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4 BBL THROTTLE BODY
FUEL INJECTION SYSTEM
550-405 950 CFM 200-600 HP
Polished Aluminum
550-406 950 CFM 200-600 HP
Hard Core Gray
™
INSTALLATION MANUAL
– 199R10653
NOTE: These instructions must be read and fully understood before beginning installation. If this manual is not fully
understood, installation should not be attempted. Failure to follow these instructions, including the pictures may
result in subsequent system failure.
NOTE: Fits all standard square flange and most aftermarket universal flanged spread bore intake manifolds.
1
TABLE OF CONTENTS:
2
1.0 INTRODUCTION
Holley Performance Products has written this manual for the installation of the
TERMINATOR™ EFI TBI fuel injection system. This manual contains the information necessary for the installation of the hardware contained in this kit, which includes the ECU, wiring, throttle body, and sensors. It also contains all tuning information. This instruction sheet does not include installation instructions for the fuel system (pump, filters, regulators and lines). Please read all the WARNINGS and NOTES, as they contain valuable information that can save you time and money. It is our intent to provide the best possible products for our customer; products that perform properly and satisfy your expectations. Should you need information or parts assistance, please contact our technical service department at 1-270-
781-9741, Monday through Friday, 8 a.m. to 5 p.m. Central Time. By using this number, you may obtain any information and/or parts assistance that you may require. Please have the part number of the product you purchased when you call.
2.0 WARNINGS, NOTES, AND NOTICES
NOTE: This system does not contain fuel system components that are required including the fuel pump, fuel filters, fuel
pressure regulator, and lines. These kits can be purchased separately (526-1, 526-2, 526-3, & 526-4).
NOTE: This system is designed for naturally aspirated V8 engines between 250
– 600 HP.
WARNING! The
TERMINATOR™ EFI systems consist of a number of sophisticated components. Failure of any one component
does not constitute, nor does it justify, warranty of the complete system. Individual service items are available for replacement of components. If assistance is required or if you need further warranty clarification, you can call
Holley Technical Service at the number shown above.
WARNING! To preserve warranty, these instructions must be read and followed thoroughly and completely before and during installation. It is important that you become familiar with the parts and the installation of the
TERMINATOR™ EFI
system before you begin. Failure to read and understand these instructions could result in damage to
TERMINATOR™ EFI components that are not covered by the warranty and could result in serious personal injury and property damage.
WARNING! The oxygen sensor in this kit is recommended for use with ONLY unleaded fuel. Use of leaded fuels will degrade the oxygen sensor and will result in incorrect exhaust gas oxygen readings and improper fuel delivery. Failure to follow these directions does not constitute the right to a warranty claim.
WARNING! Failure to follow all of the above will result in an improper installation, which may lead to personal injury, including death, and/or property damage. Improper installation and/or use of this or any Holley product will void all warranties.
WARNING! Use of some RTV silicone sealers will destroy the oxygen sensor used with this product. Ensure the RTV silicone sealant you use is compatible with oxygen sensor vehicles. This information should be found on the RTV package.
WARNING! For the safety and protection of you and others, only a trained mechanic having adequate fuel system experience must perform the installation, adjustment, and repair. It is particularly important to remember one of the very basic principles of safety: fuel vapors are heavier than air and tend to collect in low places where an explosive fuel/air mixture may be ignited by any spark or flame resulting in property damage, personal injury, and/or death. Extreme caution must be exercised to prevent spillage and thus eliminate the formation of such fuel vapors.
WARNING! This type of work MUST be performed in a well-ventilated area. Do not smoke or have an open flame present near
gasoline vapors or an explosion may result.
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9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
3.0 PARTS IDENTIFICATION
ITEM
1
2
3
4
5
6
7
8
DESCRIPTION QTY
SERVICE PART
TERMINATOR™ Throttle Body Assembly, Polished (no harness)
1
TERMINATOR™ Throttle Body Assembly, Hard Core Gray™ (no harness) 1
TERMINATOR™ EFI ECU & Hand-Held Controller
1
534-216
534-217
554-119 (ECU) 553-105 (Controller)
Main Power Harness
TERMINATOR™ EFI Main Wiring Harness
1
1
558-308
558-414
Wide Band Oxygen Sensor
Coolant Temperature Sensor
Input/Output Harness
Air Cleaner Gasket
1
1
1
1
554-101
534-10
N/A
108-4
Flange Gasket
Manifold Flange Studs
CANbus Terminator
Oxygen Sensor Weld Ring
Throttle Bracket, Throttle and Transmission
Throttle Bracket, Throttle Only
Throttle and Cruise Control Stud
Throttle Lever Ball
Throttle Lever Stud
Transmission Kickdown Stud
Grommet
Washers
Lock washers
1/4-28 Nuts
5/16-24 Nuts
Ignition Adapter
¼-20 x 5/8 Socket Head Cap Screw
1
1
4
3
1
1
1
1
1
1
1
4
1
2
4
1
1
N/A
N/A
N/A
N/A
N/A
N/A
N/A
108-10
N/A
N/A
534-49
20-150
20-151
N/A
N/A
N/A
N/A
TBI Service Parts:
TERMINATOR™ Throttle Body Sub-Harness
Air Charge Temperature Sensor
Terminator 80PPH Fuel Injector (requires purchase of 4)
MAP Sensor
Idle Air Control (IAC) Motor
Throttle Position Sensor (TPS)
40 AMP Relay
Optional Parts:
Small Cap GM HEI Ignition Adapter
Ford TFI Ignition Adapter
Ford Transmission Kickdown Bracket Kit
1
1
1
1
1
1
1
1
1
1
558-418
554-121
522--801
554-120
543-105
9920-110
534-26
558-304
558-305
20-152
Item 1 Item 2 Item 3
4
Item 4 Item 5 Item 6 Item 7
Item 8
Item 9 Item 10 Item 11 Item 12 Item 13
Item 14 Item 15 Item 16 Item 17 Item 18 Item 19
Item 20 Item 21 Item 22 Item 23 Item 24 Item 25
4.0 ADDITIONAL ITEMS REQUIRED FOR INSTALLATION
Fuel System
Return Fuel Lines
A 0-100 psi fuel gauge or pressure transducer is recommended to check for proper fuel pressure. PN 554-102 is a 0-100 PSI pressure sensor that can be purchased as well that will plug into the
TERMINATOR™ harness to check and monitor fuel pressure. It requires a
1/8” NPT port for installation (Holley fuel pressure regulators have an 1/8” NPT port)
In addition to the above list, the engine must be equipped with a four barrel intake manifold and the vehicle must be in good operating condition. Any square flange Holley type intake manifold will work. A spread bore intake manifold may work with no adapter as long as it is an aftermarket “universal flange” (meaning it has dual bolt patterns), and as long as it has enough material such that no vacuum leaks occur along the perimeter of the throttle body. If there is not enough material, a sealing plate (Weiand® PN 9006) can be used. Factory dual plane intakes will require an adapter (PN 17-6).
5.0 TOOLS REQUIRED FOR INSTALLATION
Standard wrench set
Medium blade screwdriver
Drill and assorted bit sizes
Factory Service Manual for your vehicle
Small blade screwdriver
#2 Phillips screwdriver
Allen Wrench set
Digital Volt meter
Hole saw
(2”) (depending on ECU location)
Terminal crimping tool
02 Bung Installation (drilling, welding)
An assistant is necessary for some installation and adjustment procedures and should be present for safety reasons.
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6.0 COOLANT TEMPERATURE SENSOR INSTALLATION
The coolant temperature sensor (Item 6) must be installed in a coolant passage in either the intake manifold or cylinder head. The sensor has 3/8” NPT threads. If only a ½” NPT port is available, an adapter will have to be used. It is best to drain the some of the coolant before the sensor is installed. Do not install the sensor in the thermostat housing, or in an area that will not see a constant flow of coolant.
7.0 REMOVAL OF EXISTING COMPONENTS
1. Disconnect the battery and remove the air cleaner.
2. Before disconnecting any vacuum hoses, it is a good idea to sketch out the vacuum hose routing. Using masking tape and a permanent marker, mark all the vacuum hoses, vacuum sources, and ports before removing the old fuel delivery system.
3. Remove and discard the fuel line that connects to the carburetor from the mechanical fuel pump. This will not be needed in the installation. Remove the throttle return springs and keep for later installation.
