{"id":17108,"date":"2015-07-30T09:32:10","date_gmt":"2015-07-30T16:32:10","guid":{"rendered":"http:\/\/www.racingjunk.com\/news\/?p=17108"},"modified":"2016-05-26T11:08:33","modified_gmt":"2016-05-26T18:08:33","slug":"hard-parts-for-your-fuelie-part-iii","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/hard-parts-for-your-fuelie-part-iii\/","title":{"rendered":"Hard Parts For Your Fuelie Part III"},"content":{"rendered":"

\"wiring<\/a><\/p>\n

In the last few issues (Part I<\/a>, Part II<\/a>), we took a look at several of the “Hard Parts For Your Fuelie” (Holley’s hot new EFI system). \u00a0Previously, we touched on Holley’s modular Hi-Ram intake and followed up with an article on Holley’s new billet throttle bodies. \u00a0One critical part of the EFI hardware puzzle that many forget or gloss over is the actual wiring harnesses. \u00a0And in a fuel-injected application, the harnesses are considerable and sophisticated. We’ll take a closer look at these wiring harnesses in this issue.<\/p>\n

In the case of the Holley system, the harnesses were engineered from the beginning to be easy to install. \u00a0While at first glance, the harness assemblies appear daunting, they’re actually clearly marked and in truth they’re essentially “plug and play” systems. \u00a0By “clearly marked”, we mean that each of the connectors is labeled, basically telling you what they plug into. \u00a0Depending upon the harness part number, there are several wires that are most likely not terminated. \u00a0For example, on the main harness one non-terminated wire is the switched ignition power source wire (power when the engine is cranking). \u00a0Others are listed in the ECU manual.<\/p>\n

In the case of the 558-103 harness (LS2 Main Harness for Dominator & HP EFI systems) shown in the accompanying photos, direct-fit connections for stock style sensors include the following:<\/p>\n