So that Holley EFI dont control a spark or it can use TFI-style locked dizzy? If it can, then it should read pertronix/crane-box as well and that should be quite easy job to do.

The Crank Trigger is best and simplest choice if the EFI package can understand that.


Hyvinkää, FI

The Terminator certainly does control ignition if its the tuners preference, it actually has 3 timing curves.

Apparently its the TFI or HEI systems which is easiest to connect. Holley suggested to fit a GM HEI module into the orig. dizzy.
These modules give out two signals, as the petronix I have only gives one signal.
With out reading the instructions I think the dizzy is set at about 50* BTDC and locked therefore the ECU can ignite anywhere from then through to 10* etc.
I like the Davies Unified Ignition because it fires for 20* and it runs a 50'000v coil through a 2-3 amp pick-up. This allows for a .055" plug gap.


I will keep you posted as I find out more on the subject. I am also lucky to have Ted investigating the system and I dare say he will test both options if able.

I don't think you can fit the gm module inside the distributor, along with a pickup or points. You also won't find a GM style coil in cap distributor for a Y simply because there is not enough room. I actually tried to help DUI with this because they were interested in getting something on the market.

Using a 4 pin gm HEI module outside of the distributor:

http://forums.y-blocksforever.com/Topic73993.aspx?


Lawrenceville, GA

GM Hei module is used to transform signals to canted wave signal (HALL) so terminator wants to only know where is that 50 degree so it can start to calculate the ignition moment.
I dont know for sure but I have strong feeling that pertronic is suitable with some minor tricks.

(Y-Block's damn narrow) Rotor middle point wants usually to be in 25-30deg so it can handle everything from 0 to 60.

Hyvinkää, FI

How about fitting a windsor dizzy ? Are the gears, shaft lengths, housing diameters where fitting into block much different?Has anyone investigated this?
Then I could fit a TFI dizzy.

Even if I have to machine the block????

The windsor distributor body is nearly identical dimensionally. The shafts and gears are different. The best thing to do is to get a tfi distributor from the junkyard, take it apart to see just what the differences are and determine how practical the conversion is.


Lawrenceville, GA

Is Charlie ok?

I do agree, however I have continued corresponding with Holley and I asked about the Waste Fire system.
This is an affordable "DIS" option, Yet once the Crank trigger has been fitted to the Harmonic Balancer, there are options.
I am lucky as I am able to fit the wheel and sensor myself so this becomes more affordable.
Therefore a very efficient ignition can be adapted. The waste fire consists of a four pack coil which is stronger than there single race coils yet it fires 2 plugs at a time. Yes each coil is shared by two cylinders. This retails at $550 plus crank trigger.
Alternatively $1000 for individual coils.
I figure the waste fire will be a great experience having such an ECU to run it.
To run an MSD unit with cd box coil etc is about that, yet no where near as interesting.

LordMrFord
Holley tells me its that the ignition trigger internal picks up may cause damage to the ECU due to noise/corruption from the rotor energy etc.

So a normal carby will take all it can get from its venturies and therefore they have an all or nothing characteristic.

Where an EFI system gives as it thinks is appropriate. When tuned right there is no reason for it to be a better performer!

I have read several articles where an efi conversion has been done and usually there is a lose in hp. Granted the holleys they replaced had been tuned for the engine and not just run out of the box. For me the plus side is instant start up and idle plus being able to use it with a blower.

Me? I'm fine. Why?


Lawrenceville, GA