Holley MPI PRO-JECTION User manual

MPI
INSTALLATION TUNING AND
TROUBLESHOOTING MANUAL
NOTE: These instructions must be read and fully understood before beginning
installation. If this manual is not fully understood, installation should not be
attempted. Failure to follow these instructions, including the pictures may
result in subsequent system failure.
TABLE OF CONTENTS:

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1.0 INTRODUCTION ................................................................................................................................................. 4
2.0 BEFORE YOU BEGIN ......................................................................................................................................... 4
3.0 WARNINGS NOTES AND NOTICES ................................................................................................................... 4
4.0 SKILL LEVEL REQUIRED .................................................................................................................................... 5
5.0 ADDITIONAL ITEMS REQUIRED FOR INSTALLATION ....................................................................................... 5
6.0 TOOLS REQUIRED FOR INSTALLATION ........................................................................................................... 5
7.0 MPI PRO-JECTION SYSTEM OPTIONS .............................................................................................................. 5
8.0 PLANNING THE INSTALLATION ........................................................................................................................ 5
9.0 REMOVAL OF EXISTING FUEL SYSTEM ........................................................................................................... 6
9.1 Preparing the manifold for Installation ................................................................................................... 6
9.2 Installation of the MPI Pro-Jection Manifold ........................................................................................... 6
9.3 Installing the Distributor .......................................................................................................................... 8
9.4 Vacuum Connections ............................................................................................................................... 8
10.0 FUEL SUPPLY AND RETURN FUEL SYSTEM INSTALLATION ....................................................................... 8
10.1 Fuel Supply/Return System Description ............................................................................................... 8
10.2 Fuel Pressure Regulator ......................................................................................................................... 8
10.3 Fuel Pump ............................................................................................................................................... 9
10.4 Fuel Line Mounting ................................................................................................................................10
10.5 Fuel Filters ............................................................................................................................................... 10
10.6 Return Line Installation ........................................................................................................................... 10
10.7 Oxygen Sensor Installation ..................................................................................................................... 11
10.7.1 Oxygen Sensor Function, Theory, and Use ............................................................................... 11
10.7.2 Oxygen Sensor Mounting Procedure ......................................................................................... 12
10.8 Electronic Control Unit (ECU) Mounting ................................................................................................ 12
10.9 Engine Wiring Harness ........................................................................................................................... 13
11.0 ELECTRICAL CONNECTIONS ............................................................................................................................ 13
11.1 Air Charge Temperature Sensor ............................................................................................................ 13
11.2 Coolant Temperature Sensor ................................................................................................................. 13
11.3 Throttle Position Sensor (TPS) .............................................................................................................. 13
11.4 Idle Air Control (IAC) Motor ................................................................................................................... 13
11.5 Injectors .................................................................................................................................................. 14
11.6 Manifold Absolute Pressure (MAP) Sensor ........................................................................................... 14
11.7 Oxygen Sensor ....................................................................................................................................... 14
11.8 Fuel Pump ............................................................................................................................................... 14
11.9 Fuel Pump and System Power Relays .................................................................................................. 14
11.10 System Power ......................................................................................................................................... 14
11.11 Tachometer/Ignition ............................................................................................................................... 15
11.12 Oil Pressure Switch ................................................................................................................................ 15
12.0 MECHANICAL CHECKOUT BEFORE STARTING ENGINE ................................................................................. 15
13.0 PRO-JECTION SYSTEM TUNING THEORY AND PHILOSOPHY ........................................................................ 16
13.1 Tuning Goals ............................................................................................................................................. 16
13.2 Oxygen Sensor Effect on Performance .................................................................................................... 16
13.3 Engine Configuration Related Concerns .................................................................................................. 16
14.0 GETTING STARTED TUNING AND PROGRAMMING (Di SYSTEM) ................................................................... 18
14.1 Software Installation and Software Operational Description ................................................................... 18
14.1.1 Wiindows 95 .................................................................................................................................. 18
14.1.2 Windows 3.1 .................................................................................................................................. 18
14.1.3 Dos Installation ............................................................................................................................. 19
TABLE OF CONTENTS (cont.):

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14.2 Mapview ..................................................................................................................................................... 19
14.3 Data Monitor .............................................................................................................................................. 20
14.4 EEprom Programming ...............................................................................................................................20
14.4.1 File ................................................................................................................................................ 20
14.4.2 Edit ................................................................................................................................................ 21
14.4.3 Graph ............................................................................................................................................ 23
14.4.4 Print .............................................................................................................................................. 24
14.4.5 Communications .......................................................................................................................... 24
14.5 Tuning Tips ................................................................................................................................................ 24
14.5.1 Tuning Tips for a System With an Oxygen Sensor (closed loop) ............................................... 24
14.5.2 Other General Tuning Tips (closed and open loop) .................................................................... 24
14.6 Tuning and Adjustment Procedures ......................................................................................................... 25
15.0 OPERATION OF THE PRO-JECTION SYSTEM .................................................................................................. 28
15.1 Normal Starting Procedure ....................................................................................................................... 28
15.2 Normal Operation and Use ........................................................................................................................ 28
16.0 MAINTENANCE AND STORAGE ........................................................................................................................ 28
17.0 GENERAL TROUBLESHOOTING ....................................................................................................................... 28
18.0 TESTING AND TROUBLESHOOTING ELECTRICAL COMPONENTS ................................................................ 30
18.1 Testing Relays ........................................................................................................................................... 30
18.2 Testing the Manifold Absolute Pressure (MAP) Sensor .......................................................................... 30
18.3 Throttle Position Sensor (TPS) Adjustment ............................................................................................. 30
18.4 Testing Idle Air Control (IAC) Motor ......................................................................................................... 31
18.5 Testing Coolant Temperature Sensor ....................................................................................................... 31
18.6 Testing Air Charge Temperature Sensor .................................................................................................. 31
18.7 Testing the Oxygen Sensor ....................................................................................................................... 31
1.0 INTRODUCTION
Holley Performance Products has written this manual for the installation of the MPI PRO-JECTION fuel injection system. This
manual contains all the information needed to install this system. Please read all the WARNINGS, NOTES and TIPS, as they
contain valuable information that can save you time and money. It is our intent to provide the best possible products for our

