MSD 2900 Manual

Atomic EFI
PN 2910 - Throttle Body Kit
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will help if there is ever a warranty issue with your product and helps the MSD R&D team create
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Thank you for selecting the Atomic TBI Fuel Injection System! MSD’s Atomic EFI systems were designed with
two major goals; to simplify EFI and deliver better overall performance to your engine. Simplicity is achieved
through with less wiring to ease installation plus programming is simple with no PC required! Performance is
delivered through advanced control of the fuel and ignition, just as you’d expect from MSD.
As with any performance product, please be sure to read the entire instruction manual before attempting to
install this system on your vehicle. Please contact our Customer Support department if you have any questions
about your Atomic installation at (915) 855-7123. There are also some helpful installation videos available at
www.atomicefi.com.
Parts Included:
1 - Throttle Body w/ECU 1 - O2 Sensor 4 ft. CAN Extension
1 - TB Harness 1 - O2 Bung and Plug Air Filter Gasket
1 - Power Module 4 - Rubber Grommet Intake Manifold Gasket
1 - PM Harness - w/ WBO2 4 - Eyelet Insert 1 - Fitting 6AN Adapter 6 Male
1 - Handheld Monitor 4 - Mounting Screws
1 - Coolant Temp Sensor 1 - 4G Micro SD Card
The Atomic Throttle Body EFI system, PN 2900 and PN 2910, have been granted Executive Order number D-722
from the California Air Resources Board. This E.O. number permits the installation of the Atomic TBI system on
1987 and older GM passenger cars and trucks with a V8 gasoline powered engine originally equipped with a
carburetor. Other vehicles and manufacturers are pending approval.
DANGER
For emission compliant installation, all of the original control components must be retained including the catalytic
converter, EST distributor, AIR pump, EGR, etc. An addendum outlining specific installation steps and settings
for a CARB compliant installation are included separately with this kit.
Installation of this product requires detailed knowledge of automotive systems and

WARNING repair procedures. Installation of fuel system parts and any fuel tank modifications
must be carried out by a qualified automotive technician. Installation of fuel system parts requires handling
of gasoline. Ensure that work is performed in a well ventilated area with an approved fire extinguisher nearby.
CAUTION
Extinguish all open flames, prohibit smoking and eliminate all sources of ignition in the area of the vehicle
before beginning the installation.
When working with fuel systems, eye goggles and other safety apparel should be worn to protect against
debris and sprayed gasoline. The finished work must be thoroughly checked to ensure there are no fuel leaks.
NOTICE
CONTENTS:
Parts Review and System Capabilities. . . . . . 2 Programming
Fuel System Overview and Requirements. . . 3 Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
02 Sensor Installation. . . . . . . . . . . . . . . . . . . 5 Advanced . . . . . . . . . . . . . . . . . . . . . . . . . 13
Throttle Body Installation . . . . . . . . . . . . . . . . 6 Final Adjustments. . . . . . . . . . . . . . . . . . . . . 15
Power Module Installation and Wiring . . . . . . 9 Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . 20
Throttle Body Wiring. . . . . . . . . . . . . . 7, 10-11
System Wiring. . . . . . . . . . . . . . . . . . . . . . 9-11
Wiring with Timing Control. . . . . . . . . 16-18
M S D • WWW.ATOMICEFI.COM • (915) 855-7123 • FAX (915) 857-3344
2 INSTALLATION INSTRUCTIONS
CAPABILITIES
The Atomic TBI is designed to install on a standard square bore intake manifold flange. It is a self-
tuning EFI system that continuously adjusts after the basic configuration is complete. There is no
laptop programming. Base on the engine descriptors that you input during the initial setup, the Atomic
will automatically create a base fuel map to get the engine running. Once the system is started the
self learning technology will optimize those maps resulting in the best performance possible. If you
drive through altitude changes, temperature swings or other factors the Atomic will adjust accordingly,
on the fly. This ensures that your engine will produce excellent driveability at all times, even from the
sunny coast to the cool mountains.
There three main components of the Atomic TBI; the throttle body, the Power Module and the Handheld
Monitor. The ECU of the system is built into the passenger side of the throttle body and there are
several sensors integral to the unit including the Throttle Position Sensor (TPS), Manifold Absolute
Pressure (MAP), Intake Air Temperature (IAT) and the Fuel Pressure Sensor.
Power Module: The Power Module of the Atomic LS is the communication

