MSD PN 2910 Throttle Body Atomic EFI Installation Instructions

Atomic EFI

PN 2910 - Throttle Body Kit

Thank you for selecting the Atomic TBI Fuel Injection System! MSD’s Atomic EFI systems were designed with two major goals; to simplify EFI and deliver better overall performance to your engine. Simplicity is achieved through with less wiring to ease installation plus programming is simple with no PC required! Performance is delivered through advanced control of the fuel and ignition, just as you’d expect from MSD.

As with any performance product, please be sure to read the entire instruction manual before attempting to install this system on your vehicle.

Parts Included:

1 - Throttle Body w/ECU

1 - TB Harness

1 - Power Module

1 - PM Harness - w/ WBO2

1 - Handheld Monitor

1 - Coolant Temp Sensor

1 - O

2

Sensor

1 - O

2

Bung and Plug

4 - Rubber Grommet

4 - Eyelet Insert

4 - Mounting Screws

1 - 4G Micro SD Card

4 ft. CAN Extension

Air Filter Gasket

Intake Manifold Gasket

1 - Fitting 6AN Adapter 6 Male

The Atomic Throttle Body EFI system, PN 2900 and PN 2910, have been granted Executive Order number D-722 from the California Air Resources Board. This E.O. number permits the installation of the Atomic TBI system on

1987 and older GM passenger cars and trucks with a V8 gasoline powered engine originally equipped with a carburetor. Other vehicles and manufacturers are pending approval.

DANGER

for a CARB compliant installation are included separately with this kit.

WARNING

CAUTION

Installation of this product requires detailed knowledge of automotive systems and repair procedures. Installation of fuel system parts and any fuel tank modifications must be carried out by a qualified automotive technician. Installation of fuel system parts requires handling of gasoline. Ensure that work is performed in a well ventilated area with an approved fire extinguisher nearby.

Extinguish all open flames, prohibit smoking and eliminate all sources of ignition in the area of the vehicle before beginning the installation.

When working with fuel systems, eye goggles and other safety apparel should be worn to protect against debris and sprayed gasoline. The finished work must be thoroughly checked to ensure there are no fuel leaks.

NOTICE

Parts Review and System Capabilities . . . . . 2

Fuel System Overview and Requirements . . 3

02 Sensor Installation . . . . . . . . . . . . . . . . . . 5

Throttle Body Installation . . . . . . . . . . . . . . . 6

Power Module Installation and Wiring . . . . . 9

Throttle Body Wiring . . . . . . . . . . . . . . 7, 10-11

System Wiring . . . . . . . . . . . . . . . . . . . . . . 9-11

Wiring with Timing Control . . . . . . . . . 16-18

Programming

Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Advanced . . . . . . . . . . . . . . . . . . . . . . . . 13

Final Adjustments . . . . . . . . . . . . . . . . . . . . 15

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . 20

2 INSTALLATION INSTRUCTIONS

CAPABILITIES

The Atomic TBI is designed to install on a standard square bore intake manifold flange. It is a selftuning EFI system that continuously adjusts after the basic configuration is complete. There is no laptop programming. Base on the engine descriptors that you input during the initial setup, the Atomic will automatically create a base fuel map to get the engine running. Once the system is started the self learning technology will optimize those maps resulting in the best performance possible. If you drive through altitude changes, temperature swings or other factors the Atomic will adjust accordingly, on the fly. This ensures that your engine will produce excellent driveability at all times, even from the sunny coast to the cool mountains.

There three main components of the Atomic TBI; the throttle body, the Power Module and the Handheld

Monitor. The ECU of the system is built into the passenger side of the throttle body and there are several sensors integral to the unit including the Throttle Position Sensor (TPS), Manifold Absolute

Pressure (MAP), Intake Air Temperature (IAT) and the Fuel Pressure Sensor.

Power Module: The Power Module of the Atomic LS is the communication hub of the system and provides the high current fuel pump circuit and other input/outputs for optional features. The unit has two ports for the MSD CAN system as well as a wiring harness. There are connections for the WB02, the Handheld Monitor as well as power and communication to the integrated fuel rails.

Programming: To program the Atomic for your specific engine application, there no need (or method) to connect a PC to the system. All of

POWER MODULE the programming is performed through a simple to use Handheld

Monitor. The Monitor simply plugs into the Power Module. Once the few initial setup selections are answered and the engine is running the Monitor can be removed or left connected. When it is connected, there is a Dash and Gauges screen that show engine parameters in real time.

Fuel System: The Atomic TBI system can be used with return or returnless EFI system. Review the

Fuel System Information section starting on page 3 for detailed information.

Wide-Band 02 Sensor: A Wide-Band 02 sensor is supplied in the Atomic TBI Kit.

This sensor is responsible for constantly monitoring the exhaust gases and relaying that information to the ECU where adjustments are continually made to the fuel delivery in order to meet the air/fuel targets. Only one sensor is required. Page 5 outlines sensor installation.

O2

SENSOR

Trigger Signal: The Atomic TBI requires an rpm/trigger reference signal to operate.

This signal be a 12-volt square wave reference signal from the tach output of an MSD ignition control or it can be achieved when connected to coil negative with breaker points, GM HEI or Ford TFI inductive based ignition system.

Timing Control: The Atomic TBI is capable of controlling the ignition timing. To use this function an MSD 6A or other ignition control must be installed. The distributor must also be locked-out. There are settings for Idle timing, Total advance and Vacuum advance through the handheld monitor. Pages 16-19 explain the timing control setup in detail.

Rev Limiter: A fuel controlled rev limiter can be set through the Atomic. When the engine rpm reaches the programmed value, fuel will be cut off to achieve the desired limit. Any ignition related rpm limit is set and acts independently of the Atomic.

INSTALLATION INSTRUCTIONS 3

Power Adders: The Atomic TBI can operate in conjunction with wet nitrous systems as well as positive manifold pressure supplied by a draw-thru or blow-thru forced induction system. For nitrous, there is a program that allows you to set a target air/fuel ratio when the nitrous is activated as well as a selection to retard the timing (when timing control is incorporated) Note that a wet nitrous system requires its own fuel pump to supply the additional fuel required with nitrous.

For forced induction applications there is a target air/fuel ratio setting which takes effect when operating under boost. These options are explained in the Advanced Settings section, page 13.

FUEL SYSTEM REQUIREMENTS

The following details pertain to the fuel system requirements. Installation steps specific to the fuel system are covered in the Fuel Pump Kits supplied separately from the Atomic TBI, PN 2910, Kit.

The Atomic TBI requires a high pressure fuel pump system. Depending on your engine combination, the Atomic TBI requires a minimum of 42-48 psi to operate and it can be used with a return or returnless fuel system. When selecting a pump, regulator and lines, be sure each component is designed to perform at high pressure. MSD offers a fuel pump, hose and accessories to complete your installation.

Following are some guidelines in helping set up a fuel system for your Atomic as well as components available separately from MSD.

• The Atomic is capable of operating with a return or returnless style system. For best results, MSD strongly recommends an in-tank pump. Installing the fuel pump in the tank results in quieter operation, less chance of cavitation and a reduction in pump temperature.

• When running a returnless fuel system (Pulse Width Modulated), it is strongly recommended to install the pump in the tank. It is recommended to use an MSD Atomic Fuel Pump, PN 2925 or PN

2926.

• If mounting the pump in the tank is not an option, install the pump as close as possible to the tank.

Within 2-feet of sending unit is recommended.