4. If required, replace the intake manifold at this time. Proceed to step six if this is not required. A 4-BARREL STOCK OR
AFTERMARKET SQUARE FLANGE INTAKE MANIFOLD, AS WELL AS SOME UNIVERSAL FLANGE AFTERMARKET SPREAD
BORE INTAKE MANIFOLDS ARE REQUIRED FOR THE INSTALLATION OF THE HOLLEY TERMINATOR
™ EFI TBI system. An
option with some GM and Chrysler engines is to use manifold adapter Holley PN 17-6. This adapts the spread bore
carburetor manifold to the Holley square flange.
5. Place clean shop towels or rags into the manifold opening to prevent dirt or debris from entering the engine. Keep exposed ends of the vacuum and fuel lines free from dirt or debris.
WARNING! Failure to cover the intake opening with a clean towel could result in dirt or debris entering the engine. Dirt or debris
in the induction system can cause engine damage, which may necessitate a complete engine overhaul.
6. Remove all traces of the old gasket material from the intake manifold mounting flange. DO NOT gouge the intake manifold sealing surface during removal of old gasket material. Failure to remove all traces of the old gasket material will result in vacuum leaks that will be difficult to detect later. Sealing flanges must be clean and dry before installation.
7. Remove the shop towels from the intake and vacuum out the intake channel to ensure no dirt or debris is left in the intake system.
Place a shop towel over the entire intake opening until you are ready to install the new
TERMINATOR™ EFI TBI.
8.0
TERMINATOR™ EFI TBI SYSTEM INSTALLATION
8.1 Throttle Body
NOTE: A 4 barrel intake is required for the installation of the Holley
TERMINATOR™ EFI TBI system.
1. Install the four manifold flange studs (Item 10) into the intake manifold. Install the throttle body gasket (Item 9) between the manifold and the 4 barrel throttle body injection unit. Check for sufficient thread engagement of the throttle body hold down studs and nuts.
DANGER! Check for proper clearance between engine components, such as the distributor, coil, etc., and the throttle body. If any interference is found, correct the condition before continuing. Failure to do so can result in damage to the engine components or the throttle body.
DANGER! Check for proper clearance between the air cleaner and the engine compartment cover hood. If any interference is found, correct the condition before continuing. Failure to do so can result in damage to the compartment cover, hood, or engine components.
2. Place the throttle body in position over the manifold flange studs with the throttle lever located on the driver’s side.
3. Tighten the throttle body down in a criss-cross pattern being careful not to over-tighten. Proper torque is 5-7 ft./lbs.
WARNING! Over tightening the TBI manifold flange hold-down-nuts may result in a warped or cracked throttle body. The TBI hold down nuts should be tightened down progressively in a criss-cross pattern to 5-7 ft./lbs., to prevent leaks and avoid causing damage to the throttle body. A TBI that has been damaged due to negligence of the owner will void
the warranty.
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8.2 Throttle Connections
1. The throttle lever on the
TERMINATOR™ is designed to directly connect to most throttle cables. Several throttle studs are included.
It is also designed to directly connect up to GM transmissions including TH350, TH200R, and TH700R4. A stud is included for most of these transmissions.
2. Install the proper throttle and transmission studs and secure with two of the included lock washers (Item 21) and ¼-28 nuts (Item 22).
Figure 1
3. There are two throttle cable brackets included with the kit. One is for engines with no transmission cable (Item 14), and has a lower profile. The second is for engines that have a transmission kickdown cable (Item 13). Once installed, use ¼-20 x 5/8 SHCS (Item
25) and a lockwasher (Item 21) to secure.
Bracket Installed (Throttle & Trans. - Item 13) Bracket Installed (Throttle Only
– Item 14)
4. Once the throttle linkage is attached, have an assistant get in the vehicle and fully actuate the throttle controls. Make the necessary adjustments to the throttle linkage to ensure that the throttle plates are vertical when the throttle control is wide open. Work the throttle linkage back and forth several times to ensure it operates smoothly with no binding or sticking.
DANGER! A sticking throttle may result in uncontrolled engine or vehicle speed. This could cause property damage, personal injury, or death. A sticking throttle may be caused by improperly installed throttle cables, lack of clearance for any of the throttle linkage, or by a binding throttle linkage. Check all throttle cables for proper installation and alignment and actuate the throttle to check for any potential binding or clearance problems. Repair any problems before continuing.
5. If the vehicle is equipped with an automatic transmission, ensure that the transmission kickdown is properly adjusted. Follow the vehicle manufacturer’s procedure for the correct adjustment procedure.
NOTE: On late model GM and Ford overdrive transmissions with a lockup torque converter, make sure the lockup function is properly retained. Failure to do so will result in premature transmission failure.
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NOTE: On Chrysler vehicles, a lever extension will be needed, Holley PN 20-7. Van applications may require the use of throttle lever extension Holley PN 20-14.
6. Install external throttle return springs that you previously removed from the carburetor. External springs should be used in addition to the springs on the throttle body itself. Have an assistant get in the vehicle and fully depress the accelerator pedal. Make the necessary adjustments to the throttle linkage to insure that the throttle reaches wide-open position when the accelerator is depressed.
Work throttle linkage back and forth several times to ensure that it operates smoothly with no binding or sticking.
DANGER! Failure to attach the throttle return spring or a sticking throttle may result in uncontrolled engine or vehicle speed, which could cause personal property damage, serious injury, or death.
8.3 MAP Sensor Installation and Vacuum Line Connections
1. Connect the vacuum lines that were disconnected in section 7.0. Figures 2 & 3 show the function of the ports in the
TERMINATOR™ throttle body.
Figure 2 Figure 3
8.4 Fuel Pump, Fuel Line, and Filter Installation
A complete high pressure EFI fuel system must be installed for the
TERMINATOR™. The pump should be capable of supplying 255 liters/hour or 400 lb./hr. of fuel at 45 PSI. If using an in-line fuel pump, there should be a coarse pre-filter before the pump. All systems should contain a 10 micron post filter after the fuel pump. An EFI fuel pressure regulator is required. It should be instal led after the throttle body. See Figure 4 below for proper fuel system plumbing.
Holley offers four fuel system kits. These kits contain all components except the return line. They include detailed instructions
(downloadable at www.holley.com
). These kits are:
526-1
– Braided Stainless Lines, Billet Pump, Regulator, and Filters
526-2
– Pro-Lite 350 Hose, Billet Pump, Regulator, and Filters
526-3
– Super Stock Hose, Billet Regulator, 12-920 Fuel Pump, and Filter
526-4
– Super Stock Hose, Billet Regulator, 12-920 Pump, and Metal Filters
Figure 4
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8.5 Oxygen Sensor Installation
The oxygen sensor should be mounted at a point where it can read a good average of all the cylinders on one bank. This would be slightly after all the cylinders merge. Do NOT mount the sensor far back in the exhaust as this will negatively impact closed loop operation response. If you have long tube headers, mount the sensor approximately 1-
10” after the collector. You must have no less than
18
– 24” of exhaust pipe after the sensor.
TERMINATOR™ EFI systems come with a Bosch wideband oxygen sensor (Item 5). Make sure your sensor looks like Figure 5.
Figure 5
8.5.1 Oxygen Sensor Mounting Procedure
NOTE: Never run the engine with the oxygen sensor installed if it is not plugged in and powered by the ECU, or it will be damaged. If you need to plug the hole temporarily, use an O2 sensor plug or a spark plug with an 18mm thread.
NOTE: Someone with experience in welding exhaust systems should install the oxygen sensor boss. Any competent exhaust shop will be able to perform this task at a minimum cost. (Note: If you weld on the car, make sure all wiring to the ECU is disconnected, and its best to remove the ECU from the vehicle when welding).
WARNING! Use of leaded fuel will degrade an oxygen sensor. Prolonged use is not recommended unless periodic replacement
is performed.
WARNING! Use of some RTV silicone sealers will destroy the oxygen sensor used with this product. Ensure the RTV silicone sealant you use is compatible with oxygen sensor vehicles. This information should be found on the RTV package.
1. Locate a position for the oxygen sensor as close to the engine as possible. If your vehicle has catalytic converters, the oxygen sensor
MUST be located between the engine and the catalytic converters.
Figure 6
NOTE: The oxygen sensor should be mounted in such a way that the condensation in the exhaust tubing will not enter the sensor.
Mount the O
2 sensor in the upper half of the exhaust tubing, with the angle “x”, shown above, being greater than 10°. Figure 6 indicates that the sensor can be mounted on either side of the exhaust tubing.
2.