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customer; products that perform properly and satisfy your expectations. Should you need information or parts assistance,
please contact our technical service department at 1-270-781-9741, Monday through Friday, 7 a.m. to 5 p.m. CST. Please have
the part number of the product you purchased when you call.
WARNING! The MPI PRO-JECTION systems consist of a number of sophisticated components. Failure of any
one component does not constitute, nor does it justify, warranty of the complete system. Individual
service items are available for replacement of components. If assistance is required or if you need
further warranty clarification, you can call Holley Technical Service at the number shown above.
WARNING! To preserve warranty, these instructions must be read and followed thoroughly and completely before
and during installation. It is important that you become familiar with the parts and the installation of
the MPI PRO-JECTION system before you begin. Failure to read and understand these instructions
could result in damage to PRO-JECTION components that are not covered by the warranty and could
result in serious personal injury and property damage.
WARNING! For closed loop systems using an oxygen sensor, use only unleaded fuels with this product. Use of
leaded fuels will destroy the oxygen sensor and will result in incorrect exhaust gas oxygen readings
and improper fuel delivery. Failure to follow these directions does not constitute the right to a warranty
claim.
WARNING! Failure to follow all of the above will result in an improper installation, which may lead to personal
injury, including death, and/or property damage. Improper installation and/or misuse of this or any
Holley product will void all warrantees.
WARNING! Use of some RTV silicone sealers will destroy the oxygen sensor used with this product. Ensure the
RTV silicone sealant you use is compatible with oxygen sensor vehicles. This information should be
found on the oxygen sensor package.
2.0 BEFORE YOU BEGIN
Fuel injection systems have proven to increase engine performance by allowing the engine to operate to the best output it is
capable of producing. Make sure your engine is in good basic running order before installing the MPI PRO-JECTION fuel
injection system.
Anything that increases the power of your engine demands more from all the components and systems. If your engine is in poor
condition before you begin this installation, you won't get the results you want.
Fuel injection is more efficient, but also less forgiving than a carburetor. A properly tuned EFI system can disclose hidden
problems your carburetor may have concealed. Corroded terminals or a weak battery, alternator or ignition system will not
adversely affect your carburetor, but they will interfere with the precision functions of an EFI system.
The engine cooling system must have a working 140°F to 210°F thermostat. The intake manifold needs to be hot enough to
completely vaporize the injected fuel.
3.0 WARNINGS, NOTES AND NOTICES
WARNING! For the safety and protection of yourself and others, the installation, adjustment, and repair must be
performed only by a trained mechanic having adequate fuel system experience. It is particularly
important to remember one of the very basic principles of safety: fuel vapors are heavier than air and
tend to collect in low places where an explosive fuel/air mixture may be ignited by any spark or flame
resulting in property damage, personal injury and/or death. Extreme caution must be exercised to
prevent spillage and thus eliminate the formation of such fuel vapors.
WARNING! These instructions are provided as a general guideline for installation. Each user must use his own
judgement to determine whether his own, or the engine's safety will be endangered by any procedure
selected. The user should consult factory engine manuals to ensure compliance with fastener torque
and other important specifications unique to each engine.
WARNING! This type of work MUST be performed in a well-ventilated area. Do not smoke or have an open flame
present near gasoline vapors or a explosion may result.
4.0 SKILL LEVEL REQUIRED
Installation of the MPI PRO-JECTION intake system and the ECU requires approximately the same level of skill and experience

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to replace or service an induction system consisting of a carburetor and conventional intake manifold (as well as basic wiring
skills for the installations of the ECU).
Adequate skills for modifying the vehicle fuel supply are critical, and will vary widely, depending upon the selected components
and methods of fuel line plumbing. The most basic level will require the user to plumb a high-pressure supply fuel line and a
tank return fuel line to the fuel rails. The most complex level may require the user to modify the fuel tank, re-route or add fuel
lines, or mount various combinations of electrical and/or mechanical fuel pumps. Some fabrications may be required, depending
on applications, for throttle cable assemblies, throttle cable bracket and thermostat housings.
NOTICE: If you are not absolutely certain that you have the skills and experience required to perform these
procedures, we strongly recommend you have this system installed and tested by a technician with
specialized training in EFI and fuel systems service.
5.0 ADDITIONAL ITEMS REQUIRED FOR INSTALLATION
The following is a list of materials that are needed, depending on the application.
•3/8" fuel hose (must meet SAE J30) •5/16" fuel hose (must meet SAE J30)
•5/16" steel fuel line (must meet SAE J526) •0-50 psi fuel gauge
•Tee fitting for fuel gauge •RTV sealant (O2sensor compatible)
•Silicone Electrical Connector Sealant •Selection of 1/2" and 3/8" pipe plugs
•Teflon pipe sealing compound •Heat Shrink
•Mechanical fuel pump block off plate •Parts to mount the throttle cable
6.0 TOOLS REQUIRED FOR INSTALLATION
The following is a list of materials that are needed, depending on the application.
•Standard wrench set •Small blade screwdriver •Timing/Advance Light
•Medium blade screwdriver •#2 Phillips screwdriver •Digital Volt-Ohm meter
•Drill and assorted bit sizes •Hole saw (2”) •Terminal crimping tool
•Engine tachometer •10” adjustable wrench •Gasket Scraper
•IBM compatible laptop PC •Factory service Manual •Torque wrench
•Set of Allen wrenches
7.0 MPI PRO-JECTION SYSTEM OPTIONS
MPI PRO-JECTION systems offer several optional brackets and spacers designed to simplify installation in certain applications.
These parts can be ordered separately by contacting our sales department. (See figures 17-21 for dimensions and applications.)
8.0 PLANNING THE INSTALLATION
Before starting the installation of the MPI PRO-JECTION system several things must be decided.
•Mounting location of the fuel pump
•Mounting location of the 10u fuel filter
•Routing of the fuel supply line from the tank, to the filter, to the pump.
•Routing of the high pressure fuel supply line from the pump to 10u fuel filter to the fuel rails on top of the manifold
•Routing of the fuel return line from the pressure regulator to the fuel tank.
•Mounting locations of the power relays and the ECU
•Proper throttle cable installation
•Proper thermostat housing clearance
9.0 REMOVAL OF EXISTING FUEL SYSTEM
1 - Disconnect the ground side of battery.
2 - Drain cooling system
3 - Remove cooling system hoses and thermostat housing.
4 - Drain fuel tank, then disconnect fuel supply line or disconnect fuel supply line and plug the hose.

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5 - Disconnect all throttle linkages.
6 - Identify or number the ignition wires. Numbering the ignition wires will help in reconnecting them during MPI system
assembly. Remove ignition wires from the coil and spark plugs.
7 - Remove ignition cables and distributor cap as one unit.
8 - Note the position of the rotor and the distributor housing. Mark rotor position on the distributor and mark distributor
housing position on the engine block to ensure accurate re-assembly. After marking the position of the rotor and the
distributor, remove the distributor.
9 - Loosen all manifold bolts before removal. Remove the manifold bolts.
DANGER! FROM THIS POINT FORWARD, USE EXTRA CAUTION TO ENSURE NO GASKET MATERIAL, OR OTHER
FOREIGN MATTER ENTERS OIL PASSAGES, HEAD PORTS, OR ANY OTHER LOCATION WHERE AN
OBSTRUCTION MIGHT CAUSE DAMAGE.
10 - Remove the existing manifold. If required, remove valve covers.
11 - Remove the mechanical fuel pump and pusher rod and install a mechanical fuel pump block-off plate.
9.1 Preparing the Manifold for Installation
1 - Protect the lifter galley with clean shop rags. Close off the ports by stuffing them with clean shop rags.
WARNING! Failure to cover the intake opening with a clean towel could result in dirt or debris entering the engine.
Dirt or debris in the induction system can cause engine damage which may require a complete
engine overhaul.
2 - Using a gasket scraper, remove gasket material from heads and block. When all loose material is removed, carefully
remove the shop rags from the ports, ensuring that no material falls into passages. Using a shop vac, remove all debris
from the lifter gallery.
3 - Inspect carefully. Use a flashlight to inspect the interior of all air, oil, and water passages.
4 - Soak a clean shop rag with solvent, and clean all sealing surfaces. Surfaces must be completely clean to ensure a
reliable seal between the components and gaskets.
9.2 Installation of MPI Pro-Jection Manifold
WARNING! Use new gaskets. Be sure you are using the proper gasket for your engine, for aluminum manifolds, as
recommended by the manufacturer.
1 - Install the manifold gasket, carefully following the instructions provided by the gasket manufacturer.
2 - Use O2sensor compatible RTV (again following manufacturer's instructions) around all ports and water passages.
3 - Carefully position the manifold on the heads, so the bolt holes in the manifold are centered over bolt hoses in the heads.
4 - Hand start bolts, but do not tighten.
NOTE: Because the MPI Projection system is shipped fully assembled, you may need to temporarily remove the fuel rails or
other components, to access the center manifold bolts. Refer to Fig 1.
5 - Remove the four bolts which hold the air valve body (1).
6 - Remove the throttle cable bracket.
7 - Lift the map sensor (12) out of the way and let it rest on top of the air valve (1).
8 - Remove air valve (1).
9 - Remove the four bolts holding down the fuel rails (4) and (7) and retrieve the fuel rails with the fuel injectors.
10 - Torque down the manifold bolts as recommended in the engine manual.