• Do NOT use hard line when plumbing the fuel system. When using a PWM fuel system, cavitation could cause unstable fuel pressure resulting in poor engine performance.

• When used, an adjustable regulator must be installed on the return side of the throttle body.

FUEL SYSTEM EXAMPLE

FUEL

FILTER

IT IS RECOMMENDED TO MOUNT

THE FUEL PUMP IN THE TANK

WHENEVER POSSIBLE. IF IT MUST

BE MOUNTED EXTERNALLY, MOUNT

THE PUMP WITHIN 2-FEET OF THE

FUEL TANK SENDING UNIT.

FUEL TANK

FUEL

PUMP

MSD ADJUSTABLE

REGULATOR

NOTE: IF RUNNING A RETURNLESS

FUEL SYSTEM, THE PUMP MUST

BE MOUNTED IN THE TANK.

Figure 1 Atomic Return Style Fuel System.

WARNING: MSD’s Push-Lock fittings are designed for use with the MSD fuel hose only. Do not use the MSD fuel hose with other fittings. Do not use MSD Push-Lock fittings with other fuel hose. Compatibility issues may cause fuel leaks.

4 INSTALLATION INSTRUCTIONS

IN-TANK PUMPS

The MSD Atomic Fuel Pump (supplied only with Master Kit PN 2900) can be used in the tank however it would require a sock, or filter element, on the pickup side (Figure 1). It is important to note that the wiring used to run the pump will need to meet requirements to be submersed in fuel. When wiring an in-tank pump, it is recommended to use a wire that conforms to SAE specifications J1128 and J378. This wiring features a thermoplastic insulated wiring with polyvinyl chloride insulation for protection against gasoline, oil, and more.

In addition, different fuel line will be required internally if the pump is to be mounted in the tank. Fuel line that meets SAE 30R10 specifications MUST be used. Failure to do so will cause severe damage to your engine and/or fuel system.

WARNING: Improper installation or use of fuel system components can cause severe damage your engine and/or fuel system that will not be covered by the manufacturer’s warranty.

Atomic Fuel Pump, PN 2925: This pump features 3/8” inlet and outlet and is rated at 70 psi. The pump will support approximately 525 hp and is approved for in-tank use (no wiring or in-tank mounting hardware/ pickup element are supplied).

Fuel Pump Kit, PN 2920: This Kit is supplied with MSD’s PWM Fuel Pump, a pre- and post-filter, 15-ft of

3/8 fuel injection line and mounting hardware.

Fuel System Return Kit, PN 2922: If you plan on running a return line with your Atomic LS, this kit provides another 15-ft of 3/8” injection line, an MSD Regulator and two push-lock fittings.

High Horsepower Fuel Kit, PN 2921: This pump will support the power demands of engines up to 650 horsepower.

The pump features 3/8” inlet and outlet and is rated at 70 psi. The pump will support approximately 650 hp and is approved for in-tank use (no wiring or in-tank mounting hardware/sock are supplied).

POWER ADDERS

The Atomic TBI will accept wet nitrous systems as well as forced induction systems generating up to 10-14 psi of manifold pressure. There are options to select in the Advanced settings that allow you to program an air/fuel target when the nitrous is activated and when under boost conditions.

Nitrous: The Atomic fuel system does not provide the extra fuel required to safely operate a wet nitrous system. The installation of a dedicated fuel pump for the nitrous system is required in order to meet the fuel demands of a wet nitrous system. Timing can also be pulled out when the nitrous is activated (only when timing is being controlled by the Atomic system.)

Forced Induction: In boosted applications, the fuel pump must be capable of meeting the requirements of the increased fuel demand. Due to injector flow limitations, max horsepower with forced induction systems will be limited to 525 horsepower. Proper fuel pump selection is imperative to the performance and operation of the Atomic EFI.

WIDE BAND OXYGEN SENSOR INSTALLATION

The MSD Atomic EFI system requires a single Wide Band

Oxygen Sensor (WBO2) for operation. MSD suggests that the bung for this sensor be installed prior to starting any other part of the conversion process. By having the WBO2 in place first, there is a reduced chance of the vehicle being immobilized for an extended time. The bung for the WBO2 provided by MSD has a plug included so that the vehicle can be driven between the time of exhaust modification and installing the rest of the Atomic system, if needed.

02 SENSOR

POSITION

AT LEAST

10°

EXHAUST

COLLECTOR

Figure 2 WBO2 Sensor Location.

INSTALLATION INSTRUCTIONS 5

The WBO2 can be installed downstream of either exhaust bank. The sensor connects to the Power Module, so install the sensor on the bank closest to where you plan to mount the Module. The bung should be installed by a qualified exhaust technician and pressure tested. Proper installation of the oxygen sensor is critical to the performance of the Atomic EFI. Improper installation could lead to engine damage.

1. Locate the ideal spot to install the WBO2.

a. This location should be 2-4 inches after the exhaust collector. The sensor must be more than

18 inches forward of the exhaust tip. For applications where short or open headers are used, install the WBO2 in the primary tube of the rear cylinder at least 8 inches away from the exhaust port. The Atomic will not work on “Zoomie” style headers.

b. The WBO2 sensor should be at least 10˚ above horizontal to allow condensation runoff. Without this angle the sensor is significantly more likely to sustain water damage (Figure 2).

c. Never place a WBO2 on the outside of a bend.

d. The WBO2 must be mounted in the exhaust prior to any catalytic converter, if applicable.

2. Drill a 7/8” hole in the exhaust where the WBO2 will go.

3. Weld in the supplied bung. Ensure the weld goes completely around the bung and is air tight.

4. Insert supplied plug in bung. Never run the vehicle with a WBO2 installed but not powered; it will damage the sensor.

5. When completing the Atomic EFI installation, remove the plug and insert the WBO2 for use. MSD suggests using a small amount of anti-seize on the threads.

Note: The Atomic EFI is extremely sensitive to air leaks in the exhaust system. Any air leak between the engine and the WBO2 will cause the Atomic to have false readings, which can lead to poor engine performance, misfires, and an inability to properly auto-tune. Extended running of the

Atomic EFI with an exhaust leak can result in detonation and severe engine damage. Improper installation of the oxygen sensor, and any damage that may result from such an installation, is not covered by the manufacturer’s warranty.

THROTTLE BODY

Parts Required, not included:

4 – Retaining Stud Kit for the throttle body

Throttle linkage connection/brackets

The Atomic Throttle Body will bolt in place on intake manifolds designed for a square bore style carburetor. It is designed to accept common throttle linkage adapters and brackets. A throttle ball stud is supplied but no other linkage components are included. Accessory kits are available through many accessory or carburetor companies.

There are two fuel inlets, a forward and rear fuel inlet. Only one needs to be connected on a PWM

(returnless) style system as fuel is delivered to either side through an internal fuel rail. The passenger side of throttle body, where the MSD is machined, is the Electronic Control Unit (ECU). This is the brains of the Atomic fuel system and where all of the fuel calculations are made to give your vehicle exceptional performance.

MANIFOLD PORTED

BOOST

REFERENCE

PORT

MANIFOLD

Figure 3 Vacuum Ports.

VACUUM PORTS

Before installing the throttle body, note the engine’s need for vacuum accessories. The Atomic has five vacuum ports, ported and manifold, to cover accessories such as a power brake booster (Figure 3). Four ports are 1/8" NPT and one is 1/4" NPT.

