14. Providing precise timing to the ignition box so that it can accurately time the spark is critical for engine power. This engine uses a pickup both from a crank trigger at the front and an MSD distributor. One is timed slightly different from the other so the driver can retard the engine timing from the cockpit with a switch if he needs to. For the pickups Elgin uses paired wires with extra shielding so that the electrical pulses travelling down the plug wires won’t throw off the signal.
15. Here are the wires for the pickups right before Elgin finished installing the Deutsch connectors. These leads will go to the switch panel in the cockpit. The black wire is a ground that connects the two and will provide additional shielding to protect from stray signal. Notice how each wire is labeled to eliminate confusion. Elgin covers each label with a piece of clear shrinkwrap to protect it from wearing off.
16. Speaking of shrinkwrap, Elgin uses it to cover all his crimps and connections. It serves to keep dust and dirt from contaminating the connection, to keep moisture out, and to cover any bare wires so that there is no chance of a short. But the shrinkwrap Elgin uses is also unique. It’s a tough double-wall material that actually has a heat activated glue on the inside. So the wrap not only shrinks to cover the wiring connection, it also actually glues itself to the wire and terminal to provide optimum sealing.
17. The team wanted a battery charger connection placed on the firewall. Elgin uses another Anderson Quick Disconnect here, but notice the wire is smaller (and lighter) than the 4-gauge battery wire. The team says they will only use this for charging the battery. If they thought they would ever use it to jump start the car Elgin says they would need to upgrade to a 4-gauge cable.
18. Ferguson will be using Spek-Pro gauges from ProParts in the car, and they will be removed whenever the car is washed to protect them from water. Each gauge has its own plug, so Elgin labels each appropriately so it will be easy to reinstall the panel.
19. Here’s the gauge panel inside the car.
20. This is a temperature sensor typically used for oil and water. Notice how close the plug is to the sensor. This is often a breaking point.
21.These are the connectors Elgin fabricates himself instead. They use a longer lead so that they are easier to unplug and are much more robust.
22. Elgin zip-ties the sensor wire into a loop to keep stress off the hard point where the wire meets the metal connector.
23. Here’s the wiring setup to the sending units for fuel, water and oil pressure.
24. And here’s the completed system under the dash.
25. This is the switch panel. Notice that Elgin wired nothing directly to the switch panel. Everything goes to a connector first so that the switch panel can be easily and quickly removed. The wiring on the left is the selector for which ignition pickup will be used (crank trigger or distributor) and the others are on/off switches for the ignition and brake cutoff.
26. And once everything is finished and tucked away, here’s the view from inside the cockpit.