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NOTE: Consult your engine manual for proper fastener torque, bolt tightening pattern and other manifold installation
specifications.
11 - Lubricate the fuel injector top and bottom O-rings and place the injectors in the manifold. Use only lubricant
recommended for O-rings or clean mineral motor oil to lubricate the O-rings. Do not use synthetic, animal or vegetable
oils.
12 - Loosen the front and back fuel crossover lines (5) and (16).
13 - Carefully push one fuel rail on the fuel injectors being careful in not cutting an O-ring.
WARNING! Damage of the O-ring can cause fuel leakage. A fuel leak may result in a fire or an explosion hazard
which could cause serious injury or death.
14 - Once the rail is in position, replace and hand-tighten the fuel rail Allen bolts. Proceed in with the other fuel rail repeating
steps 12 and 13.
15 - Replace MAP sensor and throttle cable bracket.
16 - Replace the air valve bolts. Torque to 25 ft. lbs.
17 - Check the front fuel rail cross over tubing. This line may shift during the foregoing operations, so ensure that the line
cannot interfere against the manifold runner or the water cross-over. Adjust if necessary.
18 - Install new thermostat housing gasket, replace thermostat housing, replace the coolant hoses and refill the cooling
system.
19 - Attach throttle cable.
Figure 1
9.3 Installing the distributor
Follow the manufacturer’s recommended procedures for the following steps:
1 - Align rotor with marks made during disassembly.
2 - Align distributor housing with marks made on block during disassembly.
3 - Ensure the distributor seats properly against

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manifold.
4 - Ensure the distributor shaft is fully engaged in
the oil pump.
5 - Bolt the distributor hold down clamp to the
manifold.
6 - Replace the distributor cap.
7 - Replace the spark plug wires and check that
they are in the correct firing order.
9.4 Vacuum Line Connections
1 - Install vacuum hoses to the appropriate port on
the throttle body (See Fig 2). Use the diagrams
made during removal of the existing fuel system
to locate the correct port. The vacuum ports of
the throttle body are labeled in the figure to the
right.
Figure 2
10.0 SUPPLY AND RETURN FUEL SYSTEM INSTALLATION
The MPI fuel system is a fuel metering system based on a time/pressure principle. The longer the injector is open the lager the
amount of fuel per fueling event is delivered to the engine. Fuel pressure also plays a direct role in how much fuel is delivered to
the engine. The higher the fuel pressure the more fuel is delivered during the fueling event. It is crucial for the proper operation
of a high performance MPI system that the fuel system be installed and sized correctly. Unlike a carburetor where low-pressure
fuel is delivered at an "as need" rate, the MPI supply system must continuously deliver fuel at the correct high pressure in a
volume greater than the engine requires at maximum load. The excess fuel the injectors do not use is returned to the fuel tank.
At idle, most of the fuel is returned to the tank, but a wide-open throttle (WOT) under full load nearly all of the fuel is used by the
engine and only a small amount is returned to the fuel tank. An improperly installed or sized MPI supply fuel system may deliver
enough fuel at low engine speeds but will starve the engine at WOT.
10.1 Fuel Supply/Return System Description
The high pressure fuel supply system consists of the following sub-systems: the fuel pick-up, the 73u fuel pump filter, the high
pressure electric fuel pump, the 10u fuel filter and a 3/8” ID fuel line (See Fig.3). The fuel pick-up delivers fuel from the tank to
the inlet of the fuel pump filter. From the filter the fuel line supplies filtered fuel to the high pressure pump inlet. The high
pressure electric fuel pump delivers pressurized fuel to the 10u fuel filter, which in turn delivers filtered pressurized fuel to the
fuel rails, fuel injectors, and the fuel pressure regulator. The function of the regulator is to maintain a constant fuel pressure of
300kPa (43.5psi). The outlet of the regulator returns the excess fuel back to the fuel tank. The kit contains the required
hardware for the supply and return system.
10.2 Fuel Pressure Regulator
The function of the fuel pressure regulator is to provide constant fuel pressure for the fuel injectors. Constant fuel pressure is
essential to ensure an accurate fuel metering process. The fuel pressure regulator of the system is set to 300kPa (43.5 psi) to
match the flow characteristics of the fuel injectors. The pressure regulator is reference to the manifold pressure to ensure the
required differential pressure for the metering event. Thus at high manifold vacuum (i.e. idle) the fuel pressure gage will read a
fuel pressure that is slightly lower than 300kPa (43.5 psi) because the gage is referenced to atmospheric conditions and not to
the intake conditions. The pressure reading at idle will vary with the application as manifold vacuum changes from engine to
engine and from application to application.
All fuel injection systems are tuned for optimum engine performance. Every engine needs a proper mix of air and fuel to achieve
complete combustion. Complete combustion is achieve when 14.7 parts of air are burnt with one part of fuel on a mass basis.
Peak power is achieved at a slightly richer air to fuel mixture while best fuel economy is achieved at a slightly leaner air to fuel
mixture. In an event that the application requires more or less fuel, the fuel pressure can be adjusted by turning the vacuum
reference fitting. By turning the fitting CW the pressure increases and by turning the fitting CCW the pressure decreases.
NOTE: Increasing the fuel pressure by 50 kpa (7.25 psi) results in an fuel metering increase of about 8%. The same is true
when reducing the fuel pressure.