6 INSTALLATION INSTRUCTIONS

BOOST REFERENCE PORT

Blow-Thru applications do not require modifications to the boost reference port. Draw-thru applications require a few modifications to the throttle body. Locate the boost reference port on the throttle body.

It is located on the lower right corner of the throttle body on the same side as the IAC motor (back of the throttle body), and remove the plug. Turn the throttle body upside down. Using a small drop of

Loctite on the plug, install the plug into the threaded orifice next to the throttle blades. Install A 1/16 pipe to hose fitting into the boost reference port on the throttle body. The boost reference port on the throttle body should be referenced below the supercharger directly off of the manifold, or can be split off of the boost gauge reference line (Figure 4).

BOOST REFERENCE PORT AND PLUG

PLUG PORT

OR

VACUUM HOSE

TO MANIFOLD

TO ATOMIC EFI

Figure 4 Boost Reference Port.

INSTALLATION

1. Install the new gasket and place the throttle body on the intake manifold. Make sure the throttle body is square on the intake and the linkage moves through closed throttle to wide open.

2. Secure the throttle body by tightening the four retainers evenly. Do not over tighten.

3. Transfer the linkage hardware from the carburetor to the Atomic. Any transmission brackets should also be transferred to the Atomic. A throttle return spring must be used (Figure 5).

4. Install the new air horn gasket.

5. Determine which fuel inlet and AN-fitting best suits your application.

6. MSD supplies two -6 AN style fittings for use on the throttle body fuel inlet. Both use ‘push-lock’ style inlets

Figure 5 Throttle Linkage.

to connect to the fuel hose and do not require clamps. Page 8 details the installation of MSD's pushlock fittings and hose.

Note: Not all fuel lines are rated for "push lock" installation.

7. Install the fitting to the throttle body.

INSTALLATION INSTRUCTIONS 7

EXTERNAL SENSORS

There are only two external sensors that need to be installed and connected; the Wide Band Oxygen

Sensor and the Engine Coolant Temperature Sensor. (Both are supplied.) The Wide Band Oxygen

Sensor installation is covered on page 5.

The coolant sensor is a variable resistance sensor and needs to be installed in the engine.

1. Find a location for the coolant temperature sensor. Many engines have provisions on the cylinder heads or the intake manifold.

2. It is recommended to use a small amount of Teflon tape or sealer on the threads.

3. Locate the 2-pin coolant sensor wiring harness. Route and connect the harness to the coolant temperature sensor.

WIRING

There are several wires and connectors on the throttle body. Not all of these wires will be connected on every application. Following is a chart of each wire.

REQ. / OPT. Wire Color Description

REQ Yellow

Black

This connects to the Engine Coolant Temperature Sensor.

REQ White This is the tach input wire for the EFI responsible for triggering the system.

It connects to the tach output of an MSD Ignition Control or Ready-to-Run

Distributor. It can also be connected to the coil negative terminal when using a stock type ignition such as points or a GM HEI distributor. Note:

This wire is not used when the magnetic pickup wire is being used for ignition timing.

OPTIONAL Yellow used with timing control

OPTIONAL Orange used with

A/C

This is a tach output wire. Connect this wire to the White points input wire on an MSD ignition unit only when using the Atomic to control timing. If the Atomic is not controlling timing this wire can be used as a 12 volt square wave trigger to a tachometer.

This is an AC kick-up wire. When 12 volts are supplied to this wire it will provide a small rpm "kick-up" in the idle to compesate for an added load to the engine from the air conditioner compressor. It will also activate the primary cooling fan (when two are used).

OPTIONAL Violet (+) This is the input for a magnetic pickup, such as from an MSD distributor. used with timing

Green (–)

This connector is only used when the Atomic is controlling ignition timing.

control

REQ CAN-Bus The 6-pin connector must connect to the Power Module. Do NOT cut this harness. MSD offers extensions in 2, 4 and 6-feet lengths if needed.

8 INSTALLATION INSTRUCTIONS

PUSH-LOCK FITTING INSTALLATION

MSD supplies two fitting adapters that will accept a

-6 AN line to be connected. If you are using the MSD

Push-Lock fittings to connect the fuel hose, the supplied hose MUST be used.

Proper installation begins with a clean, square cut of the hose. A hose cutting tool or new razor blade are recommended. When installing the hose it is important that the hose is pushed on all the way to the thin beauty ring. This means the hose should fully overlap the inboard barb. Too little of engagement, as well as overengagement, will result in a compromised connection that is prone to failure. Figures 6 and 7 illustrate the required installation of the hose and fittings.

1. Determine the length of hose needed. Mark the hose and cut it using a hose cutter or new razor blade.

There should be minimal disturbance of the outer jacket, braids and inner liner. The cut plane should be perpendicular to the hose axis. (Figure 5).

2. Before installing the hose to the fitting, it is important to anchor the fitting (Figure 6). Proper installation cannot be achieved by holding the hose and fitting in your hands. For best results, the hose should be installed with minimal twisting or pausing.

3. Apply a light coat of oil to the barbs on the fitting. Use care not to get oil on the outside of the hose as it will be impossible get a firm grip on the hose.

4. With the fitting anchored securely, push the hose over the barbs. The hose is properly installed when it is flush with the thin edge of the beauty ring (Figure

7). At this point, the hose end should have rolled over the inboard barb.

CORRECT CLEAN,

SQUARE CUT

INCORRECT

JAGGED, ROUGH

CUT RESULTS IN

A COMPROMISED

CONNECTION

Figure 5 Severing the Hose Properly.

Figure 6 Installing Fuel Hose to the Push-Lock Fittings.

Properly Installed Push-Lock Fitting

END OF HOSE IS FLUSH

WITH THE THIN EDGE

OF THE BEAUTY RING.

Improperly Installed Push-Lock Fitting

E X C E S S I V E G A P T O

BEAUTY RING RESULTS

IN A COMPROMISED

CONNECTION.

Figure 7 Installed Push-Lock Fitting.

WARNING: The supplied MSD Push-Lock AN fittings are designed only for use with the supplied fuel hose (Aeroquip AQP FC598). We do not recommend mixing Push-Lock style fittings and hoses from different manufacturers. Doing so may result in fuel leaks and expose other dangerous incompatibilities.

INSTALLATION INSTRUCTIONS 9

POWER MODULE INSTALLATION

The Power Module of the Atomic EFI system handles high current circuits such as the fuel pump and WBO2. The unit has two ports for the MSD CAN system as well as a wiring harness. The CAN ports will provide communication between the Power Module, Throttle Body, and Handheld Controller.

It is important to select a proper mounting location for the

Power Module. The unit can be mounted in the interior or the engine compartment as long as it is away from direct heat sources. It is not recommended to mount the unit in an enclosed area, such as the glove box, so that airflow will aid in cooling. When a suitable location is found to mount the

Module, make sure all wires reach their connections. Also

Figure 8 Power Module Wiring Diagram.

be sure that the CAN ports can be accessed for use of the

Handheld. Use the Power Module as a template and mark the location of the holes. Use a size # 20 drill bit to prepare for the supplied self tapping screws. Install the supplied rubber gromments and mount the unit.

WIRING

There are a number of electrical connections on the Power Module that are required for proper operation.

Other wires, such as fan control wires, only need to be connected if their optional functions are being used. Wires marked “REQ” must be connected for the system to operate while those marked “OPT” will depend on the functionality desired. Note that the two schematics shown are for installations that are NOT using the timing functions of the Atomic. At this point it is recommended to start the system without including the ignition wiring to confirm and tune-in the Atomic for your installation. If you wish to proceed with timing installation, follow the wiring below, and contiune to page 16 to set up the distributor and ignition timing.