hub of the system and provides the high current fuel pump circuit
and other input/outputs for optional features. The unit has two ports
for the MSD CAN system as well as a wiring harness. There are
connections for the WB02, the Handheld Monitor as well as power
and communication to the integrated fuel rails.
POWER MODULE
Programming: To program the Atomic for your specific engine application,
there no need (or method) to connect a PC to the system. All of
the programming is performed through a simple to use Handheld
Monitor. The Monitor simply plugs into the Power Module. Once the few initial setup selections
are answered and the engine is running the Monitor can be removed or left connected. When
it is connected, there is a Dash and Gauges screen that show engine parameters in real time.
Fuel System: The Atomic TBI system can be used with return or returnless EFI system. Review the
Fuel System Information section starting on page 3 for detailed information.
Wide-Band 02 Sensor: A Wide-Band 02 sensor is supplied in the Atomic TBI Kit.

This sensor is responsible for constantly monitoring the exhaust gases and
relaying that information to the ECU where adjustments are continually made
to the fuel delivery in order to meet the air/fuel targets. Only one sensor is
required. Page 5 outlines sensor installation.
O2
Trigger Signal: The Atomic TBI requires an rpm/trigger reference signal to operate. SENSOR
This signal be a 12-volt square wave reference signal from the tach output of
an MSD ignition control or it can be achieved when connected to coil negative
with breaker points, GM HEI or Ford TFI inductive based ignition system.
Timing Control: The Atomic TBI is capable of controlling the ignition timing. To use
this function an MSD 6A or other ignition control must be installed. The distributor must also
be locked-out. There are settings for Idle timing, Total advance and Vacuum advance through
the handheld monitor. Pages 16-19 explain the timing control setup in detail.
Rev Limiter: A fuel controlled rev limiter can be set through the Atomic. When the engine rpm reaches
the programmed value, fuel will be cut off to achieve the desired limit. Any ignition related rpm
limit is set and acts independently of the Atomic.
M S D • WWW.MSDPERFORMANCE.COM • (915) 855-7123 • FAX (915) 857-3344

INSTALLATION INSTRUCTIONS 3
Power Adders: The Atomic TBI can operate in conjunction with wet nitrous systems as well as positive
manifold pressure supplied by a draw-thru or blow-thru forced induction system. For nitrous,
there is a program that allows you to set a target air/fuel ratio when the nitrous is activated as
well as a selection to retard the timing (when timing control is incorporated) Note that a wet
nitrous system requires its own fuel pump to supply the additional fuel required with nitrous.

For forced induction applications there is a target air/fuel ratio setting which takes effect when
operating under boost. These options are explained in the Advanced Settings section, page 13.
FUEL SYSTEM REQUIREMENTS
The following details pertain to the fuel system requirements. Installation steps specific to the fuel
system are covered in the Fuel Pump Kits supplied separately from the Atomic TBI, PN 2910, Kit.
The Atomic TBI requires a high pressure fuel pump system. Depending on your engine combination,
the Atomic TBI requires a minimum of 42-48 psi to operate and it can be used with a return or returnless
fuel system. When selecting a pump, regulator and lines, be sure each component is designed to
perform at high pressure. MSD offers a fuel pump, hose and accessories to complete your installation.
Following are some guidelines in helping set up a fuel system for your Atomic as well as components
available separately from MSD.
• The Atomic is capable of operating with a return or returnless style system. For best results, MSD
strongly recommends an in-tank pump. Installing the fuel pump in the tank results in quieter
operation, less chance of cavitation and a reduction in pump temperature.
• When running a returnless fuel system (Pulse Width Modulated), it is strongly recommended to
install the pump in the tank. It is recommended to use an MSD Atomic Fuel Pump, PN 2925 or PN
2926.
• If mounting the pump in the tank is not an option, install the pump as close as possible to the tank.
Within 2-feet of sending unit is recommended.
• Do NOT use hard line when plumbing the fuel system. When using a PWM fuel system, cavitation
could cause unstable fuel pressure resulting in poor engine performance.
• When used, an adjustable regulator must be installed on the return side of the throttle body.
FUEL SYSTEM EXAMPLE IT IS RECOMMENDED TO MOUNT

THE FUEL PUMP IN THE TANK
WHENEVER POSSIBLE. IF IT MUST
FUEL BE MOUNTED EXTERNALLY, MOUNT
FILTER
THE PUMP WITHIN 2-FEET OF THE
FUEL TANK SENDING UNIT.
FUEL TANK
FUEL
PUMP
MSD ADJUSTABLE
REGULATOR
NOTE: IF RUNNING A RETURNLESS