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NOTE: Each time the fuel pressure is adjusted, the fueling maps must be retuned. Failure to retune may cause poor fuel
economy, rich or lean misfire or engine damage.
DANGER! INCREASING THE FUEL PRESSURE BEYOND THE OPERATING POINT OF THE FUEL PUMP MAY
RESULTS IN POOR ENGINE PERFORMANCE AND COULD CAUSE FUEL LEAKAGE ON COMPONENTS
THAT ARE NOT RATED FOR EXCESSIVE HIGH FUEL PRESSURES. LEAKAGE OR BURSTING OF FUEL
SYSTEM COMPONENTS MAY RESULT IN A FIRE OR EXPLOSION HAZARD WHICH COULD CAUSE
SERIOUS INJURY OR DEATH.
Figure 3
10.3 Fuel Pump
DANGER! NEVER GET UNDER A VEHICLE SUPPORTED ONLY BY A JACK. SERIOUS INJURY OR DEATH CAN
RESULT FROM VEHICLES FALLING OFF OF JACKS. BEFORE WORKING UNDERNEATH A VEHICLE,
SUPPORT SOLIDLY WITH JACK STANDS.
The MPI PRO-JECTION fuel pump is a high quality pump that supplies at least 45 gph at 300kPa (43.5psi). The high-pressure
fuel pump has limited suction characteristics so it needs to be mounted as low as possible and should be mounted no higher
than the top of the fuel tank. The pump can be mounted either horizontally or vertically. When mounting the fuel pump, check to
make sure that you have the fuel flow in the correct direction. This may sound like a foolish reminder, but it is a common
installation error. To prevent damage to the fuel pump before the fuel system is filled with fuel, drip/spray some light lubricant
(such as 10w motor oil) into the inlet side of the pump.
1 - Make sure fuel tank is properly vented.
2 - Mount the electric fuel pump as close to the fuel tank outlet as possible with the bracket provided. Mounting the fuel
pump in this manner will insure that the pump will prime easily and purge fuel vapors in the fuel lines to insure faster
starts.
DANGER! TAKE PRECAUTIONS TO ENSURE THAT ALL FUEL LINE ROUTINGS ARE AWAY FROM HEAT SOURCES,
SUCH AS THE ENGINE, CATALITIC CONVERTER OR EXHAUST PIPES. A FIRE OR EXPLOSION HAZARD
COULD CAUSE SERIOUS INJURY OR DEATH.
DANGER! ENSURE THAT THE FUEL PUMP MOUNTING LOCATION WILL NOT INTERFERE WITH ANY UNDER THE
VEHICLE COMPONENTS, ESPECIALLY AT THE EXTREME LIMITS OF THE SUSPENSION TRAVEL. A
FIRE OR EXPLOSION HAZARD COULD CAUSE SERIOUS INJURY OR DEATH.

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3 - Connect the pump to the tank using 3/8” I.D. fuel hose. Connect the outlet of the pump to the steel line which runs to the
front of the vehicle with 3/8” I.D. fuel hose, depending on the diameter of the steel fuel line. All fuel hose used must meet
SAE J30 performance standards.
10.4 Fuel Line Mounting
All the supplied fuel fittings on the fuel pump, manifold and fuel filter are #6. The fuel line connecting these components should
be 3/8" ID or larger.
DANGER! FAILURE TO USE A FUEL HOSE THAT MEETS SAE J30 STANDARDS COULD RESULT IN FUEL LEAKS. A
FUEL LEAK MAY RESULT IN A FIRE OR EXPLOSION HAZARD WHICH COULD CAUSE SERIOUS INJURY
OR DEATH.
1 - If using existing fuel lines, inspect and replace any hose, clamps, or fuel line showing any sign of aging or does not meet
SAE J30 fuel hose specifications. If you are not using existing fuel lines, you will need a fuel line routed to and from the
engine compartment and fuel rails. Use a 3/8” steel fuel line available at any auto parts store. All steel fuel line must
meet SAE J526 standards.
DANGER! FAILURE TO USE STEEL FUEL LINE THAT MEETS SAE J526 STANDARDS COULD RESULT IN FUEL
LEAKS. A FUEL LEAK MAY RESULT IN A FIRE OR EXPLOSION HAZARD WHICH COULD CAUSE
SERIOUS INJURY OR DEATH.
DANGER! TAKE PRECAUTIONS TO ENSURE THAT ALL FUEL LINE ROUTINGS ARE AWAY FROM HEAT SOURCES,
SUCH AS THE ENGINE, CATALYTIC CONVERTER, OR EXHAUST PIPES. A FIRE OR EXPLOSION HAZARD
COULD CAUSE SERIOUS INJURY OR DEATH.
DANGER! RIGID FUEL LINE TUBING SHOULD BE USED FOR UNDER VEHICLE RUNS, SUCH AS ALONG VEHICLE
FRAME RAILS OR UNDER FLOOR PANS. FAILURE TO DO SO IS A POTENTIAL FIRE OR EXPLOSION
HAZARD, WHICH COULD CAUSE SERIOUS INJURY OR DEATH.
2 - Anchor all fuel lines securely to solid chassis members at 1 ½ foot intervals using rubber coated steel clamps. Use of
only approved steel fuel line tubing will afford maximum fuel line protection against road hazards, gravel bombardment
and premature wearing due to flexing, temperature extremes, road salt, weather, etc.
10.5 Fuel Filters
WARNING! It is very important the fuel filters have the proper flow capacity, burst pressure rating and filter size.
The flow capacity of the filters must at least 60 gallons per hour (gph), and the filter size must be no
bigger than 10 microns for the high fuel pressure filter and not bigger than 75 microns for the fuel pump
inlet filter. The high-pressure fuel filter should be rated for at least for 150 psi burst pressure.
DANGER! FAILURE TO USE HIGH PRESSURE FUEL FILTER LINE RATED FOR A MINIMUM OF 100 PSI BURST
PRESSURE COULD RESULT IN FUEL LEAKS OR BURSTING OF THE FUEL FILTER. A FUEL LEAK MAY
RESULT IN A FIRE OR EXPLOSION HAZARD, WHICH COULD CAUSE SERIOUS INJURY OR DEATH.
The fuel filter supplied by Holley meets or exceeds the above specifications. Most filters for carburetor systems and other EFI
systems do not.
The fuel pump inlet filter must be plumbed between the fuel tank and the fuel pump. It should be mounted as close to the fuel
tank as possible and should be mounted no higher than the top of the fuel tank. The high-pressure fuel filter should be plumbed
between the fuel pump and the fuel rail. It should be mounted as close to the fuel rail as possible but should not be mounted
above the fuel rail level.
Be careful to ensure the suction part of the fuel system contains no air leaks. Air leaks are caused by holes and/or crevices so
small that they will not leak fuel. Just because fuel is not leaking out does not mean air is not leaking in. Common causes of air
leaks are not using thread sealing compound on fittings and cracks or holes in fuel lines. Air leaks could potentially cause fuel
pump failure and or inadequate fuel supply to the fuel rails.
10.6 Return Line Installation
DANGER! DO NOT USE THE VAPOR CANISTER LINES AS A FUEL RETURN LINE. POSSIBLE FUEL LEAKS MAY
CREATE A FIRE OR EXPLOSION HAZARD, CAUSING SERIOUS INJURY OR DEATH.
WARNING! Use only approved steel fuel line. The return fuel line should enter the fuel tank at the “fuel level