Pin REQ. / OPT. Wire Color

1

2

3

4 Unused

5 Unused

6

7

8

9

12

13

16

REQ

OPTIONAL

OPTIONAL

Unused

Optional

REQ

REQ

10 REQ

11

14

15

REQ

Black

Tan

Pink

Description

Ground - Route this wire directly to Battery Negative or the engine block.

Fan circuit 1 - This wire supplies ground to activate the circuit. It must go to the ground circuit of a relay to control a fan.

Fan circuit 2 - This wire supplies ground to activate the circuit. It must go to the ground circuit of a relay to control a fan.

(No Wire)

(No Wire)

(No Wire)

Violet

Unused

Unused

Unused

Nitrous Signal - When connected to 12 volts, such as when nitrous is activated, the Atomic will switch to the target air/fuel mixture for use during nitrous. The timing will also be retarded the programmed rate (when timing control is used).

Orange (Large) Fuel Pump circuit - This wire provides 12 volts to the fuel pump and connects to the positive side terminal. No relay is required. Note that on a returnless style fuel system the voltage on this wire will not display on a voltmeter.

Red (Large) Main Power - Route this wire directly to Battery Positive. This circuit needs to maintain power after the unit is turned off so that all Learning can be saved properly.

Wide Band Oxygen Sensor connection - single connector.

Red

Yellow

Black / White

Black / Red

Green

Black

Red On/Off – Connect to a switched 12 volt circuit. Ensure it has power during both

Key On and Cranking. Do NOT connect the coil (+) terminal when using an

MSD Ignition such as a 6A or 6AL or other CD ignition.

10

ECT

SENSOR

INSTALLATION INSTRUCTIONS

*Do NOT connect the small Red wire to the coil (+) terminal when using an MSD Ignition or other CD ignition control.

PINK - FAN 2 PROVIDES GROUND

TAN - FAN 1 PROVIDES GROUND

FUEL

PUMP

BLACK - GROUND

HEAVY RED - BATTERY

HEAVY ORANGE

RED - IGNITION SWITCHED 12V

*

TO NITROUS 12V

ACTIVATION WIRE

BLACK

GROUND

O2

SENSOR

MAG NOT USED (FOR TIMING CONTROL ONLY)

ORANGE TO AC INPUT

YELLOW - IGNITION

OUTPUT (USED WITH

TIMING CONTROL ONLY)

WHITE TO MSD

TACH OUTPUT

OR

GRAY TO TACH INPUT

INDICATES CONNECTION

FOR STOCK

IGNITION

SYSTEMS

TO 12V

IGNITION

KEY

RED - IGNITION SWITCHED 12V

Figure 9 – Atomic Wiring with an MSD Ready-to-Run Distributor or MSD HEI Distributor.

STOP HERE

Please review the parts installed thus far. Check to see that all required wires are run properly and that the fuel system is complete and secure. The next section of instructions will require power to the

Handheld. Turning on power (Key On) will prime the fuel pump. It is extremely important to check for fuel leaks at this time.

Do not attempt to start the engine until the Initial Setup has been completed on the Handheld.

INSTALLATION INSTRUCTIONS

*Do NOT connect the small Red wire to the coil (+) terminal when using an MSD Ignition or other CD ignition control.

PINK - FAN 2 PROVIDES GROUND

TAN - FAN 1 PROVIDES GROUND

BLACK - GROUND

HEAVY RED - BATTERY

FUEL

PUMP

HEAVY ORANGE

RED - IGNITION SWITCHED 12V

*

TO NITROUS 12V

ACTIVATION WIRE

O2

SENSOR

11

BLACK

GROUND

ECT

SENSOR

VIOLET (+) GREEN (-)

INDICATES CONNECTION

TO 12V

MAG PICKUP

NOT USED

YELLOW

NOT USED

ORANGE TO AC INPUT

WHITE GRAY

RED - IGNITION SWITCHED 12V

ORANGE

NOT

USED

WHITE

BLACK

Orange (+) and Black (-) are the only wires that connect to the coil.

DIGITAL 6AL

IGNITION

KEY

Figure 10 Atomic Wiring with an MSD Ignition Control.

STOP HERE

Please review the parts installed thus far. Check to see that all required wires are run properly and that the fuel system is complete and secure. The next section of instructions will require power to the

Handheld. Turning on power (Key On) will prime the fuel pump. It is extremely important to check for fuel leaks at this time.

Do not attempt to start the engine until the Initial Setup has been completed on the Handheld.

12

PROGRAMMING

INSTALLATION INSTRUCTIONS

ATOMIC CONFIGURATION

The Handheld Controller is the interface between you and the

Atomic EFI. Using it, you can go through the initial and advanced setups, monitor engine parameters in real time, and more. To power the Handheld for use, turn on ignition power (Key On). All basic functions for the Handheld are done through the joystick which allows for up, down, left, and right control as well as center pressing to input a change.

ATOMIC EFI DASH AND GAUGES

The Atomic Dash and Atomic Gauges do not have any adjustable features. They provide real time data of the Atomic and the engine such as rpm, air/fuel ratio, IAC counts, temperature and more.

INITIAL SETUP

Before starting the engine you will need to input a few engine parameters.

Engine Displacement: Select your engine size. Use the joystick to go up or down in 1 cubic inch or 0.1 liter increments.

Number of Cylinders: Select the number of cylinders. Use the joystick to go up or down with 1, 2, 4, 6, 8, or 12 cylinders.

(Atomic EFI is not compatible with Odd-Fire V6 egnines.)

Camshaft Selection: There are three selections; Street/Stock,

Mild and Performance. Select the cam that best suits your application.

CAM

DURATION AT .050"

Stock Less than 210°

Medium 211° - 230°

Large Greater than 231°-250°

Note: If lobe separation angle (LSA) is less than 108° you may need to go to next larger cam profile. If cam duration is longer than 250° the Atomic will not be suitable for your application.

Fuel Pump Type: There are three selections for the fuel pump system. Select the system that you are using on your vehicle.

• Pulse Width Modulated: This selection is used only when running a returnless fuel system with NO regulator.

• Non-PWM with Regulator: This selection is used when running a return style system with a regulator.

• PWM with Regulator: This selection is used when running a return style system with a regulator. It will run the pump at 50% duty cycle at idle producing quieter pump operation and will increase a duty cycle of 100% as the throttle and injector load increase.

Note: It is recommended that you use Non-PWM with a regulator when setting fuel pressure as the PWM setting may decrease fuel pressure slightly at idle depending on the pump used.

Air Pump Equipped: If your engine is equipped with an OEM air pump, this value must be set to ‘Yes’. This is covered in detail in the supplied addendum covering installation steps and settings for a CARB compliant installation.

Handheld Main Menu

Initial Setup

Camshaft Type

Fuel System

Idle RPM

Figure 11 Initial Setup.

INSTALLATION INSTRUCTIONS

Idle RPM Target: This is the rpm that you want the engine to idle at while stopped and in gear. Adjustable in 25 rpm increments.

Timing Control: Choose between Enabled and Disabled. If

Timing Control is Enabled, its features will be edited in the

Advanced Setup. (Please see page 16 for more details on this option.) Note: It is recommended to start the engine initially without timing control.

ADVANCED SETUP

Each of the settings in the Advanced Setup is optional. None of them are required to be edited at any time if they are not needed by your particular application. They are each designed to offer additional functionality to be used at your choice. For initial start, it is recommended to leave the defualt settings.