Drill a 7/8” hole in the location picked for the sensor. Weld the threaded boss into the 7/8” hole. Weld all the way around the boss to insure a leak proof connection. Install the oxygen sensor into the threaded boss and tighten securely. It is a good idea to add antiseize to the threads to aid in removal. Do not get any anti-seize on the tip of the sensor.
3. On vehicles equipped with an AIR pump, the oxygen sensor must be mounted before the AIR injection into the exhaust, or the AIR pump must be disconnected. Holley recommends that if the AIR is injected into both exhaust manifolds, mount the oxygen senso r into the pipe immediately after the exhaust manifold. Disconnect the AIR pump tube from the exhaust manifold and plug both ends.
Check with local ordinances for the legality of this procedure in your area.
WARNING! Failure to disconnect the AIR pump or locating the oxygen sensor downstream from AIR injection will result in an
extremely rich mixture, which could cause drivability problems and severe engine damage.
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8.6 ECU Mounting
The ECU can be mounted inside the passenger compartment (preferable location) or in the engine compartment. If mounted in the engine compartment, follow these guidelines:
The ECU should be located such that it isn’t being directly hit by water or road debris.
It should also be located such that it isn’t extremely close to exhaust manifolds or headers.
It should be mounted such that it is as f ar away from spark plug wires, CD ignition boxes, or other “electrically noisy” devices as is reasonable possible.
Make sure the connector end of the ECU is pointed DOWN such that water can’t make its way into the ECU terminals.
The ECU comes with mounting hardware (stainless steel screws and nuts). The ECU has plastic shoulders on the mounting ears. DO
NOT REMOVE THEM. Do not over-tighten the mounting hardware if the ECU is not mounted on a flat surface.
9.0 WIRING
This section overviews how to properly install the wiring harnesses for this system.
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.1 Important Wiring “Do’s and Don’ts”
An EFI system depends heavily on being supplied a clean and constant voltage source. The grounds of an electrical system are just as important as the power side.
TERMINATOR™ ECU’s contain multiple processing devices that require clean power and ground sources. The wiring harnesses for them must be installed in such a manner that they are separated from “dirty” power and ground sources.
DO’S
Install the main power and ground directly to the battery. To the POSTS/TERMINALS, not to any other place.
Keep sensor wiring away from high voltage or “noisy/dirty” components and wiring, especially secondary ignition wiring (plug wires), ignition boxes and associated wiring. It is best that the plug wires not physically contact any EFI wires.
Properly crimp or crimp and solder any wire connections. Apply quality heat shrink over any of these connections.
It is critical that the engine has a proper ground connection to the battery and chassis.
DON’TS
NEVER run high voltage or “noisy/dirty” wires in parallel (bundle/loom together) with any EFI sensor wiring. If wires need to cross, try to do so at an angle.
Do not use the electric fan outputs to directly power a fan. They must only trigger a relay.
Do not use improper crimping tools.
Don’t use things like “t-taps”, etc. Use proper crimpers/solder and heat shrink.
It is never recommended to splice/share signal wires (such as TPS, etc.) between different electronic control units (i.e.
“piggyback”).
Do not connect the red/white switched +12V wire to “dirty” sources, such as the ignition coil, audio systems, or 12V sources connected to HID head lamps.
10.0 WIRING HARNESS INSTALLATION
The
TERMINATOR™ throttle body comes with sensors pre-wired for easy installation.
10.1 Main Power/Battery Connection
The
TERMINATOR™ ECU has a main battery power and ground connector on the right side of the ECU. The bottom position, Terminal
“A” is the ground (black wire). The black wire should go to the negative post DIRECTLY on the battery. The upper position, Terminal “B” is the positive terminal (red wire).
The red wire should go to the positive post DIRECTLY on the battery. If you have a “dual post” battery, it is a great idea to purchase separate posts/studs to connect the ECU power and ground to the non-used terminals. Always use the fused power cable (Item 3) with the proper connectors supplied by Holley only.
Don’t connect to the ECU until after ALL wiring and installation is performed.
Figure 7
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11.0 PRIMARY HARNESS INSTALLATION AND SENSOR CONNECTIONS
These sections review the Main Harness installation and sensor connections that must be completed. The Main Harness (Item 4) is the primary harness that supports all the primary engine sensors, fuel and ignition. There are two main connectors for this harness that plug into the ECU.
Figure 8
11.1 ECU Connectors
TERMINATOR™ ECU – The TERMINATOR™ ECU has two main connectors:
J1A - The first connector next to the USB connector is th e “J1A” connector (34 pin). This connector is primarily an “Input” connector. It contains all the sensor inputs and wide band oxygen sensor control.
J1B - The second connector i s the “J1B” connector (26 pin). This connector is the “output” connector. It has 8 injector outputs and outputs for other devices.
Figure 9
*USB is not used on
TERMINATOR™ EFI
11.2 Harness Routing
If the ECU is mounted in the interior, it will have to be routed through the firewall into the engine compartment. Use a 2” hole saw to create a hole in a desired location if no other point of access is available. A grommet is supplied for a 2” hole to seal this area.
If the ECU is mounted in the engine compartment, the hand-held tuning module cable will have to be routed to the “CAN” connector on the main harness (located near the ECU connector main connector). This is assuming you want to access the hand-held module after startup. This will require routing the small CAN connector somewhere through the firewall.
Connect the J1A and J1B connectors of the main harness into the ECU.
About 18
” from the ECU main connectors is a 40A Relay. This powers the injectors and fuel pump. There is also a 20 amp fuse for the injectors and fuel pump pre-installed in this location.
11
11.3 Sensor Connections & Outputs
The following indicates the primary sensors that are required to be connected. Each connector on the main harness is labeled with the sensor name. The name on this label for each sensor is in parenthesis below.
11.3.1 Throttle Body Bulkhead Connector (Bulkhead)
Connect the 14 bin bulkhead connector in the main harness to the connector of the throttle body.
11.3.2 Coolant Temperature Sensor (CTS)
Connect to the Coolant Temperature sensor which should have been installed in an engine coolant passage.
Figure 10 CTS
11.3.3 Wide Band Oxygen Sensor (WB02)
Connect to the oxygen sensor connector to the oxygen sensor previously installed. If you need an extension cable, one is available from
Holley (P/N 534-199). The
TERMINATOR™ systems are intended to be used with a Bosch wide band oxygen sensor supplied by Holley.
Figure 11 WBO2
11.3.4 Fuel Pressure (Fuel)
A fuel pressure transducer connector is pre-installed in the main harness. The system is plug-and-play configured for a Holley 100 PSI pressure transducer (can be purchased under PN 554-102). If these are not connected to a pressure transducer, the Fuel Pressure will read “LEr” on the hand-held display. This will not cause any issues. Connect to the transducer (if installed).
Figure 12 Fuel
11.3.5 CANbus
– Handheld (CAN) and CAN Terminator (CAN 2)
The handheld controller is used for create of an initial calibration for the system, allows for simple tuning changes to be p erformed, and is also used to view various information of the EFI system. It should be installed such the handheld controller can be easily u sed in the passenger compartment. The handheld has a single four pin connector that connects to the main harness. Plug the connector into the main wiring harness into the plug marked “CAN”. This plug is located 21 inches from the ECU connector. The handheld does not have to remain in the vehicle or utilized after the vehicle is set up and running properly.
There is a second conn ector marked “CAN 2”. This connector requires that a “CAN Terminator” be installed. This is included in the parts kit. See Figures 13 & 14 below.
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Figure 13 Harness to Handheld Figure 14 Handheld
11.3.6 Ignition (IGN)
There is a 10 pin connector marked “IGN”. This is to connect to various ignition systems. This is not required for some applications. See section 13.0 below for proper ignition wiring.
Figure 15
12.0 LOOSE WIRES
Figure 16
The following loose wires in the main wiring harness should be connected as follows on all systems. All of these wires come out of the harness about 40” from the ECU connectors except for the “12V Switched” wire.
12V Switched
– Color = Red/White – Should be connected to a clean +12 volt power source. Power source should only be active when the ignition is on. Make sure source has power when engine is cranking as well (check with voltmeter). Not all sources apply power when the ignition switch is in “cranking” position. This wire is located approximately 7” from the ECU connectors. DO NOT connect to a
“DIRTY” source like an ignition coil! Refer to Figure 16.
12V Battery
– Color = Red – Should be connected directly to the battery. This powers the fuel pump and fuel injectors. This wire is protected by a fuse in a sealed fuse holder. The fuse holder is located about 18
” from the ECU connector. A fuse is pre-installed (20A).