FUEL SYSTEM, THE PUMP MUST
BE MOUNTED IN THE TANK.
RETURN
NOTE: DO NOT USE TUBING (HARD FUELLINE
LINES) WITH THE ATOMIC EFI SYSTEM.
Figure 1 Atomic Return Style Fuel System.
WARNING: MSD’s Push-Lock fittings are designed for use with the MSD fuel hose only. Do not
use the MSD fuel hose with other fittings. Do not use MSD Push-Lock fittings with
other fuel hose. Compatibility issues may cause fuel leaks.
IN-TANK PUMPS
The MSD Atomic Fuel Pump (supplied only with Master Kit PN 2900) can be used in the tank however it
would require a sock, or filter element, on the pickup side (Figure 1). It is important to note that the wiring
used to run the pump will need to meet requirements to be submersed in fuel. When wiring an in-tank
pump, it is recommended to use a wire that conforms to SAE specifications J1128 and J378. This wiring
features a thermoplastic insulated wiring with polyvinyl chloride insulation for protection against gasoline,
oil, and more.
In addition, different fuel line will be required internally if the pump is to be mounted in the tank. Fuel line
that meets SAE 30R10 specifications MUST be used. Failure to do so will cause severe damage to your
engine and/or fuel system.
WARNING: Improper installation or use of fuel system components can cause severe damage your
engine and/or fuel system that will not be covered by the manufacturer’s warranty.
Atomic Fuel Pump, PN 2925: This pump features 3/8” inlet and outlet and is rated at 70 psi. The pump
will support approximately 525 hp and is approved for in-tank use (no wiring or in-tank mounting hardware/
pickup element are supplied).
Fuel Pump Kit, PN 2920: This Kit is supplied with MSD’s PWM Fuel Pump, a pre- and post-filter, 15-ft of
3/8 fuel injection line and mounting hardware.
Fuel System Return Kit, PN 2922: If you plan on running a return line with your Atomic LS, this kit provides
another 15-ft of 3/8” injection line, an MSD Regulator and two push-lock fittings.
High Horsepower Fuel Kit, PN 2921: This pump will support the power demands of engines up to 650 horsepower.
The pump features 3/8” inlet and outlet and is rated at 70 psi. The pump will support approximately 650 hp and
is approved for in-tank use (no wiring or in-tank mounting hardware/sock are supplied).
POWER ADDERS
The Atomic TBI will accept wet nitrous systems as well as forced induction systems generating up to 10-14
psi of manifold pressure. There are options to select in the Advanced settings that allow you to program
an air/fuel target when the nitrous is activated and when under boost conditions.
Nitrous: The Atomic fuel system does not provide the extra fuel required to safely operate a wet
nitrous system. The installation of a dedicated fuel pump for the nitrous system is required in order
to meet the fuel demands of a wet nitrous system. Timing can also be pulled out when the nitrous
is activated (only when timing is being controlled by the Atomic system.)
Forced Induction: In boosted applications, the fuel pump must be capable of meeting the
requirements of the increased fuel demand. Due to injector flow limitations, max horsepower with
forced induction systems will be limited to 525 horsepower. Proper fuel pump selection is imperative
to the performance and operation of the Atomic EFI.
WIDE BAND OXYGEN SENSOR INSTALLATION

The MSD Atomic EFI system requires a single Wide Band
Oxygen Sensor (WBO2) for operation. MSD suggests that 02 SENSOR
the bung for this sensor be installed prior to starting any
other part of the conversion process. By having the WBO2
in place first, there is a reduced chance of the vehicle being POSITION
immobilized for an extended time. The bung for the WBO2 AT LEAST
provided by MSD has a plug included so that the vehicle 10°
can be driven between the time of exhaust modification and
installing the rest of the Atomic system, if needed.
EXHAUST
COLLECTOR
Figure 2 WBO2 Sensor Location.

