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Looking at Holleys web site and there use of a Terminator X that was designed for LS conversions being used to update " Old" Prom based OEM ECU's. They are using a L98 with a Superam as an example. Just the engine I stated for the first time last week. If I'm reading this corectly the original ECU is retained to run the rest of the car. My Prom Tunner warned me that my Camshaft choice was to much for him to be able to tune, and that it ptobably would not Idle. 1990 L98 6 Speed.
Looking at Holleys web site and there use of a Terminator X that was designed for LS conversions being used to update " Old" Prom based OEM ECU's. They are using a L98 with a Superam as an example. Just the engine I stated for the first time last week. If I'm reading this corectly the original ECU is retained to run the rest of the car. My Prom Tunner warned me that my Camshaft choice was to much for him to be able to tune, and that it ptobably would not Idle. 1990 L98 6 Speed.
Looking at Holleys web site and there use of a Terminator X that was designed for LS conversions being used to update " Old" Prom based OEM ECU's. They are using a L98 with a Superam as an example. Just the engine I stated for the first time last week. If I'm reading this corectly the original ECU is retained to run the rest of the car. My Prom Tunner warned me that my Camshaft choice was to much for him to be able to tune, and that it ptobably would not Idle. 1990 L98 6 Speed.
Do you have a link to the info on Holley’s website?
I recently purchased a Terminator X universal kit #550-936 for my 1989 L98 and have not installed it yet.
Last edited by clubracer23; Oct 9, 2022 at 04:18 PM.
Looking at Holleys web site and there use of a Terminator X that was designed for LS conversions being used to update " Old" Prom based OEM ECU's. They are using a L98 with a Superam as an example. Just the engine I stated for the first time last week. If I'm reading this corectly the original ECU is retained to run the rest of the car. My Prom Tunner warned me that my Camshaft choice was to much for him to be able to tune, and that it ptobably would not Idle. 1990 L98 6 Speed.
He should be able to get that too idle with your stock computet. The holley will be easier to tune and will support more advanced tuning options.
I have a Terminator X Max in my 84 running my LS. I can say this, tuning the Holley to get my 6.0L with a big cam was easy once I found the broken wire in the harness for the IAC. I'm sure the broken wire was my fault. But man it had me pulling what little hair I have left out until I figured it out.
Tuning Holley EFI is almost easy by comparison to a factory ECU/PCM. A lot of guys (myself included) don't need a tuner for a street car. As long as you don't mind leaving a couple hp on the table and you have some patience you can tune it yourself.
I lied when I said there was a Video on Holleys Website I'm in an Airport with iffy WiFi. There are however some Videos on other engines. And they do use the SBC with a Superam as an example of what the Terminator can do just not on Video.
..... The net lift for the intake valves is incorrect ... it is .564" ... not .664" ... I was going to warn you to check your valvetrain for enough clearance (which you need to do anyway) for that much lift .....
..... The net lift for the intake valves is incorrect ... it is .564" ... not .664" ... I was going to warn you to check your valvetrain for enough clearance (which you need to do anyway) for that much lift .....
I should of commented on the Math Error on the Cam Card or better yet fix it with a sharpie. AFR stock Street Eliminators still had some room before coil bind.
Running the Holley HP with the L98… it’s very similar to the Terminator and slightly less similar to the Terminator X both of which were designed as an inexpensive LS solution. Picked the HP as I wanted to keep it in the engine compartment as you can see. The ECU tray is modified from newer models, it’s an 86 so the old Bosch unit was behind the dash. Also run a later model starter cable (with a ZF starter it needs to be longer) and I mention that as it has a dedicated pigtail for the ECU power for direct connection to the battery. This is important as the battery acts like a buffer for all of the transient voltage things from relays and switches, and a direct connection is beneficial. This was also done on the later C4’s from the factory. The HP can use much better and calibrated WBO2 with better software, better input and output capability, and it’s weather sealed/potted in a metal case whereas the Terminator X can be unreliable or vulnerable in the engine compartment. The ECU is designed to be flexible and suitable for all sorts of engines, the harnesses make them more specific to a certain engine. It also has the capability to time the injectors based on the cam durations, individual coils or stock distributor and many things in between, ethanol sensor, built in data logging, can use a sump pressure sensor to detect knock as well as a knock sensor or two, list goes on and on.