13
12V Fuel Pump
– Color = Green - Used to directly power a fuel pump (+12 volt). Do not use this wire to power fuel pumps that require over 15 Amps. For high current pumps, use this wire to trigger a separate relay and use larger gauge wire to feed the pump - 10 gauge is recommended. The pump that include with
TERMINATOR™ systems draws less than 10 Amps and can be powered directly by this wire.
The fuel pump also requires a ground wire. Run a wire from the negative side of the fuel pump. Connect it to a solid chassis/frame ground.
Points Output
– Color = White – Used for ignition configurations that must be configured with a laptop computer. See pages 13-21 in the Holley EFI Wiring Manual, located at http://documents.holley.com/techlibrary199r10555rev17.pdf
or go to www.holley.com
, click on
SUPPORT, then TECH SERVICE, scroll down and click Resource Documents & Library. Go to the Fuel Injection tab and scroll down to the Holley EFI Wiring Manual.
Chassis Ground
– Color = Black – Connect to a chassis ground point that has excellent connectivity with both the engine and battery.
This ground should not be connected at the same location as other grounds.
“Coil – ” – Color = Yellow – See section 13.0 below. This is an RPM input wire used for some applications.
13.0 IGNITION/ENGINE SPEED INPUT
The most important signal for the ECU is the Engine Speed input. It is critical that this is configured and wired correctly or poor performance will result.
There are 3 engine speed options on the
TERMINATOR™ systems. Each one is wired differently. If these are wired incorrectly, it is easily possible to permanently damage the ECU so pay close attention to proper wiring. These options are described below and wiring diagrams are supplied below the descriptions:
OPTION 1
) “Coil -” engine speed input – Use this if:
You are using a stock type mechanical advance distributor with a stock inductive ignition coil. Examples of this would be any older style points distributor, a 1974-1981 GM large cap HEI.
Do NOT use this input if you are using an aftermarket Capacitive Discharge (CD) ignition system such as a MSD, Mallory, or others. The ECU will be damaged if you connect to a capacitive discharge type ignition coil.
NOTE: Using this input, the EFI will NOT control the ignition timing of the engine. The timing will be based on the distributor initial, mechanical, and vacuum advance, just like it did with a carburetor.
OPTION
2) “Tach Out” engine speed input -
If you are using an aftermarket Capacitive Discharge (CD) ignition system such as a MSD, Mallory, or others, you need to connect to the “Tach Out” connection or wire these systems provide. This is a 12 volt square wave output.
CAUTION! NEVER, NEVER connect any of the EFI wires to the coil on any CD type ignition system. The ECU will be permanently damaged!
NOTE: Using this input, the EFI will NOT control the ignition timing of the engine. The timing will be based on the distributor initial, mechanical, and vacuum advance, just like it did with a carburetor.
OPTION 3)
“GM Small Cap HEI” Computer Controlled Distributor (Requires Holley Ignition Adapter PN 558-304) –
Small and Big Block Chevy engines can use a small cap GM HEI computer controlled distributor that was available on factory GM vehicle s from the 1980’s through mid-1990’s. This distributor provides an engine speed signal to the EFI, as well as allowing the
EFI to control the ignition timing.
OPTION 4)
“Ford TFI” Computer Controlled Distributor (Requires Holley Ignition Adapter PN 558-305) –
Ford Sequentially Injected 5.0-5.8L engines from 1987-1995 used this distributor.
Figure 17 Distributor and Close Up of Distributor
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13.1 IGNITION/ENGINE SPEED INPUT WIRING
OPTION 1
– “Coil -” – Option one uses the “Yellow Wire” for engine speed input. The yellow wire is a loose wire located 52” from the
ECU connectors. It is bundled with several other loose wires. The following two diagrams show how to wire to the two most common applications which are:
1) Any General Motors engine equipped with a factory large cap HEI distributor equipped with mechanical/vacuum advance (Figure
18).
2) Any engine equipped with a factory mechanical advance distributor and separate canister style coil. This would include any points style distributor (Fig. 19).
Figure 18 below shows how to connect to a large cap HEI distributor.
Figure 18
Figure 19 below shows how to connect to a factory style ignition with a canister style coil.
Figure 19
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OPTION 2
– “Tach Out” – If using an aftermarket Capacitive Discharge (CD) ignition system, you need to connect to the “Tachometer
Output” connection on the ignition box. To do so, you need to install the included ignition adapter that comes with your kit. This adapter will have a single
“yellow/black” wire (yellow wire with a black stripe) that you will connect to the tach out on the ignition box. This output usually is typically a spade type connector on the side of the box, or a wire coming out of the box. This adapter looks like this:
Figure 20
Connect it to the main EFI harness to the connector marked “IGN” (Ignition). Connect the yellow/black wire to the “tach out” connection on your ignition box.
If you don’t know what wire this is, contact the tech service department for the ignition system you purchased.
Figure 21
OPTION 3 -
“GM Small Cap HEI” Computer Controlled Distributor – An ignition adapter to connect to a computer controlled small cap
HEI distributor. This adapter looks like:
Figure 22
Connect this adapter to the main EFI harness to the connector marked “IGN” (Ignition). Connect the other end to the 4 pin connector on the HEI distributor. You will need to supply the wiring to connect the distributor to the coil.
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Figure 23 shows how to wire when NOT using an aftermarket CD box. Figure 24 Shows how to wire when using an aftermarket CD box.
Figure 23
Figure 24
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OPTION 4
– “Ford TFI” - Small Block Ford engines can use a TFI distributor from sequentially fuel injected 5.0/5.8L Ford engines. This requires adapter P/N 558-305. Use one of the two following diagrams to wire the ignition.
Figure 25
Figure 26
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14.0 ADDITIONAL OUTPUTS
There are 3 optional outputs available on the system that can be used for the following features:
Air Conditioning Shutdown at wide open throttle
Electric Fan #1 output
Electric Fan #2 output
There outputs are located in the “Input/Output” connector. This is a 3 Pin connector is located about 52 inches from the ECU. A mating harness is included with the system.
The following indicates proper wiring for these features.
A/C Shutdown
– This output will provide a +12 volt output a defined throttle position. This output can be used to trigger a relay that deactivates the A/C at higher throttle positions. This may require the installation of a 5 pole relay in the existing A/C wiring. This wire is located in pin A of the 3 pin Input/Output connector and is Gray with a Yellow stripe.
Electric Fan #1 output
– This output will provide a ground output to trigger a relay used for a cooling fan. This output should never be directly connected to a fan, but the relay that powers the fan. It should be connected to the ground trigger of the relay. This wire is located in pin B of the 3 pin Input/Output connector and is Gray with a Black stripe.
Electric Fan #2 output
– This output will provide a ground output to trigger a relay used for a cooling fan. This output should never be directly connected to a fan, but the relay that powers the fan. It should be connected to the ground trigger of the relay. This wire is located in pin C of the 3 pin Input/Output connector and is Gray with a Green stripe.
Figure 27
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APPENDIX 1.0 PINOUT
The following shows pins that are used on
TERMINATOR™ systems. Pins that are not populated on TERMINATOR™ systems are denoted with an asterisk (*).
J1A Connector
Pin
A25
A26
A27
A28
A29
A30
A31
A32
A33
A34
A17
A18
A19
A20
A21
A22
A23
A24
A9
A10
A11
A12
A13
A14
A15
A16
A1
A2
A3
A4
A5
A6
A7
A8
J1B Connector
Function
Coil
– Input
Fuel Pump Out (+12v) (10A Max)
*
*
TPS Input
Points Trigger Output
WB1 COMPR2
WB1 Shield
WB HTR -
Switched +12v Input
Manifold Air Temp Input
*
*
Cam/Crank Ground
*
WB1 COMPR1
WB1 VS-/IP+
Sensor Ground
Engine Coolant Temp Input
*
*
Cam Input / Bypass Out
Map Sensor Input
CAN Lo
WB1 VS+
Sensor +5v
*
EST/Spout Output
*
Crank Speed Input
Fuel Pressure Input
CAN Hi
WB1 IP+
WB HTR +
*Position Not Populated
Pin Function
B9
B10
B11
B12
B13
B14
B15
B16
B1
B2
B3
B4
B5
B6
B7
B8
B17
B18
B19
B20
B21
B22
B23
B24
B25
B26
IAC A Lo
IAC A Hi
Fan #2 Output (ground)
*
*
*
*
IAC B Lo
IAC B Hi
Fan #1 Output (ground)
*
A/C Shutdown (+12v)
Injector D Output
Ground
*
*
*
*
*
*
*
*
Injector A Output
EST 12V Output
Injector C Output
Injector B Output
15.0 PREVIOUS INSTALLATION REQUIRED
At this point, the installation of your EFI system should be 100 percent complete. The ECU,
TERMINATOR™ Handheld controller, throttle body and intake hardware, all sensors, wiring, fuel pump, regulator and return line, and all other hardware should be install ed. The vehicle should be ready to start and run. If this is not the case, refer to the hardware installation manual included with your particular system.