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sending unit flange” or at the “filler neck”. The connection should be made below the flapper valve of
the filler neck. The filler neck or sending unit must be removed from the tank to perform this operation.
DANGER! PROPER INSTALLATION OF THE FUEL RETURN LINE MAY REQUIRE THE COMPLETE REMOVAL OF THE
FUEL TANK. THIS WORK SHOULD BE DONE BY A FUEL TANK SPECIALIST, WHO REGULARLY DOES
THIS WORK AND IS FAMILIAR WITH SAFETY REGULATIONS AND PRECAUTIONS NECESSARY TO DO
THIS WORK. IF A PERSON ATTEMPTS THIS WORK WHO IS NOT FAMILIAR WITH THE SAFETY
REGULATIONS AND PRECAUTIONS, AN EXPLOSION HAZARD MAY RESULT CAUSING SERIOUS INJURY
OR DEATH.
The fuel return line from the fuel pressure regulator must go back to
the fuel tank and enter the fuel tank with a fitting that has an internal
diameter of at least 3/8".
The #6 fitting on the fuel pressure regulator is internally sealed with
an O-ring. This fitting should only be finger tight in the regulator or it
will leak.
Returning fuel should be routed back to the tank away from the fuel
tank pick-up tube. This will allow air bubbles from the returned fuel
to dissipate before they are drawn into the pick-up tube.
There are several options including the following that meet the
above criteria for returning the fuel to the fuel tank.
•Use a fitting already in the fuel tank
•Use the vent fitting. Be very careful not to block the fuel
vapor from escaping the tank.
Figure 4
•Route the return line into the filler neck. This can be done by cutting the filler neck, Inserting a welded "T" fitting, and
securing the neck with multiple clamps.
•Drill and weld a new fitting into the tank
NOTICE: For best performance of your fuel supply system an in tank pump is recommended. Such an installation
can be achieved by either buying a late model fuel tank or have your tank modified by professional
companies that install an in-tank pump with the required swirl pods and baffles.
DANGER! MODIFICATIONS TO FUEL TANKS SHOULD BE DONE BY FUEL TANK SPECIALIST, WHO REGULARLY
DOES THIS WORK AND IS FAMILIARM SAFETY REGULATIONS AND PRECAUTIONS NECESSARY TO DO
THIS WORK. IF A PERSON ATTEMPTS THIS WORK WHO IS NOT FAMILIAR WITH THE SAFETY
REGULATIONS AND PRECAUTIONS, AN EXPLOSION HAZARD MAY RESULT CAUSING SERIOUS INJURY
OR DEATH.
10.7 Oxygen Sensor Installation
10.7.1 Oxygen Sensor Function, Theory, and Use
The MPI PRO-JECTION system allows the user to operate their engine in a closed loop fuel management mode using the
oxygen sensor. The oxygen sensor monitors the exhaust gases and generates a voltage output signal that corresponds to the
fuel/air mixture ratio. The range of voltage output signal from the oxygen sensor is 0.0 to 1.0 volts. A lean fuel/air mixture gives
a lower oxygen sensor voltage output signal while a rich fuel/air mixture gives a higher oxygen sensor voltage output signal. The
stoichiometric or chemically perfect fuel/air mixture gives an oxygen sensor output of approximately 0.45 volts. The engine ECU
reads this output from the oxygen sensor and adjusts the fuel delivery to maintain a stoichiometric fuel/air mixture. Most
automobiles, both currently and for the past 15 years, are using oxygen sensors to monitor the engine fuel/air mixture. This is
done primarily to improve engine emissions. It also gives the advantage of maintaining a stoichiometric fuel/air mixture under
varied operating conditions giving generally better engine performance and fuel economy.
Holley includes oxygen sensor feedback capability with the MPI PRO-JECTION system and recommends the user to use the
oxygen sensor. For most user applications, better performance and fuel economy will be obtained by using the oxygen sensor.
In addition, the oxygen sensor can make the tuning process much easier since the user can monitor the ECU functions as it
adjusts the fuel to meet a stoichiometric fuel/air mixture.
The user should read paragraph 4 of section 13.3 on engine configuration related concerns to help them determine whether an

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oxygen sensor should be used for their engine installation.
10.7.2 Oxygen Sensor Mounting Procedure
NOTE: The oxygen sensor boss should be installed by someone with experience welding exhaust systems. Any competent
exhaust shop is able to perform this task at a minimal cost.
WARNING! Use only unleaded fuel when operating an oxygen sensor. Use of leaded fuels will destroy the oxygen
sensor and will result in incorrect exhaust gas oxygen-content readings.
WARNING! Use of some RTV silicone sealers will destroy the oxygen sensor used with this product. Ensure the
RTV silicone sealant you use is compatible with oxygen sensor vehicles. This information should be
found on the oxygen sensor package.
1 - Locate a position for the oxygen sensor as close to the engine as possible. If your vehicle has catalytic converters, the
oxygen sensor MUST be located between the engine and the catalytic converters. Good locations are in the drop pipe, or
in the “”Y” pipe on single exhaust systems. Pick a location that allows easy installation of the oxygen sensor, but will
protect the sensor from road hazards.
2 - Drill a 7/8” hole in the location picked for the sensor. Weld the threaded boss into the 7/8” hole. An old spark plug with
matching threads will avoid thread damage during the welding process. Weld all the way around the boss to insure a leak
proof connection. Install the oxygen sensor into the threaded boss and tighten securely. It is a good idea to add anti-
seize to the threads to aid in removal.
3 - On vehicles equipped with an AIR pump, the oxygen sensor must be mounted before the AIR injection into the exhaust, or
the AIR pump must be disconnected. Holley recommends that if the AIR is injected into both exhaust manifolds,
mount the oxygen sensor into the pipe immediately after the exhaust manifold. Disconnect the AIR pump tube from the
exhaust manifold and plug both ends. Check with local ordinances for the legality of this procedure in your area.
WARNING! Failure to disconnect the AIR pump or locating the oxygen sensor downstream from AIR injection will
result in an extremely rich mixture which could cause driveability problems and severe engine damage.
10.8 Electronic Control Unit (ECU) Mounting
1 - Pick a suitable location outside of the engine compartment but in a dry area for mounting of the Electronic Control Unit
(ECU), preferable in the passenger compartment. Check for sufficient length of the wiring harness and clearance for
connectors before mounting ECU.
WARNING! Do not mount the ECU in the engine compartment or in an area exposed to the elements of weather or
areas that can get wet during use. The ECU is not designed for an environment with significant
amounts of heat or moisture. Premature failure of the ECU will result.
WARNING! Before drilling, check both sides of the bulkhead for possible interference with electrical systems, etc.
Failure to do so can result in damage to one of the vehicle systems.
2 - Drill 4 pilot holes using the ECU as a template.
3 - Use the 4 short self tapping screws provided to securely mount the ECU.
10.9 Engine Wiring Harness
1 - At a location near the ECU mounting, pick a suitable location on the engine compartment bulkhead/firewall for the wiring
harness to pass through. A 2” diameter hole will be required for the wiring harness. Check both sides of the
bulkhead/firewall for interference.
WARNING! Before drilling, check both sides of the bulkhead/firewall for possible interference with electrical
systems, etc. Failure to do so can result in damage to one of the vehicle systems.
2 - Use a 2” hole saw, available at any hardware store, or a punch out tool to cut through the bulkhead/firewall as necessary.
3 - Feed the wiring harness from the location of the ECU to the engine compartment. Check to ensure sufficient length of
harness is available for attaching to the ECU.

