Wire That Is Hot Simultaneously During Crank And Run

So, I bit the bullet and purchased a Hamilton Fuel Injection for the 'ol 360. I'm really happy with it both in quality, instructions, and overall simplicity. However, there is one thing that is confusing...and I am waiting on an answer from Bill Hamilton but thought I'd throw it out here too...

There is a small pink wire that essentially triggers the relays for the system, I need to connect it to a hot wire that is hot during both crank and run. Keep in mind, all of my wiring is NEWer via an EZ Wiring harness, and used to be hooked up to an MSD6 ignition module to a Ford TFI coil (and oh yeah, I have a later model GM column).

So having said all that, what have others done in the same situation for this small pink wire?

 

I can't remember where I got my 12V feed from.. Coulda been the ign wire..

 

Could be the power wire to the windshield wipers.

 

I hook mine directly on the key swith, on igition terminal.

Does not use a big amp, just making a relay contact to turn on all the tbi system.

 

Slowly getting it...found this on a google search, I think it would work since I have the GM column...I could tap into IGN1?

 

Also, looking on the wiring of the collum, on you're tbi you have to hook a wire to somewhere a hot 12v is supply when cranking only. You can tap on the S power (pinky in you're diagram).

 

Yep, I have that figured out, the directions were clear on usage of the "S" post on the solenoid to send a signal to the ECM that the car is starting so it can adjust accordingly.

The small pink had me baffled...but I think I have it now. On the wiring without TBI there is a wire that was used for the coil power, now I can use that to trigger the relays that power the ECM and fuel pump and then rely on the TBI harness and my wiring for the GM 8 pin ignition module to coil, then I think I'm good to go.

It just re-routes the power to go through the TBI harness once the key is switched to run and start.

 

Yes, i was talking about another wire on the tbi wiring, if like mine you there is another wire that need to be hook to a +12 when cranking only. That wire give a signal to the ecm to give more gas trought the injector to help starting the engine. That's the main reason you don't need to push on the throttle pedal when starting, the ecm is doing it by himself.

 

Also, i 'dont know if mentionned on you're installation guide but the is a wire that tap into the +12 volt of an A/C clutch.

Normaly when ac is on, it give a signal to the Ecm to give more trottle to compensate the lost of power from a engage clutch on the A/c pump. If you don't have one, you can still use the wire with a manual switch or taping it onto headlight or off-road light.



I did hook it to the electric fan, so when fan's come on, ecm compensate by increasing the rpm.

 

I did get the A/C option programmed when I ordered, and I'm wiring it to a switch so that I can control when I want additional RPM's such as off-road, winching, or using on-board air.

 

Something not working correctly. All indications are that the pink wire off the GM column is hot in crank and run (per the picture up top), and it's clearly marked "Coil +". When I put my meter on it and turn the key to crank it goes from 12.6v to less than half, then starts counting down from there. It's curious that it won't go to zero immediately though.

I'm wondering if I have a ground problem since I replaced the intake manifold too. I put all my grounds back where they were on the replacement intake.

Can't figure it out and I really want to get this thing back up running.

 

How about the hot feeding your heater.. Or radio.

 

Got it now.

It was one of those Jeep things, totally unrelated malfunction. The starter motor was bad. Worked fine when I pulled the Jeep into the garage for the TBI changeover. Oh well, at least it was under warranty.

 

good that only that, something you lose you're air trying to find trouble...

 

How about an update on this install?

 

Good idea Zila.

So the Hamilton Fuel Injection is finally installed. I think the most difficult thing was finding a place to put the computer under the dash and finding a good place to mount the fuel pump. The system itself is very complete and could be used with the stock 2v manifold (pretty sure that HFI will supply the correct adapter)...I actually upgraded the manifold to the Edelbrock Performer during this FI install and HFI provided all the correct adapters to use for it.

The kit comes with the computer, wire loom with fuses and relays built in, manifold adapter for throttle body unit, throttle body injection unit with associated sensors mounted to it, temp sensor, oxygen sensor and bung to weld into exhaust, fuel pump, computer connection with software, and good instructions for both the installation and for the data logging once the unit is installed. The computer was equipped with a proxy chip based upon my engine/trans combo. Once it's up and running, and you can log some data and send it back to HFI, he'll program another chip based on the data and send it to you so its very specific to your vehicle.

The kit usually comes with a distributor also but in my case I already modified mine to work with fuel injection and didn't need it. That, and the new GM ignition module means that the spark advance and fuel is all controlled by the computer just like GM originally designed their FI to do.

I really like that the system also has an A/C wire that can be connected to a 12v switch to bump the rpm's ~300rpm...comes in handy for winching, on-board air, and/or other offroad needs. Otherwise it idles at a very smooth 700rpm.

Install was pretty easy, I did have to undo some of the wire loom though to group the wires slightly differently. The wires were mostly too long so I just folded them back on themselves rather than cut them, it worked out very well. Of course my Jeep already had some wiring, but it was easy enough to incorporate them into the loom. Because the computer and wire loom attached to it has relays and fuses the power can come directly from the battery and I didn't have to tap into my fuse box (no wiring is original to the CJ).

The fuel pump was a bear for me to install because my exhaust runs down the left side of the Jeep just like all the fuel lines. I had to work around the exhaust and installed the fuel pump in the frame toward the rear, afterward I made a heat shield to help protect it from muffler heat. I ran a new fuel line from the tank all the way to the throttle body, and a new return lines from the throttle body only to the point the old one was attached in the frame. I did use steel tube wherever I could and FI hose where I needed flex.

I did have one issue, during my first data logging the senor readings showed that the temp sensor was extremely high, it ended up being a faulty sensor, I bought one locally so I could get back to testing and data logging and it worked out fine. The proxy chip worked fine but HFI sent a tweaked chip and I must say that it seems to run even smoother if that's possible.

Like most installs for these kinds of thing you will need to fabricate some stuff, like brackets, or fuel line, but it's easy stuff for most Jeep owners.

I would highly recommend Hamilton for anyone thinking about FI on the Jeep. I think he offers it for both the AMC straight six and V8 engines, not sure about others like Buick engines. He's very active on binderplanet.com forums and has some good write ups out there for anyone wanting to try their own or to supplement his instructions.

Hamilton Fuel Injection

Here's my setup:
AMC 360
Melling MTA-1 cam
Edelbrock Performer manifold
T18 trans
MSD ignition wires
Large cap distributor upgrade on the Motorcraft distributor
GM 8 pin ignition module with home made heat sink
Ford style TFI ignition coil