The WBO2 can be installed downstream of either exhaust bank. The sensor connects to the Power Module,
so install the sensor on the bank closest to where you plan to mount the Module. The bung should be
installed by a qualified exhaust technician and pressure tested. Proper installation of the oxygen sensor is
critical to the performance of the Atomic EFI. Improper installation could lead to engine damage.
1. Locate the ideal spot to install the WBO2.
a. This location should be 2-4 inches after the exhaust collector. The sensor must be more than
18 inches forward of the exhaust tip. For applications where short or open headers are used,
install the WBO2 in the primary tube of the rear cylinder at least 8 inches away from the exhaust
port. The Atomic will not work on “Zoomie” style headers.
b. The WBO2 sensor should be at least 10˚ above horizontal to allow condensation runoff. Without
this angle the sensor is significantly more likely to sustain water damage (Figure 2).
c. Never place a WBO2 on the outside of a bend.
d. The WBO2 must be mounted in the exhaust prior to any catalytic converter, if applicable.
2. Drill a 7/8” hole in the exhaust where the WBO2 will go.
3. Weld in the supplied bung. Ensure the weld goes completely around the bung and is air tight.
4. Insert supplied plug in bung. Never run the vehicle with a WBO2 installed but not powered; it will
damage the sensor.
5. When completing the Atomic EFI installation, remove the plug and insert the WBO2 for use. MSD
suggests using a small amount of anti-seize on the threads.
Note: The Atomic EFI is extremely sensitive to air leaks in the exhaust system. Any air leak between
the engine and the WBO2 will cause the Atomic to have false readings, which can lead to poor
engine performance, misfires, and an inability to properly auto-tune. Extended running of the
Atomic EFI with an exhaust leak can result in detonation and severe engine damage. Improper
installation of the oxygen sensor, and any damage that may result from such an installation, is
not covered by the manufacturer’s warranty.
THROTTLE BODY
Parts Required, not included:
4 – Retaining Stud Kit for the throttle body
Throttle linkage connection/brackets
The Atomic Throttle Body will bolt in place on

intake manifolds designed for a square bore style
carburetor. It is designed to accept common throttle
linkage adapters and brackets. A throttle ball stud
is supplied but no other linkage components are MANIFOLD PORTED
included. Accessory kits are available through many
accessory or carburetor companies.
There are two fuel inlets, a forward and rear fuel
inlet. Only one needs to be connected on a PWM
(returnless) style system as fuel is delivered to either
side through an internal fuel rail. The passenger
side of throttle body, where the MSD is machined,
is the Electronic Control Unit (ECU). This is the BOOST
REFERENCE
brains of the Atomic fuel system and where all of PORT MANIFOLD
the fuel calculations are made to give your vehicle
exceptional performance. Figure 3 Vacuum Ports.
VACUUM PORTS
Before installing the throttle body, note the engine’s need for vacuum accessories. The Atomic has five
vacuum ports, ported and manifold, to cover accessories such as a power brake booster (Figure 3). Four
ports are 1/8" NPT and one is 1/4" NPT.
BOOST REFERENCE PORT

Blow-Thru applications do not require modifications to the boost reference port. Draw-thru applications
require a few modifications to the throttle body. Locate the boost reference port on the throttle body.
It is located on the lower right corner of the throttle body on the same side as the IAC motor (back of
the throttle body), and remove the plug. Turn the throttle body upside down. Using a small drop of
Loctite on the plug, install the plug into the threaded orifice next to the throttle blades. Install A 1/16
pipe to hose fitting into the boost reference port on the throttle body. The boost reference port on
the throttle body should be referenced below the supercharger directly off of the manifold, or can be
split off of the boost gauge reference line (Figure 4).
PLUG PORT
BOOST REFERENCE PORT AND PLUG
OR VACUUM HOSE
TO ATOMIC EFI
TO MANIFOLD
Figure 4 Boost Reference Port.

INSTALLATION
1. Install the new gasket and place the throttle body on
the intake manifold. Make sure the throttle body is
square on the intake and the linkage moves through
closed throttle to wide open.
2. Secure the throttle body by tightening the four
retainers evenly. Do not over tighten.
3. Transfer the linkage hardware from the carburetor to
the Atomic. Any transmission brackets should also
be transferred to the Atomic. A throttle return spring
must be used (Figure 5).
4. Install the new air horn gasket.
5. Determine which fuel inlet and AN-fitting best suits
your application.
6. MSD supplies two -6 AN style fittings for use on the
Figure 5 Throttle Linkage.
throttle body fuel inlet. Both use ‘push-lock’ style inlets
to connect to the fuel hose and do not require clamps. Page 8 details the installation of MSD's push-
lock fittings and hose.
Note: Not all fuel lines are rated for "push lock" installation.
7. Install the fitting to the throttle body.
EXTERNAL SENSORS
There are only two external sensors that need to be installed and connected; the Wide Band Oxygen
Sensor and the Engine Coolant Temperature Sensor. (Both are supplied.) The Wide Band Oxygen
Sensor installation is covered on page 5.
The coolant sensor is a variable resistance sensor and needs to be installed in the engine.
1. Find a location for the coolant temperature sensor. Many engines have provisions on the cylinder
heads or the intake manifold.
2. It is recommended to use a small amount of Teflon tape or sealer on the threads.
3. Locate the 2-pin coolant sensor wiring harness. Route and connect the harness to the coolant
temperature sensor.
WIRING
There are several wires and connectors on the throttle body. Not all of these wires will be connected on
every application. Following is a chart of each wire.
REQ. / OPT. Wire Color Description
REQ Yellow This connects to the Engine Coolant Temperature Sensor.

