Looking for a Holley Terminator X wiring expert.

[Cglrcng]

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

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

Again, I really appreciate any help I receive.

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

[Cglrcng]

And then, since I do not have the car right here in front of me, and we are now ready for the beginning of phone calls, I looked at pics taken just a little over a week ago as I started the Holley Power Harness install, and started a pretty crude drawing of exactly how we installed that Mopar Ignition box back in the Spring of 1995 and exactly how all the related wiring is connected right now. I realized I could draw and relate all the existing connections (except exactly which wires, are connected to which of the 3 cavities in the existing 3 wire distributor connector- lower left in my crude diagram), as I will need to actually get back to the car and go to that connector and peel a small amount of silicone off the end of the connector and peel back the corrugated poly covering to see the 3 spliced wires and their colors and how they match up with the 3 White/Black/ and Orange wires in the harness going from the existing Distributor to the 5 pin Chrysler Electronic Ignition Module to add to my diagram. And that currently is missing info in my crude drawing posted below. (The Green/Wht trace wire powering the + side of the coil comes directly from the stock Alternator feed which actually has that Ballast Resistor built into/attached to the rear of the alternator instead of most older Mopar's having it on the firewall).

We picked up key on power to power the Ignition box from the Logic Module Diagnostic plug as it was conveniently right there a few inches away from coil and box and supplies battery power at all times as long as the key is on...(that Blue wire supplies 12V power to the Diagnostic Tool when it is plugged in for Code Reading/Clearing of the Logic Module/P.M., and repetitive testing of all EFI Functions like Injector, IAC, TPS, etc.), and the other plugged in connection there next to it is simply a toggle switch to ground (a controllable jumper), that when switched to on, when key is in on position...engine not running (usually gets a 3 second pump prime of the EFI fuel pump, then shuts off allows me to shut off engine, turn key back on at fuel ck...and allows me under hood to take fuel samples and have full control of fuel pump on/off functions. It simply turns the pump on/off (usually is in off position unless taking an under hood sample, in my case no longer needed, unless required, since my sample valve is in the rear of the car and no longer requires using the fuel pump...much safer), and it is a diagnostic test function of the fuel pump and full return fuel system loop, found in the service manual. (Draining the entire fuel system can also be accomplished under hood- disconnect the T.B. feed line, add a hose over the fender to a fuel jug, turn on key and flip the switch and the entire system contents will end up in the jug w/ complete control just inches away).













I am guessing a smarter man than I (more experienced with Mopar Ignition boxes), could easily figure out the missing info at that 3 wire distributor plug connection using the service manual data I also listed above. And If I had the 1983 Dodge Omni (Carb Edition), wiring diagrams, I would have no need to go look at the car to fill in the missing info. That install was done in 1995 and a much smarter man at electrical ignition connections than I performed the operation and it works (TY Bernie Cunningham), but it still allows very limited tuning options.

I am just attempting to relate what is it right now, so we can make fully informed decisions of what it needs to be for best future results. This old horse needs that fresh new much improved (Holley EFI), heart A.S.A.P. (but what else does it need as Ignition to jump start it best and allow it to take advantage best of all those new tuning functions, while also getting rid of all those designed in stock EFI limitations added to an overly smogged up & underpowered lower emissions 1980s street driving turtle?)

[Cglrcng]

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

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

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

[1700camaro]

Originally Posted by Cglrcng

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

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

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

That's good to hear Gary!

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

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

1700/781L

[Cglrcng]

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

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

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

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

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

[Cglrcng]

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

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

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

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

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

[1700camaro]

Gary,

Hope you get it all sorted out in Havasu!

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

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

1700/781L