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4 - Slit the 2” grommet provided and position around the wiring harness. Slip the grommet into the 2” hole to prevent the
wiring harness from chaffing. A light application of WD-40 on the grommet will ease the installation.
5 - Connect the wiring harness to the ECU. Push the plug into the ECU until the lock snaps into position.
11.0 ELECTRICAL CONNECTIONS
An electrical diagram is provided for reference during connection of electrical components. This diagram shows the connectors
included with the wiring harness and table shows the color codes and connections for all of the loose wires without connectors.
See page 32 for the wiring harness diagram.
LOOSE WIRE COLOR AND DESCRIPTION WIRE CONNECTION LOCATION
Black Ground connection
Red with fuse 12 Volt - attach to t battery
Red/White Switched ignition wire, positive side of the coil
Yellow Ignition/tachometer wire, negative side of the coil - factory ignition only
Orange/Red Oil pressure switch wire
Yellow/Black Ignition/tachometer wire, aftermarket ignition only
WARNING! Keep all wires away from hot exhaust components. Bare or frayed wires can result in electrical short
circuits which can cause system or vehicle damage, or a fire hazard resulting in property damage,
serious injury and/or death.
11.1 Air Charge Temperature Sensor
Locate the 2 wire flat connector with BLUE and BLACK/WHITE wires. This is the wire set that is bundled with the injector
connector. Plug this connector into the air charge temperature sensor on the throttle body.
11.2 Coolant Temperature Sensor
Locate the 2 wire flat connector with BROWN and BLACK/WHITE wires. Plug this connector into the coolant temperature
sensor mounted earlier.
11.3 Throttle Position Sensor
Locate the 3 wire flat connector with BLACK/WHITE, GREEN, and ORANGE wires. Plug this connector into the throttle position
sensor located on the throttle body.
11.4 Idle Air Control (IAC) Motor
Locate the 4 wire flat connector with the PURPLE wires. Plug this connector into the mating connector on the throttle body.
11.5 Injectors
Locate two bundles with four square injector connectors in each. One bundle will contain four connectors with RED and WHITE
wires and the other will contain four connectors with RED and BLUE wires. These wires should be routed underneath the
independent runners of the manifold. One bundle should connect to the injectors on the right side of the engine and the other
bundle should connect to the injectors on the left side of the engine. Plug the connectors into the female mating connector of the
injectors.
11.6 Manifold Absolute Pressure (MAP) Sensor
Locate the 3 wire flat connector with the following color wires: BLACK/WHITE, ORANGE, AND RED/BLACK. Plug this
connector into the MAP sensor.
11.7 Oxygen Sensor
Locate the 3 wire flat connector with RED, BLACK, and WHITE wires. Feed this harness to the exhaust manifold area where the
oxygen sensor is located. Plug the 3 wire flat connector into the mating connector on the oxygen sensor.

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11.8 Fuel Pump
Locate the single GREEN/BLACK wire at the fuel pump relay. Feed this wire down through the engine compartment to the
underside of the vehicle. Route the GREEN/BLACK wire to the fuel pump. Connect the fuel pump pigtail connector to the fuel
pump. Crimp an insulated female spade terminal on the GREEN/BLACK wire and securely fasten to the RED wire (+) of the fuel
pump pigtail connector.
Crimp an insulated male spade terminal on a length of BLACK or GREEN wire and securely fasten it to the GREEN wire of the
fuel pump pigtail connector. Fasten the remaining end to a suitable ground connection under the vehicle using the appropriate
ring terminals. Improper ground connection will result in the failure of the fuel pump to function properly, creating driveability
problems. Securely fasten all wires with the supplied cable ties along the frame rails of the vehicle.
WARNING! Keep all wires away from hot, moving parts or exposure to road debris. Bare or frayed wires can result
in electrical short circuits which can cause system or vehicle damage.
11.9 Fuel Pump and System Power Relays
1 - Two relays are provided in the kit. One relay is for the ECU system power and the other controls the fuel pump. Locate a
suitable position on or near the engine compartment. Make sure that the wiring harness lengths will work with the
location chosen for the relays.
2 - Mark the location of the mounting holes. Drill two holes for mounting the relays.
WARNING! Before drilling, check both sides of the bulkhead for possible interference with electrical systems, etc.
Failure to do so can result in damage to one of the boat systems.
3 - Mount the relays with the remaining 2 short self tapping screws provided, being careful not to over tighten.
4 - Locate the power relay connector and the fuel pump relay connector on the wiring harness. The connectors are
rectangular in shape and identical in appearance. Connect the connector plugs to the relays.
11.10 System Power
Using the assorted connector package and a terminal crimping tool, assemble and connect the wiring as follows:
A - BLACK wire (ground) - Install suitable connector and attach to a good ground. Make sure that the wire is connected
to ground in an area free of paint, dirt or rust. Poor grounds cause many electrical system
problems.
B - RED wire with fuse (12 volt) - Install suitable connector and attach to battery. Make sure that 12 volt connections
make good connection and use good quality connectors. Voltage drop due to poor
connection can cause electrical system problems.
C - RED/WHITE (switched ignition) - Install suitable connector and attach to (+) terminal of coil, or a switched ignition
volt power source.
NOTE: If you use a switched ignition power source, make sure the power source remains energized when the key is in the
crank position.
WARNING! Do not connect to coil positive (+) side if using a capacitive discharge ignition
11.11 Tachometer/Ignition
YELLOW wire (ignition) - For stock ignition systems only, install a suitable terminal to the yellow wire in the harness and
attach to the (-) side of the ignition coil.
YELLOW/BLACK - For EST(Ford) and TFI (GM) ignition, install a suitable terminal to the yellow wire in the harness and
attach to the (-) side of the ignition coil.
NOTE: If you are using an aftermarket ignition, connect the YELLOW/BLACK wire from the distributor connector to the
ignition system’s tach output.