Black

REQ White This is the tach input wire for the EFI responsible for triggering the system.
It connects to the tach output of an MSD Ignition Control or Ready-to-Run
Distributor. It can also be connected to the coil negative terminal when
using a stock type ignition such as points or a GM HEI distributor. Note:
This wire is not used when the magnetic pickup wire is being used
for ignition timing.
OPTIONAL Yellow This is a tach output wire. Connect this wire to the White points input
used with wire on an MSD ignition unit only when using the Atomic to control
timing timing. If the Atomic is not controlling timing this wire can be used as
control a 12 volt square wave trigger to a tachometer.
OPTIONAL Orange This is an AC kick-up wire. When 12 volts are supplied to this wire
used with it will provide a small rpm "kick-up" in the idle to compesate for an
A/C added load to the engine from the air conditioner compressor. It will
also activate the primary cooling fan (when two are used).
OPTIONAL Violet (+) This is the input for a magnetic pickup, such as from an MSD distributor.
used with Green (–) This connector is only used when the Atomic is controlling ignition
timing timing.
control
REQ CAN-Bus The 6-pin connector must connect to the Power Module. Do NOT
cut this harness. MSD offers extensions in 2, 4 and 6-feet lengths if
needed.

PUSH-LOCK FITTING INSTALLATION CORRECT CLEAN,

MSD supplies two fitting adapters that will accept a SQUARE CUT
-6 AN line to be connected. If you are using the MSD
Push-Lock fittings to connect the fuel hose, the supplied
hose MUST be used.
INCORRECT
JAGGED, ROUGH
Proper installation begins with a clean, square cut of CUT RESULTS IN
the hose. A hose cutting tool or new razor blade are A COMPROMISED
recommended. When installing the hose it is important CONNECTION
that the hose is pushed on all the way to the thin beauty
ring. This means the hose should fully overlap the
inboard barb. Too little of engagement, as well as over- Figure 5 Severing the Hose Properly.
engagement, will result in a compromised connection that
is prone to failure. Figures 6 and 7 illustrate the required
installation of the hose and fittings.
1. Determine the length of hose needed. Mark the hose
and cut it using a hose cutter or new razor blade.
There should be minimal disturbance of the outer
jacket, braids and inner liner. The cut plane should
be perpendicular to the hose axis. (Figure 5).
2. Before installing the hose to the fitting, it is important to
anchor the fitting (Figure 6). Proper installation cannot
be achieved by holding the hose and fitting in your
hands. For best results, the hose should be installed
with minimal twisting or pausing.
3. Apply a light coat of oil to the barbs on the fitting. Use Figure 6 Installing Fuel Hose to the Push-Lock Fittings.
care not to get oil on the outside of the hose as it will
be impossible get a firm grip on the hose.
Properly Installed Push-Lock Fitting
4. With the fitting anchored securely, push the hose END OF HOSE IS FLUSH
WITH THE THIN EDGE
over the barbs. The hose is properly installed when OF THE BEAUTY RING.
it is flush with the thin edge of the beauty ring (Figure
7). At this point, the hose end should have rolled over
the inboard barb.
Improperly Installed Push-Lock Fitting

EXCESSIVE GAP TO
BEAUTY RING RESULTS
IN A COMPROMISED
CONNECTION.
Figure 7 Installed Push-Lock Fitting.
WARNING: The supplied MSD Push-Lock AN fittings are designed only for use with the supplied
fuel hose (Aeroquip AQP FC598). We do not recommend mixing Push-Lock style
fittings and hoses from different manufacturers. Doing so may result in fuel leaks
and expose other dangerous incompatibilities.

