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| THE LOBBY A gathering place. Introductions, sports, showin' off your ride, birthday-anniversary-milestone, achievements, family oriented humor. |
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#1
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Is there room behind the tensioner assembly to retain my 12x crank trigger setup?
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James 1970 Trans Am Spotts Built 484" IA2, Highports, EFI Northwind, E85 Holley Terminator X sequential EFI fabrication and suspension by https://www.funkhouserracecars.com/ |
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#2
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How are you getting the cam signal? Sometimes a simpler approach is just to use the Holley dual sync distributor. This setup can also be configured for CNP/COP if you prefer individual coils. [/url]
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1964 Catalina 2+2 4sp, 421 Tri-power 1965 GTO, Roadster Shop chassis, 461, Old Faithful cam, KRE heads 305 CFM, Holley EFI, DIS ignition. 1969 GTO 467, Edelbrock 325 CFM, Terminator EFI 1969 Firebird Convertible |
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#3
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Quote:
I use a Holley dual-sync distributor for the cam signal. We initially got it running with only the dual-sync (cam and crank signals) but the timing was a bit finicky so we switched to the 12-1x with hall-effect sensor for more stability and resolution. I’m running Holley Smart Coils (CNP) with brackets to mount them on a Pontiac valve cover. If I wasn’t using smart coils, I’m confident the dual-sync would’ve worked just fine for all timing functions. The crank trigger is a Holley SBC 556-171 kit with a custom bracket to fit a Pontiac. On a side-note, I’m having some extra brackets made if anyone is interested in changing to a 12-1x setup. Just PM me directly so this thread isn’t muddied up. Your LSA blower project is really cool! I look forward to more updates
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James 1970 Trans Am Spotts Built 484" IA2, Highports, EFI Northwind, E85 Holley Terminator X sequential EFI fabrication and suspension by https://www.funkhouserracecars.com/ |
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