Fan Control - Use the Atomic to control two electric fan circuits. Each circuit can be turned on by selecting a start temperature using the joystick to go up or down in single degree increments. The fans will automatically shut off when the engine reaches 10˚ cooler than the start temperature. The two circuits can be used for independent fans or a single multispeed fan. A relay is required for each fan.

A/F Targets: The Atomic provides an option to set an air/fuel target for Idle, Part Throttle, Wide Open (WOT), Nitrous and

Boost. The Atomic will use its self-learning technology to adjust the fuel delivery to meet the target air/fuel ratio. The values are adjusted in 0.1 increments and range from rich at 10:1 to leaner at 16:1. The ideal air/fuel ratio for cruising is called stoichiometric and is commonly referred as a

14.7:1 air/fuel ratio.

Boost: The Atomic will switch to the commanded Boost

A/F ratio once manifold pressure reaches 110 KPa

/ 16 psia.

Nitrous: There is also a timing setting for a Wet Nitrous

System. When a nitrous system is activated (by supplying 12 volts on the Violet Power Module wire), the Atomic will adjust its internal target A/F ratio to the commanded Air/Fuel ratio. Note that in order to set a Nitrous Air/Fuel target, and set a timing retard, the Nitrous Selection in the Advanced menu MUST be programmed to ENABLE.

Timing Control - The Atomic EFI system has the ability to control the engine’s ignition timing, however, an MSD

Ignition Control and adjustable rotor are required to use this feature. For initial startup, it is recommended to bypass the Atomic's timing control features. This will allow you to start the engine and tune the EFI to your engine. For more details and complete instructions for Timing Control, please see page 16 of these instructions.

Figure 12 Initial Setting

Advanced Setup

Fan Control

Air/Fuel Targets

Timing Control

Figure 13 Advanced Setup.

13

14 INSTALLATION INSTRUCTIONS

Pump Squirt - To assist in throttle transitions the Atomic EFI has a feature to mimic the pump squirt of a carburetor.

This works by increasing fuel delivery by a prescribed percentage any time there is an increase in throttle position. If needed, make small changes of no more than 5% increments without further testing. 25% is sufficient for most engines. Almost all vehicles will use between 15 and 35% pump squirt

Power Valve Enrich - To assist in manifold pressure transitions the Atomic EFI has a power valve feature.

This works by adding fuel based on MAP transitions while moving the throttle. Large cam vehicles with low vacuum generally required a slightly smaller number while stock/small camshaft vehicles with a high vacuum may require more. If needed make small changes of no more than 5% increments without further testing, 25% is sufficient for most engines but between 15-35% is normal. Typically, the higher the vacuum (more stock) the higher the percentage needed.

Pump Squirt something else

Figure 14

DISPLAY OPTIONS

Using the features in this section, users will be able to control the look of the Handheld unit. This section is also home to information regarding the Firmware and resets.

LCD Contrast - Adjust the contrast on the LCD screen if it is hard to see the display. Brightness is adjusted using the joystick to go up or down in five percentage increments.

Backlight Level - The brightness of the screen is determined by this setting. The Backlight Level may need to be adjusted depending on outside light levels. Brightness is adjusted using the joystick to go up or down in five percentage increments.

Display Units - The Atomic can display items in either English (cubic inches, Fahrenheit) or Metric

(liters, Celsius).

Default Display - This selection provides the opportunity to select what screen you want the handheld to display at power on. The choices are Main, Dash or Gauges.

Backlight Timeout - This setting lets you control when the Handheld backlighting turns off. It can be set to Disable where it will always be illuminated, or it can be set to turn off from one second to

300 minutes after it is powered on.

Set Atomic Defaults - Use this feature to reset the Atomic EFI. Selecting “YES” on this screen will take all setting, including fuel maps, back to the factory defaults. Typically this will only be done when the Atomic is being installed on a different engine.

Firmware Versions - This is where information can be found on what is controlling the Atomic. If MSD releases an update, use this screen to determine which firmware is currently on the system to compare to the number of the release.

INSTALLATION INSTRUCTIONS 15

THROTTLE BLADE ADJUSTMENT

There is one more adjustment to review prior to starting the engine for the first time; the Throttle Blades.

This is a setting that varies between engines to improve idle characteristics due to engine and cam size.

There are two adjustments that determine the position of the throttle blades, a front and rear (see Figure 15). Note that the front and rear throttles need to be opened the same amount to produce the best idle.

For initial start up, MSD recommends the following:

FRONT

• On a street/stock type cam, turn the throttle screws ½ turn from the point where the blades first start to move.

• For a mild cam, turn the screws one additional turn from the point where the blades first move.

• For Larger cams, turn the screw 1½ turns from the point where the blades first move.

Once started, you will be able to monitor the IAC count (Idle

Air Control) on the Handheld in the dash mode to improve

REAR

Figure 15 Throttle Blade Adjustment.

or tune the idle. The IAC motor controls the amount of air flowing through the idle air circuit. It varies depending on the engine and operating conditions. When the engine is at operating temperature, let the engine come to an idle and monitor the IAC count. This count will range from 0 – 175 and at idle, a rule of thumb would be 10 - 20 with a manual transmission and 5-15 in gear with an automatic (less is ok, even 0).

If the count is too high, the IAC is trying to open too much and the blades should be opened to help with additional air flow at idle. Make any adjustments equally in front and rear using small steps such as a quarter turn at a time.

PRE-START CHECK LIST

At this point,you're ready to start the engine. Before attempting to start your vehicle with a newly installed

Atomic EFI system, MSD recommends running through the following check list to help ensure a safe and successful start.

• Double-check all wiring.

• Power and Ground are run directly to the battery.

• The small Red “12V switched” wire from the Power Module will have power during both Key On and

Cranking.

• The Power Module, fuel pump, fuel lines, and wires are securely mounted away from heat sources and pinch points.

• Wide Band Oxygen Sensor is installed in a proper location.

• There are No known exhaust leaks.

• Throttle linkage is complete and operational from the pedal.

• Handheld receives power during Key On.

• You have completed each step of the Initial Setup in the Handheld.

• At Key On the fuel pump primes.

• There are No fuel leaks when system is under pressure.

• Check for proper fuel pressure on Handheld Dash. If you do not see fuel pressure, you may need to prime the pump more than once.

• When ready to start engine, watch for Engine RPM on Handheld Dash to know that Atomic is getting proper input.

• Timing feature is disabled (unless using timing feature).

• Be prepared to adjust the throttle blades as shown above.

START YOUR ATOMIC FUELED ENGINE!

16 INSTALLATION INSTRUCTIONS

ATOMIC EFI TIMING CONTROL

The Atomic EFI has the ability to control the engines ignition timing. This is an optional feature and is NOT required for proper functioning of the fuel injection. By implementing ignition timing control through the Atomic EFI, the engine will have more precise control and an improved idle. It is important to note that most rough or inconsistent idle issues can be resolved through proper throttle blade adjustment as outlined on page 15.

MSD recommends that those who wish to use the Atomic’s timing control feature first get the engine to run without timing control. Splitting the timing control into a secondary process will add very little time to the total install, but could significantly help with trouble shooting, should it be needed.

The following are a list of items that are required to use the timing features of the Atomic system:

• An MSD Ignition control such as a 6A or 6AL Ignition

• The distributor must be locked-out

• An adjustable rotor is required to achieve accurate rotor phasing. For standard GM size MSD distributors, use rotor PN 84211. For larger, Ford style MSD distributors it is recommended to fit the distributor with a smaller cap (PN 8433) and the PN 84211 rotor. If the larger cap must be used, try rotor PN 8421.