POWER MODULE INSTALLATION

The Power Module of the Atomic EFI system handles high
current circuits such as the fuel pump and WBO2. The unit
has two ports for the MSD CAN system as well as a wiring
harness. The CAN ports will provide communication between
the Power Module, Throttle Body, and Handheld Controller.
It is important to select a proper mounting location for the
Power Module. The unit can be mounted in the interior or
the engine compartment as long as it is away from direct
heat sources. It is not recommended to mount the unit in an
enclosed area, such as the glove box, so that airflow will aid
in cooling. When a suitable location is found to mount the
Module, make sure all wires reach their connections. Also Figure 8 Power Module Wiring Diagram.
be sure that the CAN ports can be accessed for use of the
Handheld. Use the Power Module as a template and mark the location of the holes. Use a size # 20 drill bit
to prepare for the supplied self tapping screws. Install the supplied rubber gromments and mount the unit.
WIRING
There are a number of electrical connections on the Power Module that are required for proper operation.
Other wires, such as fan control wires, only need to be connected if their optional functions are being
used. Wires marked “REQ” must be connected for the system to operate while those marked “OPT”
will depend on the functionality desired. Note that the two schematics shown are for installations that
are NOT using the timing functions of the Atomic. At this point it is recommended to start the system
without including the ignition wiring to confirm and tune-in the Atomic for your installation. If you wish to
proceed with timing installation, follow the wiring below, and contiune to page 16 to set up the distributor
and ignition timing.
Pin REQ. / OPT. Wire Color Description
1 REQ Black Ground - Route this wire directly to Battery Negative or the engine block.
2 OPTIONAL Tan Fan circuit 1 - This wire supplies ground to activate the circuit. It must go to
the ground circuit of a relay to control a fan.
3 OPTIONAL Pink Fan circuit 2 - This wire supplies ground to activate the circuit. It must go to
the ground circuit of a relay to control a fan.
4 Unused (No Wire) Unused
7 Optional Violet Nitrous Signal - When connected to 12 volts, such as when nitrous is activated,
the Atomic will switch to the target air/fuel mixture for use during nitrous. The
timing will also be retarded the programmed rate (when timing control is used).
8 REQ Orange (Large) Fuel Pump circuit - This wire provides 12 volts to the fuel pump and connects
to the positive side terminal. No relay is required. Note that on a returnless
style fuel system the voltage on this wire will not display on a voltmeter.
9 REQ Red (Large) Main Power - Route this wire directly to Battery Positive. This circuit needs to
maintain power after the unit is turned off so that all Learning can be saved
properly.
10 REQ Red Wide Band Oxygen Sensor connection - single connector.
11 Yellow
12 Black / White
13 Black / Red
14 Green
15 Black
16 REQ Red On/Off – Connect to a switched 12 volt circuit. Ensure it has power during both
Key On and Cranking. Do NOT connect the coil (+) terminal when using an
MSD Ignition such as a 6A or 6AL or other CD ignition.

*Do NOT connect the small Red wire to the coil (+)
terminal when using an MSD Ignition or other CD
ignition control. BLACK
PINK - FAN 2 PROVIDES GROUND GROUND
TAN - FAN 1 PROVIDES GROUND
FUEL
PUMP
BLACK - GROUND
HEAVY RED - BATTERY HEAVY ORANGE
RED - IGNITION SWITCHED 12V*

TO NITROUS 12V
ACTIVATION WIRE
O2
SENSOR
ECT
SENSOR
MAG NOT USED (FOR TIMING CONTROL ONLY)
ORANGE TO AC INPUT
YELLOW - IGNITION
OUTPUT (USED WITH INDICATES CONNECTION
TIMING CONTROL ONLY) TO 12V
WHITE TO MSD
TACH OUTPUT
IGNITION
OR
KEY
FOR STOCK
IGNITION
SYSTEMS RED - IGNITION SWITCHED 12V
GRAY TO TACH INPUT
Figure 9 – Atomic Wiring with an MSD Ready-to-Run Distributor or MSD HEI Distributor.
STOP HERE
Please review the parts installed thus far. Check to see that all required wires are run properly and
that the fuel system is complete and secure. The next section of instructions will require power to the
Handheld. Turning on power (Key On) will prime the fuel pump. It is extremely important to check for
fuel leaks at this time.
Do not attempt to start the engine until the Initial Setup has been completed on the Handheld.
terminal when using an MSD Ignition or other CD BLACK
ignition control. PINK - FAN 2 PROVIDES GROUND GROUND
FUEL
PUMP
BLACK - GROUND

TO NITROUS 12V
ACTIVATION WIRE
O2
SENSOR
ECT
SENSOR
INDICATES CONNECTION
TO 12V
ORANGE TO AC INPUT
MAG PICKUP
IGNITION
NOT USED WHITE GRAY KEY
RED - IGNITION SWITCHED 12V
YELLOW
NOT USED
NOT
ORANGE WHITE
USED
REV
LIMITER
BLACK DIGITAL 6AL