16.0
TERMINATOR™ INSTRUCTIONS AND TUNING
The
TERMINATOR™ EFI systems are designed to be easy to use for the first time EFI tuner. The instructions are set up in that manner as well. These instructions will not get into detail about EFI theory and operation. They will provide the steps necessary to get you up and running quickly. The
TERMINATOR™ system allows for the user to perform some basic changes to the tuning if they desire to do so.
The instructions are sequenced to get you up and running so you can enjoy your vehicle, then review some of the parameters th at can be adjusted to fine tune your vehicle at a later time if desired.
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17.0 INITIAL POWER-UP
Turn the ignition key to the “run” position. This should apply power to the ECU as well as the TERMINATOR™ Handheld control module.
A “Holley TERMINATOR™ EFI” screen should appear and should display the following four messages, one after the other:
“Connecting”
“HEFI Connected”
“Syncing with HEFI”
“Synced”
Figure 28 Holley
TERMINATOR™ EFI Screen
NOTE: DO NOT ATTEMPT TO START THE VEHICLE UNTIL YOU ARE TOLD TO DO SO IN THE INSTRUCTIONS BELOW.
18.0 HANDHELD NAVIGATION & USE
The handheld has a button that allows for navigation on the screen. It can be moved left, right, up, down, and pressed. Pre ssing the button will select an item, or enter a value.
At the bottom of each screen is a BACK button.
You use this to navigate back out through the menus. The MAIN MENU is the “Top
Level” item. You cannot back out further than this level. If you go down several screen levels, you must use the BACK button back to navigate back through the levels.
Some people with larger thumbs may find the button too recessed. If this is the case, an adhesive extension button is included in the box with the handheld to raise the button outwards.
Figure 29
The handheld has a micro-SD memory card installed in the side. This card contains specific information that is required for the use of the
TERMINATOR™ product. DO NOT replace this card with another. There should be no need to remove this card for normal use.
19.0 MAIN MENU
The MAIN MENU has 5 selections. They are explained in more detail later in the instructions.
GAUGES
– Graphic view of 6 different sensor readings.
MONITOR
– Numeric view of sensors and readings
WIZARD
– Creates a base calibration and performs throttle position sensor setting
TUNING
– Allows for various parameters to be easily adjusted
FILE
– Saves and loads files. Also shows information about the ECU and handheld controller
Figure 30 Main Menu
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20.0 CALIBRATION WIZARD
The first step is to create an initial calibration using the “Wizard” located on the Main Menu.
1. Select the Wizard (Fig. 31).
2.
Select “Start Wizard” (Fig. 32).
3. Select YES to start calibration & NO to cancel (Fig. 33).
4. Next, select the type of fuel injection system you are using (Fig. 34). These instructions are for the
TERMINATOR™ system, so select “Terminator” from the selections.
5. Select the PN of the system you purchased (Fig. 35).
6.
If your engine is up to 409 cubic inches, select “Up To 409 CID”. If your engine is larger than 409 cubic inches, select “410 CID and Larger” (Fig. 36).
7.
The next choice should be dictated by the camshaft size and characteristics. If you have no idea, just simply select “Don’t Know”
(Fig. 37).
Figure 31
Figure 32 Figure 33 Figure 34
Figure 35
The choices are further defined as:
Figure 36
Figure 37
“Street Strip” – Camshafts with over 225 degrees duration at .050” valve lift (225º@.050”).
“Mild Street” – Engines with non-stock camshafts that have between 214-224 degrees duration at .050” valve lift (214º-
224º
@.050”).
“Factory Stock” – Engine that have a stock, factory camshaft, or aftermarket camshafts that have a duration BELOW 214 degrees at .050” valve lift (below 214º@.050”).
“Don’t know” – If you have no idea as to what type of camshaft is in your engine, choose this selection.
NOTE:
If you are not sure of the camshaft size, it is best to select “Don’t know”.
8.
Next, you need to select whether the ECU will be controlling the ignition timing. Select “Yes” ONLY if you are using a GM small cap computer controlled HEI distributor or Ford TFI distributor. These are the only ignition distributors that allow the ECU timing control using the
TERMINATOR™ system. All other ignition/distributor types must be a standard mechanical advance type used on any carbureted appli cation. If you select “Yes”, proceed to step 11. If you select “No”, proceed to step 12.
Figure 38 Figure 39
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9. Select
“GM Small HEI” or “Ford TFI”. Proceed to step 13.
10. If you are not controlling timing, you will have the following two choices (Fig. 40). It is important the correct item is selected, as well as to double-check that you used the proper input wire when the vehicle was wired.
“Coil – (neg)-” – Select this if you are NOT using an aftermarket Capacitive Discharge (CD) ignition box such as a MSD, Mallory, or others. This is for stock, factory inductive ignition coils. Examples would be a factory GM large cap HEI, or a points style ignition with a canister coil. You should have connected the solid yellow wire in the harness to the negative side of the ignition coil when the wiring was performed.
“CD Box Tach Out” – Select this if you are using an aftermarket Capacitive Discharge (CD) ignition box such as a MSD, Mallory, or others. When you wired the vehicle, you should have used an ignition adapter harness that had a yellow/black wire that you c onnected to the “tach out” on the ignition box. Nothing should have been wired directly to the ignition coil.
NOTE: If you are unsure of this selection, or wiring, contract Holley tech service. Damage to the ECU will result due to improper wiring.
Figure 40 Figure 41 Figure 42
11. After entering the ignition type, your calibration will be created (Fig. 41). Press the button on the handheld.
12. Press the button again when asked to do so (Fig. 42).
13. If you want to load this file to the ECU, select “YES” (Fig. 43). If for some reason you want to exit out, select “NO”. Once you select “YES”, the file will load. After loading is complete, press the button (Fig. 44).
Figure 43 Figure 44
14. At this time, turn the ignition power OFF and turn it back on. This will initialize the new WIZARD file in the ECU.
21.0 TPS AUTOSET
The next step is to perform a “TPS Autoset”. This must be done with the vehicle ignition power on. This must be done on a brand new
system otherwise the injectors and ignition will not be fired by the ECU. A TPS Autoset programs the ECU with the full travel/voltage range from idle to wide open throttle for the Throttle Position Sensor (TPS). The TPS Autoset function is found under the “WIZARD” choice under the Main Menu. Select “TPS AUTOSET”. You will then be prompted to START or CANCEL this process. To proceed, select
START. Slowly depress the throttle pedal to the floor and release two times. Then click DONE on the handheld. If everything is successful, you will see a TPS Autoset Successful message (Fig. 45).
Figure 45
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22.0 SENSOR VERIFICATION
Before starting the vehicle, verify that all of the sensors are reading properly. At this time, turn the key off, and cycle it back on. At this time you should hear the fuel pump come on and run for 5 seconds. Check for fuel leaks at this time as well.
On the Main Menu screen, select the MONITOR tab. This will bring up various sensor and other parameters. You should see a screen called IDLE. Click the button on the handheld to the right three times. This should bring up a screen called SENSORS. With the key on and the engine off, these sensors should read as follows:
MAP (Manifold Air Pressure Sensor)
– Should read from 95-102. At high elevations it could read as low as 75.
TPS (Throttle Position Sensor)
– Should read 0. Slowly depress the throttle to wide open. It should read 100 at wide open throttle. If it reads 1-2, you may want to lower the idle screw on the throttle body.
MAT (Manifold Air Temperature Sensor)
– reads current air temperature
CTS (Coolant Temperature Sensor)
– reads engine temperature. If the engine is “cold”, it should read almost the same as the
MAT sensor.
Battery
– Will read battery voltage. Should be 12.0 volts.
If ANY of these sensors are not reading properly, this must be resolved before the engine is started.
23.0 STARTUP
The vehicle should be ready to be started. Open the MONITOR screens from the MAIN MENU. The first screen is called IDLE. Make sure the TPS is reading 0. If it does not, do a TPS AUTOSET, or if it is reading 1-2%, close the idle screw on the throttle body slightly.