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11.12 Oil Pressure Switch
On engines with a single-wire oil pressure switch, connect the ORANGE/RED wire to the single oil pressure switch wire. This
will not allow the engine speed to go above 2500 RPM in the event of an oil pressure problem. The vehicle can be moved slowly
to a safe location.
NOTE: This feature will not work with vehicles equipped with an oil pressure gauge. An oil pressure switch can be
purchased and installed in the oil circuit should the user desire this feature.
12.0 MECHANICAL CHECKOUT BEFORE STARTING ENGINE
Before starting engine, review and check off the following items:
Are electrical connections correct?
Are all fuel lines hooked up and correct?
Is throttle linkage hooked up?
Have fuel lines been leak checked?
Are all vacuum hoses connected?
Are all sensors installed and hooked up properly?
1 - Reconnect the battery.
2 - Install fuse in the fuse holder on the wiring harness. Before attempting to start the engine, perform the following to ensure
that the system is properly connected:
3 - While listening carefully, turn the key to the RUN position. The fuel pump will turn on and run for a few seconds before
being shut off by the ECU. This shutoff occurs when the key is in the run position and the ECU does not receive any
engine speed signal. At the first startup of the system after installation when the fuel system is dry, the fuel pump may
need to run longer than a few seconds. This may require additional cranking time to get fuel to the fuel injectors. A fuel
pressure gauge in the fuel supply line is an excellent way to tell whether the system is getting fuel. DO NOT crank the
engine for more than 15 seconds at a time and always allow adequate starter cool-down time between cranking.
4 - Make sure that there is no leakage from any fuel lines when the fuel system has been pressurized. With the air cleaner
removed, activate the throttle control to wide open once while listening for injector operation. The injectors will buzz
momentarily and fuel will spray from all 8 injectors.
5 - Ensure that all vacuum and port connections have been plugged or made. Now install the air cleaner.
DANGER! MOVE THE THROTTLE INTO LINKAGE INTO WIDE OPEN CONDITION AND CHECK THAT IT DOES NOT
INTERFERE WITH AIR CLEANER OR OTHER COMPONENTS OF THE ENGINE AND MAKE SURE THAT IT
RETURNS FREELY TO IDLE CONDITION WHEN RELEASED. THROTTLE RETURN ACTION CAN BE
ENHANCED BY ADDING ADDITIONAL SPRINGS THAT PULL THE THROTTLE INTO CLOSED CONDITIONS.
FAILURE OF TESTING THROTTLE ACTUATION PERFORMANCE MAY CAUSE UNSAFE DRIVING
CONDITIONS, WHICH COULD CAUSE SERIOUS INJURY OR DEATH.
6 - Use the software to monitor some of the system parameters prior to engine startup. The monitor feature can find and
correct many potential installation problems before starting the engine. For first time users, you may need to read section
14.0 for a description of the MPI PRO-JECTION system software. Turn the ignition on and connect the PC to the MPI
PRO-JECTION wiring harness. Change to the monitor screen and monitor the data as shown in figure 4. The Mode
should be shown as idle. As the throttle is slowly opened, the mode should change from idle to run to full and wide open
throttle. The TPS should be reading 29-31 at closed throttle conditions. If the TPS is not in this range, the user must
adjust the TPS as outlined in section 18.3. However, the user should be aware this value will probably change and will
have to be readjusted after the final idle stop settings have been made in section 14.6 paragraph 7. Check the MAP
sensor readings without the engine running. Read section 18.2 for a description of the MAP sensor readings. Both the air
temperature and the engine temperature should be checked and should be very close to ambient temperatures. The
battery voltage should reflect the actual battery voltage or 12.5-13.5 volts. If any of these parameters or other parameters
are not reading properly, the installation should be double checked for that particular sensor. Refer to the troubleshooting
help in section 17.0 for additional assistance.
13.0 PRO-JECTION SYSTEM TUNING THEORY AND PHILOSOPHY
13.1 Tuning Goals
The purpose of the Tuning Goals section of this manual is not to give step by step details on how the actual tuning process

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is done, but to have the user start thinking about the conceptual process that they are about to begin during tuning of the
MPI PRO-JECTION System.
In general, the goal of the tuning process should be to develop a fuel map that corresponds to a slightly "richer than
stoichiometric" (or chemically perfect) fuel mixture. It is preferable to run the engine slightly rich particularly at high throttle
settings. Significant engine damage can occur quickly from overheating inside the cylinders, if extended running is done at a
high throttle position and with a lean fuel mixture. Many engines will make slightly more power running at a slightly lean
condition but the user should be discouraged from running at this condition. Holley engineers have found that the best engine
performance can be felt in a “band” around the optimum fuel mixture. A minimum amount of performance difference can be
found within the extremes of this band and Holley recommends that the user tune to the rich side of this band. This will generally
result in a slightly rich map (around 10-20%) that will give very good performance without sacrificing performance, economy,
driveability, or engine durability.
13.2 Oxygen Sensor Effect on Performance
For some users, it may seem like a waste of fuel to map the system richer than stoichiometric. For those users who may be
running a fairly stock engine and are interested in fuel economy, they should keep in mind that running a system in closed loop
(relying primarily on oxygen sensor-fuel mixture feedback) will safely adjust all part-throttle operation back to stoichiometric.
Therefore, the MPI PRO-JECTION systems will give optimum fuel economy during normal engine operation. However, any of
the MPI PRO-JECTION systems will revert to open loop operation at wide open throttle settings which rely on the users fuel
tuning process. With this in mind, at high throttle settings, the system needs to be tuned richer than stoichiometric.
13.3 Engine Configuration Related Concerns
The Holley MPI PRO-JECTION systems have been designed to provide the versatility needed to be custom tailored to most any
applications and will provide very good performance for a variety of engine sizes and engine types. In addition, the user can
make the tuning process much easier and understandable by knowing a little about their engine and understanding how the fuel
system delivery interacts with their engine requirements.
The system allows the user to custom tune the engine fuel curve to match the engine requirements. The system allows the user
to visually see the Injection Volume fuel map using Holley software and a PC connected to the MPI PRO-JECTION ECU. An
example of this Injection Volume fuel map is shown below. The user should notice that the fuel delivery will generally increase
steadily as the MAP Pressure (or engine load) increases or vacuum decreases. This can be seen by looking at a particular
engine speed on the graph and following that same engine speed line in the direction of increasing MAP Pressure. The increase
in this direction at a given speed will be fairly linear or be a fairly smooth straight line that is always increasing. However, the fuel
map curve looks very different when looking at constant map pressure values and looking across increasing speed values. The
fuel curve in this direction will generally steadily increase to a peak and start to drop off above some speed. In the example
figure, this speed of peak fuel injection amount is approximately 3500 RPM. The peak Injection Volume amount will correspond
to the engine speed where maximum torque is developed or in more technical terms, the peak engine volumetric efficiency.