Orange (+) and Black (-)
are the only wires that
connect to the coil.
VIOLET (+) GREEN (-)
Figure 10 Atomic Wiring with an MSD Ignition Control.
STOP HERE
Please review the parts installed thus far. Check to see that all required wires are run properly and
that the fuel system is complete and secure. The next section of instructions will require power to the
Handheld. Turning on power (Key On) will prime the fuel pump. It is extremely important to check for
fuel leaks at this time.
Do not attempt to start the engine until the Initial Setup has been completed on the Handheld.
PROGRAMMING
ATOMIC CONFIGURATION
The Handheld Controller is the interface between you and the
Atomic EFI. Using it, you can go through the initial and advanced
setups, monitor engine parameters in real time, and more. To
power the Handheld for use, turn on ignition power (Key On). All
basic functions for the Handheld are done through the joystick
which allows for up, down, left, and right control as well as center
pressing to input a change. Handheld Main Menu
ATOMIC EFI DASH AND GAUGES

The Atomic Dash and Atomic Gauges do not have any adjustable
features. They provide real time data of the Atomic and the engine
such as rpm, air/fuel ratio, IAC counts, temperature and more.
INITIAL SETUP
Before starting the engine you will need to input a few engine
parameters.
Engine Displacement: Select your engine size. Use the joystick Initial Setup
to go up or down in 1 cubic inch or 0.1 liter increments.
Number of Cylinders: Select the number of cylinders. Use the
joystick to go up or down with 1, 2, 4, 6, 8, or 12 cylinders.
(Atomic EFI is not compatible with Odd-Fire V6 egnines.)
Camshaft Selection: There are three selections; Street/Stock,
Mild and Performance. Select the cam that best suits your
application.
CAM DURATION AT .050"
Stock Less than 210°
Medium 211° - 230° Camshaft Type
Large Greater than 231°-250°
Note: If lobe separation angle (LSA) is less than 108° you may
need to go to next larger cam profile. If cam duration is
longer than 250° the Atomic will not be suitable for your
application.
Fuel Pump Type: There are three selections for the fuel pump
system. Select the system that you are using on your vehicle.
• Pulse Width Modulated: This selection is used only when
running a returnless fuel system with NO regulator. Fuel System
• Non-PWM with Regulator: This selection is used when
running a return style system with a regulator.
• PWM with Regulator: This selection is used when running
a return style system with a regulator. It will run the
pump at 50% duty cycle at idle producing quieter pump
operation and will increase a duty cycle of 100% as the
throttle and injector load increase.
Note: It is recommended that you use Non-PWM with a regulator
when setting fuel pressure as the PWM setting may
decrease fuel pressure slightly at idle depending on the
pump used. Idle RPM
Air Pump Equipped: If your engine is equipped with an OEM
air pump, this value must be set to ‘Yes’. This is covered in Figure 11 Initial Setup.
detail in the supplied addendum covering installation steps
and settings for a CARB compliant installation.
Idle RPM Target: This is the rpm that you want the engine to idle at
while stopped and in gear. Adjustable in 25 rpm increments.
Timing Control: Choose between Enabled and Disabled. If

Timing Control is Enabled, its features will be edited in the
Advanced Setup. (Please see page 16 for more details on
this option.) Note: It is recommended to start the engine
initially without timing control.
Figure 12 Initial Setting

ADVANCED SETUP
Each of the settings in the Advanced Setup is optional. None of
them are required to be edited at any time if they are not needed
by your particular application. They are each designed to offer
additional functionality to be used at your choice. For initial start,
it is recommended to leave the defualt settings.
Fan Control - Use the Atomic to control two electric fan
circuits. Each circuit can be turned on by selecting a
start temperature using the joystick to go up or down
in single degree increments. The fans will automatically
shut off when the engine reaches 10˚ cooler than the start Advanced Setup
temperature. The two circuits can be used for independent
fans or a single multispeed fan. A relay is required for
each fan.
A/F Targets: The Atomic provides an option to set an air/fuel
target for Idle, Part Throttle, Wide Open (WOT), Nitrous and
Boost. The Atomic will use its self-learning technology to
adjust the fuel delivery to meet the target air/fuel ratio. The
values are adjusted in 0.1 increments and range from rich
at 10:1 to leaner at 16:1. The ideal air/fuel ratio for cruising
is called stoichiometric and is commonly referred as a Fan Control
14.7:1 air/fuel ratio.
Boost: The Atomic will switch to the commanded Boost
A/F ratio once manifold pressure reaches 110 KPa
/ 16 psia.
Nitrous: There is also a timing setting for a Wet Nitrous
System. When a nitrous system is activated (by
supplying 12 volts on the Violet Power Module wire),
the Atomic will adjust its internal target A/F ratio to
the commanded Air/Fuel ratio. Note that in order to
Air/Fuel Targets
set a Nitrous Air/Fuel target, and set a timing retard,
the Nitrous Selection in the Advanced menu MUST
be programmed to ENABLE.
Timing Control - The Atomic EFI system has the ability to
control the engine’s ignition timing, however, an MSD
Ignition Control and adjustable rotor are required to use
this feature. For initial startup, it is recommended to bypass
the Atomic's timing control features. This will allow you
to start the engine and tune the EFI to your engine. For
more details and complete instructions for Timing Control,
Timing Control
please see page 16 of these instructions.
Figure 13 Advanced Setup.