The RPM shou ld be reading “Stl” which indicates a “stall” condition indicating the engine isn’t running.
Crank the engine and look at the RPM parameter. It should change to “Snc”, indicating the ECU is syncing with the RPM signal for an instant, then show an RPM signal. The engine should fire and run and come to an idle.
If you do not get an RPM signal, there is an error in the wiring or system setup. Call Holley Tech service for advice.
If the engine starts but is idling too low and appears to be struggling for air, you may have to open the throttle body idle speed screw at this time. If you move the screw, you will need to perform a TPS Autoset as done in step 4.0 above.
24.0 SETTING IGNITION TIMING
If you are using a computer controlled GM HEI distributor, you must sync up the ignition timing with the ECU. You must have a timing light to perform this. You will possibly need a dial-back timing light or a harmonic balancer that is degreed up to 40 degrees. Open the
MONITOR screen from the MAIN MENU screen. On the IDLE screen you will see the ECU commanded ignition timing at the bottom of the screen (called “Ign Timing). Rev the engine up (CAREFULLY) to approximately 2000 RPM. Note the timing value on the handheld.
Using the timing light, turn the distributor until the timing you see with the timing light matches what is on the handheld. Once synced, tighten down the distributor. From this point on, do not turn the distributor. The timing on the handheld should always mat ch the timing on the distributor.
IMPORTANT NOTE: The timing at idle (TPS = 0) might be seen to be rapidly fluctuating. This is due to the ECU using the ignition timing to stabilize the idle. This is normal.
25.0 AFTER-STARTUP
Once the vehicle has started, look for any fuel or coolant leaks. Let the vehicle warm up and look at some other parameters to make everything is operating properly. Go into the MONITOR and click the button to the right twice until you see the CLOSED LOOP view. You will see the following:
CL Status
– Indicates whether the engine is “Closed Loop” or “Open Loop”. Closed Loop indicates that the ECU is adding or subtracting fuel to maintain the target air/fuel ratio. “CLP” indicates Closed Loop operation. “OLP” indicates Open Loop operation. The TE
RMINATOR™ calibrations are such that the system should be operating closed loop almost all of the time.
CL Comp
– This is the percentage of fuel that the ECU is adding or subtracting to maintain the target air/fuel ratio at any specific moment. A value with a minus (-) sign in front indicates the ECU is removing fuel. A value with no minus sign indicates the ECU is adding fuel. When in open loop operation, this will always stay at 0%.
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Target AFR
– This is the target AFR (air/fuel ratio) the ECU is trying to maintain. This will vary depending on the engine speed and load.
AFR Left
– This will show the air/fuel ratio the wideband oxygen sensor is reading. The Closed Loop Compensation should be adding or subtracting fuel all the time such that the AFR Left should always be close to the Target AFR value.
Learn Stat
– This indicates the status of the TERMINATOR™ “Self Tuning” operation (Learn Status). The system will automatically tune itself as you drive around. There are several conditions that must occur in order for the Self Tuning to occur.
The engine temperature must exceed 160° F. The system must be operating in a closed loop mode, and the Self Tuning must be enabled. The base
TERMINATOR™ setups have the Self Tuning enabled. Once the engine reaches 160° F, the Self Tuning should be active. The Learn Stat will show “nLn” when Self Tuning is not active and “Lrn” if Self tuning is active.
If any of these parameters are not showing a proper value, find out why before further driving the vehicle.
26.0 IDLE SETTING/THROTTLE PLATE SETTING
Once the engine is up to operating temperature, the idle speed can be set to what is desired.
From the MAIN MENU, select the TUNING tab. Then select the BASIC TUNING tab. Move down and select the IDLE tab. You can see what the target hot idle speed is set to. If you are happy with the current value, use the BACK button to proceed back out through the menus. If you would like to change it, click on the IDLE SPEED. This brings up a screen to adjust the idle speed (Fig. 46). Move the button left and right to adjust it. Click the button to save the new value or select CANCEL at the bottom to move out of this screen.
Figure 46
Whether you change the target idle or not, you need to set the throttle plates on the throttle body to an optimal position. To do so, with the engine running select the MONITOR tab. You will see the IDLE screen. Look at the “IAC Pos” value. This value should be set between 2 and 10 with the engine in neutral and up to operating t emperature. Also make sure the “TPS” value is showing a value of 0. If it is not, you need to perform a TPS AUTOSET.
If the “IAC Pos” value is showing zero, you must close the throttle plates until it reads a value of 2-10. Slowly turn the throttle shaft adjustment screw on the throttle body out (counterclockwise). If the IAC position is “stuck” at 0, it is likely that the engine is idling at a higher speed than you have set the target idle speed for. You need to adjust the throttle plates to resolve this issue.
If the “IAC Pos” value is greater than 10, it is a good idea to open (turn the throttle shaft adjustment screw in, clockwise) the throttle plates until the “IAC Pos” value is between 2 and 10. Note that if you open the throttle plates such that the “TPS” position goes above a value of
0, you will need to shut the vehicle off and perform a TPS AUTOSET. Then restart the vehicle and continue adjusting the throttle plates.
Once the TPS goes above a value of 0, the ECU goes out of its “idle” mode and will lock the IAC Pos to a fixed value.
When the adjustments are completed, make sure the TPS reads a value of 0 with the engine idling.
27.0 SELF-TUNING
At this point, it is time to just drive the vehicle and let the system perform its self-tuning process. The best way for this is to drive the vehicle under as many different operating conditions as possible. Different engine speeds and loads. Start by slowly revvin g the engine up in neutral and holding it at different speeds up to 2500 RPM. This will help the system learn these points. Then drive the vehicle, possibly using different transmission gears to learn in different areas. If you have an automatic transmission you may want to put it in gear, and with your foot on the brake pedal, apply a SMALL amount of throttle so that the system learns in this area as well.
NOTE: There are several conditions where Learning will NOT occur. They are the following:
If the engine is below 160° F
When the engine sees quick accelerator pedal movement
Certain times when the accelerator pedal is lifted and the vehicle is coasting
If the learn is disabled by the user
If you are interested in seeing if Self Tuning is completed in a certain area, you can look at the following:
Select MONITOR from the MAIN MENU screen
Click the button once to the right and view the LEARN parameters
25
Look at the “Learn” parameter. It will show a positive (adding fuel) or negative (subtracting fuel) value as Self Tuning is performed
Look at the “CL Comp” value. Once this value is close to zero, learning is complete in an area.
At this point you can drive and enjoy your
TERMINATOR™ EFI as it is. Sections 28.0 – 32.0 describe how you can adjust various parameters to further optimize fuel economy and overall performance if desired.
28.0 GAUGE SCREENS
There are some basic “Gauges” that can be viewed if desired. From the MAIN MENU screen, select GAUGES. The first screen shows engine speed and Air/Fuel Ratio. Click the handheld button left or right to view the other two screens which show engine coolant temp
(CTS) and battery voltage (BAT) as well as oil pressure (OIL) and fuel pressure (FUEL). Oil and fuel pressure are only shown correctly if you have installed the optional pressure transducers. If you have not done this, ignore these.
There are three “LED’s” in the middle of the gauge screen. They are as follows:
Top LED
– “Closed Loop Status” – Blue = Open Loop; Green = Closed Loop Active
Middle LED
– “Learn Status” – Blue = Learn Mode Inactive; Green = Learn Mode Active
Bottom LED
– Sensor Warnings – Green = No Warnings or Cautions; Yellow = A sensor is at a caution level;
Red = A sensor is at a warning level
NOTE: If you move the button on the handheld up or down while viewing the gauges the numeric values will change to any diagnostic codes a sensor might have. Toggle the button up and down to change from “normal” values to diagnostic codes.
29.0 FILE SAVING/LOADING
At this point, if you are going to perform changes in the tuning, it is best to save the calibration you have in the ECU. Calibrations can be saved and loaded from the micro SD memory card located in the side of the handheld.
From the MAIN MENU, select FILE. You see the following choices:
DATALOGGING
– Used to datalog to the SD card. (NOTE: datalog files can only be reviewed on a PC computer)
LOAD FILE
– Loads a file from the SD card.
SAVE
– Saves a file
SAVE AS
– Saves a file to a new file name
ECU
– Shows ECU firmware versions and allows for firmware to be updated.