• It is recommended but not required to us an MSD Pro Billet Distributor with a 2-pin mag pickup connector.

• The balancer must be degreed, or use MSD Timing Tape, PN 8985

• A timing light will be required.

PREPARATION FOR ATOMIC TIMING

See page 17 for wiring information.

Before removing the distributor, bring the number one cylinder to approximately 15° BTDC on the compression stroke.

1. Remove the distributor cap and note the position of the rotor. You will be removing the distributor to lock it out, this will be your reference position for the number one cylinder.

2. Remove the distributor clamp and pull the distributor out of the engine.

3. If you are using an MSD Distributor (recommended), follow the steps below to lock-out the mechanical timing. a. Remove the advance components including the springs, weights and the advance stop bushing from the advance assembly. b. Remove the roll-pin from the drive gear and remove the gear from the housing shaft (except on Fords). c. Slide the shaft two inches out of the housing.

d. Rotate the shaft 180° and insert the advance stop bushing pin into the small hole on the advance plate (Figure 16).

e. Install the locknut and washer to the advance stop bushing pin. This locks the advance in place.

f. Put the shaft back in the housing

Figure 6 Locking Out the Centrifugal Advance.

Figure 16 Locking Out the Advance.

g. Install the drive gear and roll-pin.

4. Some applications will require the vacuum advance be removed. Please see page 16 for details, or Appendix A for a complete list of distributors. If your vacuum advance needs removed and locked out, use the following steps.

a. Remove the two Allen head screws that hold the advance canister (Figure 16).

INSTALLATION INSTRUCTIONS

b. Remove the snap ring that holds the magnetic pickup assembly in place.

c. Gently lift up on the mag pickup plate and slide the vacuum canister out.

d. Install the Lockout Plate in place of the canister.

Install the two retaining screws.

e. Install the supplied screw and washer through the Lockout and tighten.

f. It is important to make sure the pickup plate is parallel with the housing of the distributor

(Figure 16). If it is cocked or slanted, the paddles of the reluctor may contact the pickup.

g. Check the clearance by rotating the distributor shaft. If necessary, use the supplied shims under the Lockout hold-down to correctly position the pickup plate.

Note: If no shims were required, use one beneath the washer of the Lock-Out Hold Down Screw.

5/16” SCREW

DOME MUST

FACE UP

17

Figure 17 Checking Installation of the Lockout Plate.

INSTALL THE ADJUSTABLE ROTOR

1. Install the new adjustable rotor (MSD PN 84211 or

PN 8421).

CLOCKING

TABS

POSITION ON

BASE AND

ROTATE INTO

POSITION

ROTOR PHASING

To phase your rotor properly for the Atomic EFI to control ignition timing, set it retarded (opposite rotation) at 15˚ on the rotor indicator. Remove and lockout the vacuum advance, if applicable, on all distributors except Fords*.

* Distributor PN 8573 will need the vacuum canister removed and locked out.

Distributors PN 8386 and 8387 keep the vacuum canister in place.

Please see Appendix A for a complete list of our distributors, the required adjustable rotor, and other applicable notes.

INSTALL THE DISTRIBUTOR

1. Position the engine at 15° Before Top Dead Center (BTDC).

2. Install the distributor making sure the rotor comes to rest pointing at the number one terminal of the distributor cap.

3. Tighten the distributor clamp – but leave it so the distributor can be moved.

4. Connect the distributor’s magnetic pickup to the matching connector on the throttle body.

5. Connect the Yellow wire of the Atomic to the White input wire on the MSD Ignition Control. This is the trigger signal for the ignition.

6. Install the cap and spark plug wires.

Idle RPM - Set this to the rpm at which you would like the Atomic to start advancing ignition timing off idle.

Total RPM - This is the rpm at which the Atomic should have full ignition timing.

18

ECT

SENSOR

INSTALLATION INSTRUCTIONS

*Do NOT connect the small Red wire to the coil (+) terminal when using an MSD Ignition or other CD ignition control.

PINK - FAN 2 PROVIDES GROUND

TAN - FAN 1 PROVIDES GROUND

BLACK - GROUND

HEAVY RED - BATTERY

FUEL

PUMP

HEAVY ORANGE

RED - IGNITION SWITCHED 12V

*

TO NITROUS 12V

ACTIVATION WIRE

BLACK

GROUND

O2

SENSOR

DISTRIBUTOR

ONLY USED WITH

TIMING CONTROL.

CONNECTS TO

MSD DISTRIBUTOR

PICKUP

Orange (+) and

Black (-) are the only wires that connect to the coil.

WHITE - NOT USED

ORANGE TO AC INPUT

TACH OUTPUT

GRAY

YELLOW WHITE

RED - IGNITION SWITCHED 12V

DIGITAL 6AL

ORANGE

BLACK

VIOLET (+)

GREEN (-)

MAG PICKUP NOT USED

Figure 19 Atomic Wiring to use Timing Control.

INSTALLATION INSTRUCTIONS

SETTING THE ATOMIC TIMING

Connect the Handheld Control and select Ignition Timing from the

Advanced Menu.

Idle Advance - This is the initial ignition timing from which timing will advance as the engine climbs in rpm.

Total Advance - This is the total advance in ignition timing the engine should receive based on rpm.

Note: Total timing must always be a higher number than the idle timing setting.

Vacuum Advance - The Atomic can add ignition advance based on manifold vacuum using the built in MAP sensor. Use the joystick up or down to set amount of timing advance in single degree increments.

Nitrous: When a nitrous system is activated (by supplying 12 volts on the Violet Power Module wire), the Atomic will retard the timing up to 20°. Note that in order to alter the timing for nitrous use, the Nitrous Selection in the Advanced menu MUST be programmed to ENABLE.

Lock Timing - When this section is selected the ignition timing will be locked at 15˚BTDC by the computer so that the engine’s idle timing can be checked with a timing light. If this screen is not active the idle timing is controlled by the Atomic ECU and will be continually adjusted.

Boost: On boosted applications, you can set a timing retard based on boost pressure. Adjustable in 0.1° per pound of boost.

Note: The Atomic has a feature that will retard the timing when coolant temp and intake air temp reach a certain point. This is designed to protect the engine from high heat detonation.

Note: Timing cannot be retarded past 5°.

INITIAL START UP AND SETTING THE TIMING

Before starting the engine, have a timing light handy as the first step will be positioning the distributor.

1. Turn the key On to power the system and go to Advanced Setup to Ignition Timing and select Lock Timing. This screen allows you to set the distributor exactly where the Atomic ECU needs it to be positioned to operate the timing.

2. Start the engine and using the timing light, move the distributor to

15° BTDC. Tighten the hold down clamp.

3. Leave the Lock Timing screen. This will take you back to the

Ignition Timing screen and the Atomic will now be controlling the ignition timing. It is important to note that you will not see accurate timing at idle speed when viewing with a timing light. This is due to ECU calculations. If you rev the engine off idle, the timing will appear correctly.

4. Once back to the Ignition Timing Screen, you can adjust the total and idle timing as well as the rpm points that control the rate of the advance.

5. There is also a vacuum advance option on the handheld. Vacuum advance is generally a feature that assists in economy. The Atomic allows you to select a total amount of vacuum advance. This will take some time to tune to depending on your application. Note that the vacuum advance reads off ported vacuum so it will not come in until the throttle is open.

