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So far on engine bay side of the firewall :

Holley does not make or have an off the shelf harness kit so I have been forced to build/create, and terminate my own based directly off of the above referenced Holley Multi-point Fuel injection wiring diagram and the 1 existing injector. I really only need help from a wiring expert to see if what I envision and have concerning the Ignition portion of the install, cam and crank synchs that this vehicle engine combo did not come stock with will work, or if a conversion to an MSD style ign. box is necessary. I have the stk 3 wire 1 magnetic pickup distro, and have a same type double plate 2.2L turbo style distro/2 magnetic pickup (3 wires each and the pickups are offset more than 90 degrees and 1 is mounted up for the 4 blade hall effect rotor, and the other is mounted on the underside of the pickup plate with a single 180 degree single blade that may be trimmed to any size so leading and trailing edge can be tailored any way we need it to be. And I have access to machining experience and the means to fabricate what we need if that distro can be used for cam/crank signals. The existing (before Holley Terminator X install), ignition is currently a Chrysler Chrome Box electronic ign. module and harness from a 1983 Carbed Dodge Omni edition, fed by the 3 wire single pickup hall effect distro plate and an MSD Blaster ign. coil.

The Terminator X is mounted and has an internal MAP sensor, I will also of course attach the existing vacuum hose to the nipple but have excluded any external wiring in the engine sensor harness as called out for in the wiring diagram referenced since I assume, it is internally mounted and wired. The Split style 2 hole firewall grommet is installed, Power harness is installed. The engine harness is ready to install and is covered at least 50 percent and already terminated using Deutch connectors Oil Pressure (Scarletts Solutions 0-100 PSI Transducer), ready for install and connection. 2 wire split grounding points at the intake manifold, 2 wire AIC, 3 wire TPS, and a 2 wire MAT sensor (the 2.2L did not come stock w/ a MAT sensor, and the intake does not really have a bung or mount point where the sensor can be installed without being directly sprayed with cold fuel so I will be mounting it not directly in the intake air stream but very close to the intake air inlet of the throttle body). The very limited small throttle body inlet (and the only opening I have, tells me not to even think about interrupting the inlet stream or risk creating any air turbulence, so near is better than in the air stream in my case...some data is better in this case than no data at all...if there are other ideas I am open to any real honest suggestions from others with experience, in this case on a sensor and others of course. I also have questions on the IAC as my existing and integrated1 is rear mounted as a part of the upright Bosch throttle body and is only 2 wire 12v type (and the wiring diagram calls out for a 4 wire solution, and currently I used the J!B pins B! and B2 though could use some help here also in case I need to move to a PWM solution for the IAC. Next in line is the switchover from the existing 1 wire stk simple (non- wide band) Bosch O2 sensor to the Bosch style LSU4.9 WBO2 sensor I have been supplied with (which has 5 actual wires and a six cavity plug, but the Holley wiring diagram has 8 wires as does my install cable have seven plus the shield. So I need help with that issue as the WBO2 sensor wiring colors vary and are very different from the Holley WBO2 wiring colors though the connector plug I have is the correct 6 wire male/female type. (do I need a 6 to 8 wire converter, etc?) I have seen 1 available for purchase online.

I have yet to complete and cut, terminate, and cover the sensor harness from center of the firewall (engine side), to the battery, relay and ignition, distro, coil points (and will be completing it as I go)...Up next is the Water Temp sensor (switching on that one wire, to a 2 wire CTS), the Oil Pressure (adding again another 3 wire 0-100 Scarletts Solutions Transducer), then whatever Ignition solution (we can come up with together to complete the harness (all the rest will be terminated, hung/installed within the engine bay and covered as I complete the installation and first fire up, and the testing and learning procedure is completed. The existing original wiring at this time is remaining all in place, the existing ECM/PM and affected sensors will remain and will be ready to reconvert at this time within a few hours back to the way it is running right now should a problem exist since I do not have a spare Holley ECU. Total car weight is not an issue at this point as I have ballast I can remove to adjust the total vehicle weight easily. Once the system has proven it's worth with the new ECU, I can remove the un-necessary wiring, but am keeping the other wiring headlights to taillights at this point.