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For an additional example, a higher performance engine with a torque peak at 5000 RPM would have a curve that would peak
very close to 5000 RPM. See the figure below for an example of a fuel map for a moderately built 502 cubic inch Chevrolet
engine. By having a fairly good idea of what the torque curve of the particular engine the system is being installed on, the user
can better custom tailor the Injection Volume curve in the increasing engine speed direction to match the fuel requirements of
their engine.
These fuel injection systems use an oxygen sensor feedback system. With these systems, most users can obtain excellent fuel
economy along with good driveability and performance. The purpose and nature of the oxygen sensor is to maintain the fuel
system delivery in a range very close to a stoichiometric mixture. In addition, the MPI PRO-JECTION system allows some
degree of adjustment from stoichiometric fuel/air mixtures. This system works very well on stock or near stock engines.
However, Holley engineers have found that some engines, typically very high specific output engines, may require a richer than
stoichiometric fuel/air mixture to run properly. These engines may need more fuel due to the fact that fuel is lost from the intake
track to the exhaust track during valve overlap periods when using a high lift cam with high overlap profiles. Since this type of
engine may require a richer stoichiometric fuel mixture than what the oxygen sensor will control to, these engines may run best
in open loop mode. The user may find that best performance of their vehicle will be obtained by using the oxygen sensor to tune
the engine slightly richer than stoichiometric and then making settings in the software or disconnecting the oxygen sensor to
allow the engine to run in open loop. This should only be necessary in the case where an engine has been custom built by a
high performance engine builder.
14.0 GETTING STARTED TUNING AND PROGRAMMING
14.1 Software Installation and Software Operational Description
An IBM compatible personal computer (preferably a laptop for portability) with EGA (or better) monitor is required for adjustment
with the Di system. The PC must have DOS level 6.0 or Windows 3.1 or Windows 95 to run the Holley software package. The
software is not designed to use a mouse with the DOS and Windows 3.1 Versions, but will run with Windows 95. The Holley
software package allows modification of the Spark Advance, Oxygen Trigger Voltage, Idle RPM Parameters, Temperature
Compensation tables, and the complete fuel map.
NOTE: Read through the entire tuning and adjustment portion of the manual before attempting to modify any maps.
DANGER! HAVE AN ASSISTANT TO MONITOR THE SOFTWARE PACKAGE OR TO OPERATE THE VEHICLE DURING
TUNING AND ADJUSTMENT. FAILURE TO KEEP A SAFE DISTANCE FROM OTHER VEHICLES AND
FOLLOW ALL SAFETY PRECAUTIONS. LAWS, RULES AND REGULATIONS CAN LEAD TO PROPERTY
DAMAGE, SERIOUS INJURY AND/OR DEATH!
14.1.1 Windows 95
1 - Insert disk 1 of 4 labeled for Windows 95.
2 - Select the START menu at the bottom left hand area of the computer screen.

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3 - On the pop up menu select RUN.
4 - Type A:\SETUP.EXE in the command line box and click OK. This will begin the installation of the software. Follow the
on-screen information.
14.1.2 Windows 3.1
1 - Insert Disk labeled for Windows 3.1 and DOS into the floppy drive. Type SETUP A: or(B:) C: EEV30 and press Enter.
You may substitute another drive for "C:" which is the destination drive. You may substitute another directory name for
EEV30. When the DOS portion of the installation is completed, exit the DOS session.
2 - From the Window Program Manager menu: Select File. Select New. On the New Program Object dialog box
Select the Program Group Radio Button. Click the OK button.
3 - On the Program Group Properties dialog box: For Description type Holley EEV 3.0. For the Group File type EEV.
Click the OK button.
4 - From the Windows Program Manger menu: Select File. Select New. Click the OK button. On the New Program
Object dialog box select the Program Item Radio Button. Click the OK button.
5 - On the Program Item Properties dialog box: For Description type EEV 3.0. For Command Line type the Drive,
Directory and EEV30WIN.EXE. If you installed the software on the C: drive in the EEV30 directory then you would type
C:\EEV30\EEV30WIN.EXE. For Working Directory type the Drive and Directory where the software was installed.
For Shortcut Key leave None.
6 - Click the Change Icon button. Click Ok button on the message box that comes up. On the Change Icon dialog box,
click the Browse button. On the Browse dialog box: For Drives select the Drive onto which you installed the software.
For Directories select the Directory into which you installed the software. For File Name click on the HOLLEY.ICO file.
Click the OK button.
7 - On the Change Icon dialog box: Click the OK button.
8 - On the Program Item Properties dialog box: Click the OK button.
14.1.3 DOS Installation
Insert disk labeled for Windows 3.1 and DOS into the floppy drive. Type Install A:(or B:) C: EEV30 and press Enter. You may
substitute another drive for "C:", which is the destination drive. You may substitute another directory name for EEV30. When
the DOS portion of the installation is completed, you can start the program by typing EEV and pressing the Enter key
This software is comprised of three development tools: Mapview, Data Monitor, and EEprom Programming. Mapview displays
the main Injection Volume map and is used while the engine is running. Data Monitor provides system information while the
engine is running. EEprom Programming allows modification of the fuel and spark values used by the ECU.
The first screen you will enter will look like the following:

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14.2 Mapview
Once the ECU is connected and the engine is running, Mapview can be selected from the main menu. If the PC is connected
correctly and the ECU is active, the Injection Volume map will be displayed in graphical form.
The displayed graph shows the Injection Volume curve. The X (horizontal) axis of the graph is engine RPM. The Y (vertical)
axis is manifold pressure in kPa. A moving pointer indicates the current operating point of the running engine. As RPM
increases, the pointer will move to the right. As the load increases, the pointer will move towards the top of the graph.
When changes are made to the Injection Volume map, either with the calibration module or EEprom programmer, they are
displayed in Mapview.
Press the “Esc” key to exit from Mapview.
14.3 Data Monitor
The Data Monitor program requires that the ECU be active and connected to the PC. This program displays the sensor values
and operating parameters in text form.
NOTE: If your screen displays the following message: “Data Transmission Error!! Trying to fix Error!!” Make sure that the
key has been turned on, the ECU is getting power, and check to make that there is not a loose connection between
the ECU and the PC. This message may display occasionally due to the communication speed difference between
the laptop and the ECU.
This information can be used to troubleshoot the system installation. In the event that the engine temperature, air charge
temperature, manifold pressure, or throttle sensors are faulty or disconnected, the Data Monitor software will display “BAD” next
to the sensor name. If the sensor is operational, the value received by the ECU will be displayed.
The Injection Volume, after Oxy Comp, will be displayed. This is in conjunction with the injector opening duration. Also
displayed is the amount of compensation due to the oxygen sensor feedback signal.
When the Ignition control function is utilized, the Ignition Type and Spark Advance will be displayed.
Calibration module values, if saved, will be displayed across the bottom of the monitor.
Press the “Esc” key to exit Data Monitor.
14.4 EEPROM Programming
This package provides extensive adjustability to the operating parameters of the ECU. Again, in order to use this package, the
ECU must be active, and connected to the PC with the ignition key on. Select EEprom Programming. If “EEprom programming”
is chosen, the PC screen should appear like the following:

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14.4.1 File
If “File” is chosen, the following pull down menu will appear revealing the following commands on the PC screen:
1 - Load Map - Use this selection to load a previously saved Map from the hard drive of the PC to the ECU.
2 - Save Map - Use this selection to save a Map on the hard drive of the PC.
3 - Retrieve ECU Map - Use this selection to retrieve the current Map from the ECU to the PC. The key must be in the “On”
position and the PC connected to the ECU.
4 - Send ECU Map - Use this selection to send the current Map on the PC to the ECU. The key must be in the “On” position
and the PC connected to the ECU.
5 - Reset Base Map - This selection resets the ECU to the settings programmed at the factory. The key must be in the
“On” position and the PC connected to the ECU.
NOTE: A map must be loaded or retrieved into the “EEprom Programming” program before modifications can be made.
NOTE: Map modifications can be made with the PC not connected to the ECU. The PC must be connected to the ECU to
monitor, retrieve, or send information.
WARNING! Any modifications made to the engine maps should be made with the vehicle stopped in a safe location.
Changes made while the vehicle is in motion could result in a loss of power causing an accident
resulting in property damage, personal injury and/or death.