The tuning capability is especially nice, and I’ve taken the Holley EFI 1-3 training classes to help with that. I’ve done a lot of ECU tuning for decades starting with the SCT Pro Racer Package and chip burner over 20 years ago, and also operated my own eddy current dyno for many years more recently (sold it earlier this year). Anyway, I can help out if needed, and it’s common so support network is great, and there are a lot of remote tuners out there. I’m running a TPIS ZZ9 cam retarded two degrees for some over rev (6500) and the tuning capability really helps make the most of it.
Building a 400cu in forged bottom small block and a custom Mike Jones cam as of late, and I can’t imagine trying to tune that with the GM ECM.
Why all you guys spending this much $ to run a gen I sbc? Lol
My ls swapped C4 has been on term x for a few years now. The quality control is hit or miss. My first kit had a dead ecu right out of the box.
my 2nd kit had some bad wiring and wouldn’t turn the fuel pump on-confirmed by another known working harness. Another kit I had the ecu go bad as well. Easy install but there’s no reason to run one on your 200hp sbc 😅
So it would appear that It has no intentions of Ideling when cold and a large hunting idle when warm almost stalling and then recovering to 2000 RPM. I still havn't run it much only once getting it up to temp. I think I might have a stuck Thurmostate I need to test it. I have toured a couple of Tuning Shops and am learning what I pretty much new already. A 30 year old ECM is to old for anybody under 50 to understand and they don't have the Tools to re flash it if they did. And If I do want them to look at it they say they might be able to in January.
So I might end up using the Holley just to get caught up with the times. Having read other threads I'm still confused on how to tie the original ECM with a Holley to keep the gauges etc going. Is the Terminator X easier to install than the other systems or are they all the same ? I don't see a problem installing the Holley to run the Engine, I have installed a Accel Gen 7 before. I'm not looking forward to making the Corvette stuff run.
What is the desired idle rpm?
What is the normal (map) kpa at the desired idle rpm?
What is the desired spark advance for the known rpm and kpa at the desired rpm?
1940s method: Set the spark advance to a fixed value across the board. Let's say 26-30 degrees as a compromise. Should start, idle and make reasonable power with fixed timing, then work on fuel (VE)
Probably not a popular suggestion, but take a tier 1 Holley class and then decide if you want the TX or HP or TXMax or Dominator, or if its not for you, either way its a great class, and theres online training offered by another conpany … many people end up with the Dominator… or trading up as theres a market for the used stuff that is healthy.
Having read other threads I'm still confused on how to tie the original ECM with a Holley to keep the gauges etc going. Is the Terminator X easier to install than the other systems or are they all the same ? I don't see a problem installing the Holley to run the Engine, I have installed a Accel Gen 7 before. I'm not looking forward to making the Corvette stuff run.
In reality you don't need the original ECU at all. You can use the factory gauges with an aftermarket ECU. It will take a little patience and possibly a digital adapter or two. But it's not to bad.
What you need to do is figure out how many I/O points you need before you buy something. You may get a Terminator ECU and find out that it doesn't have enough outputs. Or maybe you need a PNP output. The Terminator can't do that but the Dominator can. So you need to be looking at what electronics you are going to connect to the ECU. The Dominator is an amazing piece of hardware. But it's also $2K. No sense in getting it if a Terminator or an HP would work.
Probably not a popular suggestion, but take a tier 1 Holley class and then decide if you want the TX or HP or TXMax or Dominator, or if its not for you, either way its a great class, and theres online training offered by another conpany … many people end up with the Dominator… or trading up as theres a market for the used stuff that is healthy.
There is one major problem with that class. Every time I think I'm going to take it its SOLD OUT ! This year is no exception for the remainder of this year. I did take a EFI class at lake Havasu a couple years back and it gave me a refreasher class on my High School gas engines class I had 40 years ago but just when it started to get into EFI it ended.
There is one major problem with that class. Every time I think I'm going to take it its SOLD OUT ! This year is no exception for the remainder of this year. I did take a EFI class at lake Havasu a couple years back and it gave me a refreasher class on my High School gas engines class I had 40 years ago but just when it started to get into EFI it ended.
Designer Imagines A Corvette That Looks More Like a Corvette Than the Corvette
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Anybody running a Terminator X ?
