unit down to the bare shaft, grease and reassemble it if it is working right? It was right just 2 seasons ago, but has been through a lot. I could turn it, but just barely by hand.

In the center of the shaft is a grease groove, and a machined spiral that drives any oil that may climb the shaft back downward in the normal direction
of operation, that was packed with dirt, hardened and solidified grease (and plenty of dirt track clay it appeared that was bound up between the shaft grooves and the brass shaft bushing).

I actually had to drive the shaft out if the
bushing and use carb dip to dissolve the
old grease and clay. It was a new part just 2 seasons ago. (1 really dusty event though in November 2023 at Vegas though when we needed to use leaf blowers to blow off cars and pit surfaces. The body was full of clay dust below the HEP plate. A nasty black powder.

The old saying if it is working don't touch it does not fly. It had to be robbing HP period. Lessons learned. But, hard to do, mess with timing once you find that sweet spot where it works right. Until it just doesn't.

It was borderline, and was about to cause major issues. If it were not for solving the square wave signal issue of the Holley ECU, that would have not been found until it bound up solid.

A blessing in disguise. And I already have the replacement. And a new item to add to the "maintenance it more often list" whether I want to or not.

That part is only 2 seasons old. A simple hall effect distro. But it works hard and has lived in a filthy windy/dusty environment and the charged ions internally attract dust, dirt and grime and has plenty of holes engineered into it to vent out those ions. And a spiral machined groove to drive the oil southward back into the block.

The smallest things can easily be overlooked.

[GTX JOHN]

I bet your car picks up a good tenth give
the HP level you are working with Gary!

Seriously, I have never encountered that particular
problem in the 60+ years I have been racing.