HANDHELD
– Shows handheld information
SAVE AS
– Selecting SAVE AS allows you to save a calibration to any name you choose up to 12 characters. It is always a good idea to save a calibration after you have performed tuning and you are satisfied with how the vehicle operates.
SAVE
– Selecting SAVE will save the calibration to its current name.
LOAD FILE
– Selecting LOAD file will allow you to load a previously saved calibration to the ECU.
30.0 BASIC TUNING
The
TERMINATOR™ systems allow the user to perform some basic tuning changes to help optimize mileage, drivability, and performance. The tuning is split up into “Basic Tuning” and “Advanced Tuning”. The Basic Tuning allows changes to the Air/Fuel Ratio’s the engine runs at and changes to Ignition Timing if a GM HEI is used. The Advanced Tuning is typically not needed, but allows changes to some items that are less commonly used, or require some careful understanding before changing.
From the MAIN MENU, select TUNING, and BASIC TUNING (Fig. 47). There are four areas you can modify, FUEL, FUEL LEARN, IDLE, and SPARK (Fig. 48). These are reviewed below.
Figure 47 Figure 48
26
30.1 Fuel
Selecting FUEL brings up the following menu (Fig. 49):
Figure 49
Figure 50 Figure 51 Figure 52
TARGET AFR: Allows changes to the Target Air/Fuel ratio at idle, cruise, and wide open throttle (Fig. 50). Select the area you want to change, select it, and edit it. The following are typical values and some tuning notes.
Idle Air/Fuel Ratio
– Typically between 13.5 and 14.5. Engines with larger cams may need a richer setting for smoothest idle.
Cruise Air/Fuel Ratio
– Typically between 13.5 and 15.5. Engines with larger cams may need a richer setting for smoothest operation.
Wide Open Throttle Air/Fuel Ratio (WOT)
– Typically between 12.0 and 13.0. Running richer may reduce power. Running leaner may reduce power or cause potential engine damage.
NOTE: The Target Air/Fuel setting between IDLE, CRUISE, and WOT is blended together automatically. Consequently, the air/fuel you see on the MONITOR screen, may not be exactly what you set for the settings. Changing these settings raises or lowers the
“curve” of that specific area.
ACCELERATION:
Changes the “accelerator pump” function of the fuel injection (Fig. 51). Raising the number increases the amount of fuel added when the pedal is pushed. Lowering the number decreases the amount of fuel added when the pedal is pushed. It is highly recommended NOT to change this until the ECU is allowed to perform self-tuning for some time.
FUEL PRIME: Fuel prime is an option (Fig. 52). It is enabled in all the base calibrations. The fuel prime on the
TERMINATOR™ injects a certain amount of fuel into the intake manifold when the ignition is turned on, wetting the intake and allowing the engine to start much quicker. The amount of fuel is based on the engine temperature and how long it was since the engine previously ran. This amount of fuel can be increased or decreased by changing the “Percent” value. If the engine seems flooded reduce this value, if the engine seems to want more fuel, increase it. Experiment for best results. If you want to disable this feature, uncheck the “enable” box.
Note, this only injects fuel once at keyon, and won’t do it again until the engine actually has run.
Also an important note, this fuel prime occurs ½ of a second after key-on. If you quickly turn the ignition without waiting for ½ a second, the prime won’t occur and it may take longer for the engine to start.
30.2 Fuel Learn
Selecting FUEL LEARN brings up the following screen (Fig. 53):
LEARN Enable Checkbox: The LEARN Enable Checkbox turns the Self Tun ing “On” and “Off” (Fig. 53). If checked, self-tuning is performed. Learning should be enabled when an engine is just started and the tuning process is occurring. After the vehicle is driven under various operating conditions, and is running well, it is advised to disable learning, OR slow the Learn Speed to “Slow”.
LEARN SPEED: This parameter adjusts how fast the learning process occurs (Fig. 53). On fresh startups, i t should be set to “Fast” (Fig.
54). After the vehicle is driven under various operating conditions, and is running well, it is advised to disable learning, OR slow the Learn
Speed to “Slow”.
Figure 53 Figure 54
27
30.3 Idle
Selecting IDLE allows you to change the Target Idle Speed (Fig. 55).
IDLE SPEED: Adjust the idle speed to what is desired. See section 26.0 on re-adjusting idle speed.
30.4 Spark
Selecting SPARK brings up the following screen (Fig. 56):
The ignition timing at idle (Fig. 57), cruise (Fig. 58), and wide open throttle (Fig. 59) can be adjusted (only when using a small cap computer controlled GM HEI).
Figure 55 Figure 56
Figure 57 Figure 58 Figure 59
The following are typical values for each:
Idle Timing
– 18-34 degrees is typically used at idle. The larger the camshaft, the more timing is usually used.
Cruise Timing
– 35-48 degrees is typically used when cruising for optimal fuel economy.
Wide Open Throttle Timing (WOT)
– WOT timing is typically between 32-38 degrees.
NOTE: Too much timing can cause pre-ignition that can damage an engine. Be cautious when tuning.
NOTE: The actual timing between IDLE, CRUISE, and WOT is blended together automatically. Consequently, the timing you see on the
MONITOR screen, may not be exactly what you set for the settings. Changing these settings raises or lowers the “curve” of that specific area.
31.0 SYSTEM SETUP
The System Setup (Fig. 60) consists of three areas described below, INPUT/OUTPUT (Fig. 61), ENGINE SETUP (Fig. 62), and IGNITION
SETUP (Fig. 63).
Figure 60 Figure 61 Figure 62 Figure 63
31.1 Input/Output
The INPUT/OUTPUT screen allows for the Fan #1 and Fan #2 ON and OFF temperatures to be adjusted (Fig. 61). The ON temp needs to always be a higher value than the OFF temp. Use a difference of at least 5 degrees so the y aren’t cycling on and off. These are ground outputs that should trigger the fan relays. NEVER use them to directly power the fans. The AC Disable value is a TPS value above which a 12 volt output is sent out to deactivate the air conditioning at wide open throttle (Fig. 61).
Wiring for both these items is covered in detail in the hardware installation manual for your kit.
28
31.2 Engine Setup
These parameters should all be properly pre-set when you went through the Wizard process. If you change something on your engine, or run a different system fuel pressure or injector size, they can be edited here (Fig. 62).
PROG TBI - This should be selected if using a TBI throttle body with progressive throttle linkage. All 4 BBL
TERMINATOR™ TBI systems do NOT have progressive linkage, so this should not be checked. This will NOT be shown if you have selected a MPFI application.
TBI Blend - If using a TBI with progressive linkage, this value is used to start the ramp-in of the secondary fuel injectors as the rear throttle plates open. Enter the TPS when the rear throttle plates start to open. This is typically 36% for a Holley throttle body unit. The “Check for Progressive Throttle Linkage” must be checked for this box to be enabled. This will NOT be shown if you have selected a MPFI application.
Inj Size
– This is the value of the injector static flow rate lb./hr., of the fuel that will be used. If this number is not correct, the fuel injection calculations will not be correct and issues may arise.
NOTE: MPFI and
TERMINATOR™ injector size/flow is calculated at 43 PSI. TBI injector size/flow is calculated at 21 PSI.
Fuel Pres - Enter the actual fuel system pressure of the fuel system. It is important this is entered properly if the fuel flow calculation is to be accurate.
WB02
– Selects the type of wide band oxygen sensor used. All TERMINATOR™ kits come with a Bosch sensor. If the wrong sensor is selected/used, damage will occur to the sensor.
31.3 Ignition Setup
There are two parameters that are adjustable in the IGNITION SETUP (Fig. 63). Ignition input type and engine rev limiter.
IGNITION TYPE
– Select from three choices:
NOTE: Ford TFI is NOT shown as an option. If you have a Ford TFI distributor, select that via the setup wizard.
1) Coil - Use this if:
You are using a stock type mechanical advance distributor with a stock inductive ignition coil. Examples of this would be any older style points distributor, a 1974-1981 GM large cap HEI.
Do NOT use this input if you are using an aftermarket Capacitive Discharge (CD) ignition system such as a MSD, Mallory, or others. The ECU will be damaged if you connect to a capacitive discharge type ignition coil.
NOTE: Using this input, the EFI will NOT control the ignition timing of the engine. The timing will be based on the distributor initial, mechanical, and vacuum advance, just like it did with a carburetor
2) CD Box Tach Outp
– If you are using an aftermarket Capacitive Discharge (CD) ignition system such as a MSD, Mallory, or others, you need to connect to the “Tach Out” connection or wire these systems provide. This is a 12 volt square wave output.