Figure 20 Timing Settings.

19

20

DIAGNOSTICS

INSTALLATION INSTRUCTIONS

There is a self-diagnosing system built into the Atomic EFI. Each covered parameter can show a status in one of three ways.

“OK”: the parameter is functioning normally.

“Error C”: there is currently an error occurring.

“Error H”: there was previously an error that has been remediated within the last ten ignition cycles.

The following chart gives the most likely solution(s) to each possible error.

CLEARING HISTORY ERRORS

There are two ways to clear an error. First, the code will erase after 10 key cycles. Second, is to simply navigate to the message screen and push the joystick down to clear the codes.

CODE NAME

TPS

MAP

IAT

ECT

BATT

INJ DC

FUEL PRESSURE

WBO2

FP CAV

WHAT IT MEANS PROBABLE CORRECTION(S)

There is no reading for the Throttle

Position Sensor.

There is no reading for the Manifold

Air Pressure Sensor.

The sensor may be at fault. Note that the TPS is integral of the throttle body.

The sensor maybe at fault. Note that the MAP sensor is integral of the throttle body.

The sensor may be at fault. Note that the IAT sensor is integral of the throttle body.

There is no reading for the Inlet Air

Temperature Sensor. The ECU will default to 275° when open.

There is no reading for the Engine

Coolant Temperature Sensor. The

ECU will default to 275° when open.

The Atomic is receiving the wrong voltage. The unit is measuring either less than 9 volts or greater than 16 volts.

Check to see that the sensor is properly installed and plugged in. If the sensor is connected but there is no signal, it will need to be replaced.

Check that the Atomic has power and ground directly from the battery. Also be sure the vehicle's battery and charging system are in proper working order.

Excessive Injector Duty Cycle

If you are running a returnless fuel system your engine's needs may exceed the Atomic's maximum capabilities. If you are running a return system check to see that you are maintaining the recommended fuel pressure. If you have adequate fuel pressure the engine needs may exceed the Atomic's system capabilities.

The sensor will need to be replaced.

There is no reading for the Fuel

Pressure Sensor.

A. "NOT CONNECTED" indicates that no sensor is detected.

B. "ERROR" indicates that the sensor has failed.

A. Check to see that the sensor is securely plugged into the system.

B. The sensor will need to be replaced.

This code will set if there is an issue with Fuel Pump Cavitation (similar to vapor lock). It can only set when running a returnless fuel system. This may occur when the commanded fuel pressure (from the ECU) is different than the fuel pressure (at the sending unit).

This means you need to review your fuel pump system and confirm that your application meets the requirements to run a returnless (PWM) system. Also check the filters, the sock in the tank and inspect the lines for any kinks or pinches that would affect the fuel flow and pressure of the system. If everything checks okay and the code continues, you may need to move to an in-tank pump, or use a regulated (return) fuel system.

CLEAR FLOOD

If a flood condition occurs, turn the key on then press the accelerator to wide-open throttle. This tells the ECU to turn off the injectors. Crank the engine to clear the flood condition until the engine starts

(release the throttle open start-up).

Note: The TPS is self calibrating so the key must be in the On position prior to pressing the accelerator.

INSTALLATION INSTRUCTIONS

MSD Atomic EFI Trouble Shooting

Does the engine start?

No

Please check all of the items on that list before continuing.

No

Have you completed the Pre-Start Checklist in the Atomic instructions?

Yes

Yes

Did the system show proper

Fuel

Pressure?

Yes

Yes

Yes

Please follow the Flood Clear directions on page 13.

Is it possible that the engine is flooded?

Yes

No

Does the engine have spark?

Did that RPM signal correlate to the actual engine speed?

No

Please check to see the Atomic is getting a proper trigger signal from the distributor or ignition box.

No

Yes

Check the ignition system to ensure proper functioning.

Did the system show an RPM signal during cranking?

No

Please check to see the Atomic is getting a proper trigger signal from the distributor or ignition box.

If each of the aforementioned items checks out and the non-start issue still exists,

Please contact MSD

Engine starts! Go to the next page.

Yes

Does the engine start?

No

No

Please check for power to the fuel pump or other fuel issues.

21

22

No

No

The engine is easy starting! Go to the next page.

INSTALLATION INSTRUCTIONS

Continued from previous page

The engine starts. Is it hard starting?

Yes

Is this the first time you have started the engine?

Yes

No

Let the engine run for at least 10 minutes.

Then shut it off and start it again.

No

Letting the engine run at temperature for 10 minutes will allow the system to start learning.

Has the engine been allowed to idle for at least 10 minutes?

No

Yes

Is the Atomic EFI controlling the engine’s ignition timing.

Yes

No

Continue

Please review the instructions for setting and controlling ignition timing with the

Atomic EFI.

See pages

15-17.

Does the Handheld show any errors?

Has the throttle been adjusted?

Yes

No

Refer to page 14 of the instructions to ensure the throttle is set for your engine.

Yes

Does the system maintain fuel pressure during cranking/idling?

No

Refer to page 13 to learn how to correct and clear codes.

Is the engine hard starting?

Yes

Refer to pages 4 - 6 for instructions on the Fuel

System. It must be able to maintain pressure at all times.

If each of the aforementioned items checks out and the hard starting issue still exists, please contact

MSD .

Yes

Continued from previous page

The engine is easy starting. Does it idle well?

No

No

Allow the engine to idle at running temp. This will allow self-tuning to adjust items as needed.

Has the engine had the chance to idle for 10 minutes at operating temperature 160° or above?

Yes

Yes

Are there any vacuum leaks?

Ensure that there are NO vacuum leaks that could affect the amount of air in the engine.

Yes

No

Are you sure the ignition timing and rotor phasing are correct?

Yes

Are the throttle blades adjusted for the engine? See page 14

No

No

If timing is off an engine can struggle to idle regardless of the fuel system. Make sure the distributor is in proper alignment.

Yes

Does the idle Air/Fuel

Ratio make sense?

No

The IAC can only do so much to ensure the right amount of air gets in the engine. Refer to page 14 for throttle adjustment.

Does the engine idle well?

Excessive Lean or Rich targets can make it hard for an engine to idle steady. Use the

Handheld to double check the target to ensure it is appropriate.

Yes

No

The engine idles well!

Go to the next page.

If each of the aforementioned items checks out and the rough idle issues still exists, please contact MSD

Customer Support at

915-855-7123.

INSTALLATION INSTRUCTIONS 23

Yes

Continued from previous page

The engine is easy starting. Does it idle well?

No

No

Allow the engine to idle at running temp. This will allow self-tuning to adjust items as needed.

Has the engine had the chance to idle for 10 minutes at operating temperature 160° or above?

Yes

Yes

Are there any vacuum leaks?

Ensure that there are NO vacuum leaks that could affect the amount of air in the engine.

Yes

No

Are you sure the ignition timing and rotor phasing are correct?

Yes

Are the throttle blades adjusted for the engine? See page 14

No

No

If timing is off an engine can struggle to idle regardless of the fuel system. Make sure the distributor is in proper alignment.

Yes

Does the idle Air/Fuel

Ratio make sense?

No

The IAC can only do so much to ensure the right amount of air gets in the engine. Refer to page 14 for throttle adjustment.

Does the engine idle well?

Excessive Lean or Rich targets can make it hard for an engine to idle steady. Use the

Handheld to double check the target to ensure it is appropriate.

Yes

No

If each of the aforementioned items checks out and the rough idle issues still exists, please contact MSD .

The engine idles well!

Go to the next page.

24 INSTALLATION INSTRUCTIONS

The engine is smooth idling. Do you have any drivability issues?

Yes

Yes

Even a small exhaust leak can alter the WBO2 readings. If this happens it will have a dramatic effect on the engine’s performance. Always ensure thre are NO leaks in the exhaust?

Are there any exhaust leaks?

No

No

Does the engine struggle to keep up during throttle increases?

Yes

Do the Air Fuel

Ratio Targets make sense?

No

Yes

When there is an increase in throttle position the engine can require extra fuel that isn’t accounted for in the regular fuel maps. See page 12 to learn how we solve this issue with the

“Pump Squirt” feature of the

Atomic.

No

No

Does the Atomic

EFI maintain adequate fuel pressure?

Yes

The Atomic is designed to always hit the designated

Air Fuel Ratio Targets. If these targets are much too low or high for an engine it will run poorly. Check to ensure the targets make sense for your engine.

No

Check to see that the fuel system is maintaining pressure. If the Atomic looses fuel pressure for any reason it will cause the engine to run poorly.

Yes

Yes

Has the Atomic

EFI had time to learn all the parts of your fuel maps?

Are you sure the ignition timing and rotor phasing are correct?

No

No

If timing is off an engine can struggle to idle regardless of the fuel system. Make sure the distributor is in proper alignment.

Do you have drivability issues?

The Atomic needs run time in each area of the fuel maps to learn the best settings for your engine. It could take up to a week of normal daily driving to adjust all the maps.

Yes

Your engine starts, idles, and drives well. Enjoy the Atomic EFI!

If each of the aforementioned items checks out and the poor drivability issue still exists, please contact MSD .

INSTALLATION INSTRUCTIONS

APPENDIX A - ATOMIC IGNITION TIMING CONTROL: ROTOR PHASING DETAILS

25

DIST APPLICATION DISCRIPTION

2358

2358EDEL

FORD

FORD

2358ROUSH FORD

2359 FORD

2360

8579

2362

2362EDEL

FORD

FORD

FORD

FORD

2362ROUSH FORD

2363 FORD

2363ROUSH FORD

8577 FORD

8578

2356EDEL

8394

8504

FORD

PONT

CHEVY

CHRY

8503

8477

FORD

FORD

8478 FORD

8478ROUSH FORD

8479

8386

8387

8350

FORD

CHRY

CHRY

FORD

83501

8352

83521

FORD

FORD

FORD

85551

85553

85561

83606

8534

8582

8598

8580

83506

8517

8548

8547

8355

8356

85501

85503

85805

8584

85840

8569

8498

8589

8566

8490

FORD

FORD

FORD

FORD

GM

HOLDEN

OLDS

PONT

8563

2345

PONT

CHEVY

23451 CHEVY

23451EDEL CHEVY

2357

8570

8545

8546

CHEVY

CHEVY

CHRY

CHRY

FORD

BUICK

BUICK

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHRY

FORD

FORD

FORD

ROTOR

NEEDED

R-t-R Marine Ford 351-460

Buick V8 Billet, 400-455

Buick V8 215-350 Pro Billet

Super Tall Block, Mag Pick.

84211

84211

84211

8421

OBS-Dist,Chevy, D/ PU, Locked*Sub w/8356 84211

Chevy V8, Dual Pickup 84211

Chevy V8,Pro-Bill,locked,cap,rotor

Chevy V8, w/Capadapt/ locked Shaf

84211

84211

Chevy V8,Pro-Billet,w/Cap, Rotor

Chevy V8, Mod Shafiroff

Chevy V8 w/Slip Collar,Cap, Rotor

R-t-R Marine Chevy V8

Chrysler, 318, 360

Ford V8, 302

Ford 289/302 Hyd Roller-Steel Gear

Ford V8, 351C, 460

84211

84211

84211

84211

84211

8421

8421

8421

Ford 351W, w/ Edel. Vic. Jr

Ford V8, 351W

Ford 351W,w Roller Stl Gear

Ford 351C/M, 460, L.P., CT

OBS-GM Ecotec 4 cylinder

Holden V8 308 ci engines

Oldsmobile V8, 350, 455

OBS-151 4Cyl

Pontiac V8, 350, 455

Ign. Trigger Sync Signal Lock/Out

Ign Trig. w/Hall LED Sync Pickup

Ign Trg w/LED Sync Pckup & LD Cap

Cam Sync w/Rotor Phasing, Chevy V8

Chevy V8,Small Cap/Base

Chrysler 383,400 Pro-Billet

Chrysler 426,440

84211

84211

84211

84211

84211

84211

84211

84211

8421

8421

8421

84211

8421

84211

84211

8421

Sync Rotor Phas, 289/302 Steel Ger

Cam Sync Ford 289/302, Steel Gear

Sync Rotor Phasing, 289/302, Roush

Sync Rotor Phas, 289/302, Cast Ger

Sync Rotor Phas, 289/302 Bronze Gr

Ford 302, Pro Billet, Small Cap

Sync Rotor Phas, 351W, Steel Gear

Cam Sync Ford 351W, Steel Gear

Sync Rotor Phasing, 351W, Roush

Sync Rotor Phasing, Ford FE, Roush

Sync Rotor Phasing, Ford FE, Roush

Ford 351C-460, ProBillet, Small Cap

Ford 351W, Pro Billet, Small Cap

Pontiac Cam Sync w/Hall Effect P/U

GM Digital E-Curve

Chry 318, 340, 360, E-Curve

Ford 289/302, E-Curve

Ford 351C-460, Vac. Advance

Ford 351W, Vacuum Advance

Roush Ford 351W, Vacuum Advance

Ford 289/302, VacuumAdvance

Chry. 383-400, R-t-R

Chry. 440,426 R-t-R

Ford 351C-460, R-t-R

Ford 351C-460, R-t-R,Stl Gr

Ford 289/302, R-t-R

Ford 289/302, R-t-R, Stl Gr

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

ROTOR

RETARD

NEEDED

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

NOTES

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

26

DIST

8352EDEL

8354

83541

8383

8595

8523

8519

8524

8552

8360

83602

8360EDEL

8393

8361

8363

8388

8389

8391

8573

85891

APPLICATION DISCRIPTION

FORD

FORD

FORD

FORD

FORD

AMC

AMC

BUICK

BUICK

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHEVY

CHRY

CHRY

CHRY

FORD

HOLDEN

Ford 289/302, R-t-R, EDEL

Ford 351W, R-t-R

Ford 351W, R-t-R, Steel Ger

R-t-R, Ford Y Block

R-t-R, Ford FE

R-t-R, AMC V8

AMC V8 Engines

R-t-R Buick Nailhead

R-t-R, Buick 455 V8

Chevy V8 w/Internal Module

Chevy w/Int Module, wo/Vac Advance

Chevy V8, R-t-R, Edelbrock Crate

Chevy 348/409 R-t-R

Chevy V8, Billet w/Vacuum Adv.

Cadillac V8 w/Vacuum Advance

Chry. 440,426 R-t-R

R-t-R, Chry

R-t-R, Chrysler 331

Flathead Ford, R-t-R, 49-53

Holden R-t-R V8 308

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

84211

INSTALLATION INSTRUCTIONS

ROTOR

NEEDED

ROTOR

RETARD

NEEDED

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

15°

NOTES

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Keep Vacuum Canister in place.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.

Remove Vacuum Canister and lockout advance.