CAUTION! NEVER connect any of the EFI wires to the coil on any CD type ignition system. The ECU will be permanently damaged!
NOTE: Using this input, the EFI will NOT control the ignition timing of the engine. The timing will be based on the distributor initial, mechanical, and vacuum advance, just like it did with a carburetor.
3) GM Small HEI - Small and Big Block Chevy engines can use a small cap GM HEI computer controlled distributor that was available on factory GM vehic les from the 1980’s through mid-1990’s. This distributor provides an engine speed signal to the
EFI, as well as allowing the EFI to control the ignition timing.
REV LIMIT
– The rev limiter is only enabled when using a computer controlled small cap GM HEI. It is an ignition-only rev limiter.
It will not shut fuel off. Enter a value for which you’d like the rev limiter to start.
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32.0 ADVANCED TUNING
The Advanced Tuning areas are areas that typically won’t ever be needed to be changed (Fig. 64). However, after getting used to the
TERMINATOR™ EFI system, there may be some fine tuning of various parameters that you’d like to perform.
Figure 64
32.1 Fuel
Figure 65 Figure 66
These parameters modify various fuel related tuning functions (Fig. 65).
Figure 67 Figure 68
32.1.1 Coolant Enrichment
Coolant enrichment is similar to the choke on a carburetor (Fig. 66). It adds extra fuel as the engine warms up. Due to the fact that the
TERMINATOR™ systems run closed loop when they are started, there is usually no need to modify this value.
32.1.2 Acceleration Enrichment (Load Based Accel Enrich)
This parameter is another form of adding fuel with the accelerator is depressed (Fig. 67). It adds fuel depending on how fast the MAP sensor changes which basically senses a change in engine load. There is typically no need to adjust this parameter except possibly some extreme conditions of vehicles that are heavy and under-powered.
32.1.3 Startup
32.1.3A Cranking
The cranking parameter is how much fuel is injected when the engine is cranking (Fig. 68). A different amount of fuel is injected when an engine is cold and warm. Changing this value offsets the entire curve at all temperatures.
32.1.3B Afterstart
The afterstart parameter is fuel that is added for a short time immediately after an engine starts. This value varies depending on engine temperature. Changing this value offsets the entire curve at all temperatures (Fig. 68).
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32.2 Closed Loop
Figure 69 Figure 70 Figure 71 Figure 72
32.2.1 Enabled
This checkbox turns closed loop operation off if it isn’t enabled/checked (Fig. 69). There is typically no reason to turn off closed loop operation unless you suspect an oxygen sensor problem and want to disable the sensor. Note that Self-Tuning requires closed loop operation to be enabled to function.
32.2.2 Limits
Defines how much percentage of fuel closed loop is allowed to add and subtract (Fig. 70). The base limit is set at 100%, but once Self-
Tuning is completed, this can be lowered to 25% if desired.
32.2.3 Speed
This is the “speed” (gain) at which closed loop operation occurs (Fig. 71). This can be set to five levels, 1, 2, 3, 4, or 5. 3 is the base setting and should be good for most applications. 4 or 5 is typically not used as the closed loop speed may be too excessive for certain applications. If the oxygen sensor is installed far back in the exhaust (more than 1 foot back from the collector in long t ube headers), a value of 1 or 2 may be needed.
32.2.4 RPM Activation
This setting is usually set to zero. If an extremely large camshaft is used (specs only typically found on race camshafts), the overlap sometimes causes a “false lean” reading at low RPM. In these cases, it may be required to put in a value of 1500-2000 RPM so the system operates open loop below this RPM setting (Fig. 72).
32.3 Learn
32.3.1 Limits
Defines how much the Self Tuning is allowed to compensate. This is set to 150% to start. This should typically be left alone (Fig. 73 &
74).
Figure 73 Figure 74
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32.4 Idle
The Idle parameters adjust specific characteristics of how the idle air control motor functions on engine decal and startup (Fig 75).
Figure 75 Figure 76 Figure 77 Figure 78 Figure 79
32.4.1 IAC Rampdown
The Idle Air Control (IAC) motor is a stepper motor located in the throttle body that controls the idle speed of the engine b y metering air. It also operates during engine cranking and when the engine returns back to idle. The settings here can adjust how that functio ns. The IAC moves from a position of 0% (fully closed, no air added) to 100% (fully open, maximum air flow).
NOTE: If you change these settings, you must comprehend the function they perform. Contact Holley Tech if you have any questions.
32.4.1A IAC Hold
This is the position the IAC motor will “hold” or “freeze” at when the TPS moves above idle (when TPS becomes greater than 0%). If it is too high, the engine RPM will “hang” and not return to idle (Fig. 76).
32.4.1B Ramp Decay
This is the time (in seconds) it takes for the IAC to decay from the “IAC Hold Position” back to a “0%” position (Fig. 76). It is a linear decay.
32.4.1C RPM Start
This value is the RPM added to the target idle speed that the IAC will automatically start to ramp back down to idle (Fig. 76). If this is too low, the engine RPM will “hang” and not return to idle.
32.4.2 IAC Speed
This dropdown is used to select the type of IAC motor application that is being used (Fig. 77). This selection drives the background parameters that control the IAC motor. These parameters have been fine tuned for each of these applications, eliminating the need for the user to perform further modifications.
32.4.3 Idle Spark
Idle spark is a feature active only when the ECU is controlling timing (only when using a small cap computer controlled GM HEI with the
TERMINATOR™ systems). If enabled / checked, the ECU rapidly changes the timing at idle to help maintain a more stable idle (Fig. 78).
32.4.4 IAC Startup
These parameters control the position of the IAC when the engine is cranking and immediately after it starts.
32.4.4A IAC Parked
This is the position the IAC motor will be at during cranking and immediately after the engine starts. If it is too high, the eng ine will be at too high of an RPM once it starts. Too low and poor starting will result. Note that this is a temperature based table. The value changed in the handheld offsets this entire curve (Fig. 79).
32.4.4B Hold Time
This is the amount of time that the IAC will remain at th e “IAC Parked Position %” (Fig. 79).
32.4.4C Decay Time
This is the amount of time for the IAC to decay from the “IAC Hold Position” back to a “0%” position. It is a linear decay (Fig. 79).
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APPENDIX 2.0 SENSOR DIAGNOSTICS AND STATUSES
The following can appear on the
TERMINATOR™ Handheld in the MONITOR screens as well as the GAUGES screen.
Wideband Oxygen Sensor Status
– Shows status of wideband oxygen sensors.
Text
…
In
Description
Signifies that sensor channel is not enabled.
HO
Cld
Hot
UnP
First shown for an instant when the system is powered on. Displayed so quickly you will likely not see this.
Sensor is heating.
Sensor is below calibrated operating temperature. Unit will still read but accuracy may be impacted.
Sensor is above calibrated operating temperature. Unit will still read but accuracy may be impacted.
Sensor is unplugged.
General Sensor Status
– These are shown for the coolant and air temperature, MAP, TPS, Oil and Fuel pressure sensors. If you do not have an oil or fuel pressure sensor installed, you will see this error. It will not cause a problem.
Text
Und
Description
Unlikely failure indicated that a sensor is not properly defined.
Ler A sensor displaying this can be unplugged, have an open or short circuit, or be otherwise damaged.
RPM (Crank Signal Inputs) Diagnostics
– The following are shown for the “RPM” parameter which indicates the status of the crank sensor/engine speed input.
Text
Stl
Description
No RPM input detected.
Snc Signal detected. Position being established.
Nothing Will show briefly after crank signal and cam/crank positions established. Actual engine RPM will then be indicated.
Err Cam/Crank input error detected.
TPS Diagnostics
– The following are shown for the “TPS” parameter.
Text Description
Err
CaL
If you see an error, contact Holley Tech Service.
TPS Autoset needs to be performed.
Closed Loop Diagnostics
– Shows status of closed loop operation.
Text
OLP
Description
System is in open loop operation.
CLP System is in closed loop operation.
Learn Status
– Shows status of learn mode.
Text Description
nLn Learning is not active.
Lrn Learn is in an active state.
Switched Inputs/Outputs Status
– Shows status of switched inputs and outputs.
Text
OFF
On
Description
Input or Output is not active.
Input or Output is active.
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Figure 80
Figure 81
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Figure 82
Figure 83
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Holley Technical Support: 270-781-9741
© 2013 Holley Performance Products, Inc. All rights reserved.
199R10653
Revision Date: 6-9-15
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