Pump Squirt - To assist in throttle transitions the Atomic EFI

has a feature to mimic the pump squirt of a carburetor.
This works by increasing fuel delivery by a prescribed
percentage any time there is an increase in throttle
position. If needed, make small changes of no more
than 5% increments without further testing. 25% is
sufficient for most engines. Almost all vehicles will use
between 15 and 35% pump squirt
Power Valve Enrich - To assist in manifold pressure
Pump Squirt
transitions the Atomic EFI has a power valve feature.
This works by adding fuel based on MAP transitions
while moving the throttle. Large cam vehicles with low
vacuum generally required a slightly smaller number
while stock/small camshaft vehicles with a high vacuum
may require more. If needed make small changes of no
more than 5% increments without further testing, 25%
is sufficient for most engines but between 15-35% is
normal. Typically, the higher the vacuum (more stock)
the higher the percentage needed.
something else
Figure 14
DISPLAY OPTIONS
Using the features in this section, users will be able to control the look of the Handheld unit. This section
is also home to information regarding the Firmware and resets.
LCD Contrast - Adjust the contrast on the LCD screen if it is hard to see the display. Brightness is
adjusted using the joystick to go up or down in five percentage increments.
Backlight Level - The brightness of the screen is determined by this setting. The Backlight Level may
need to be adjusted depending on outside light levels. Brightness is adjusted using the joystick
to go up or down in five percentage increments.
Display Units - The Atomic can display items in either English (cubic inches, Fahrenheit) or Metric
(liters, Celsius).
Default Display - This selection provides the opportunity to select what screen you want the handheld
to display at power on. The choices are Main, Dash or Gauges.
Backlight Timeout - This setting lets you control when the Handheld backlighting turns off. It can be
set to Disable where it will always be illuminated, or it can be set to turn off from one second to
300 minutes after it is powered on.
Set Atomic Defaults - Use this feature to reset the Atomic EFI. Selecting “YES” on this screen will take
all setting, including fuel maps, back to the factory defaults. Typically this will only be done when
the Atomic is being installed on a different engine.
Firmware Versions - This is where information can be found on what is controlling the Atomic. If MSD
releases an update, use this screen to determine which firmware is currently on the system to
compare to the number of the release.

THROTTLE BLADE ADJUSTMENT

There is one more adjustment to review prior to starting the engine for the first time; the Throttle Blades.
This is a setting that varies between engines to improve idle characteristics due to engine and cam size.
There are two adjustments that determine the position of the
throttle blades, a front and rear (see Figure 15). Note that the FRONT
front and rear throttles need to be opened the same amount
to produce the best idle.
For initial start up, MSD recommends the following:
• On a street/stock type cam, turn the throttle screws ½ turn
from the point where the blades first start to move. REAR
• For a mild cam, turn the screws one additional turn from
the point where the blades first move.
• For Larger cams, turn the screw 1½ turns from the point
where the blades first move.
Once started, you will be able to monitor the IAC count (Idle Figure 15 Throttle Blade Adjustment.
Air Control) on the Handheld in the dash mode to improve
or tune the idle. The IAC motor controls the amount of air flowing through the idle air circuit. It varies
depending on the engine and operating conditions. When the engine is at operating temperature, let
the engine come to an idle and monitor the IAC count. This count will range from 0 – 175 and at idle,
a rule of thumb would be 10 - 20 with a manual transmission and 5-15 in gear with an automatic (less
is ok, even 0).
If the count is too high, the IAC is trying to open too much and the blades should be opened to help
with additional air flow at idle. Make any adjustments equally in front and rear using small steps such
as a quarter turn at a time.
PRE-START CHECK LIST
At this point,you're ready to start the engine. Before attempting to start your vehicle with a newly installed
Atomic EFI system, MSD recommends running through the following check list to help ensure a safe
and successful start.
• Double-check all wiring.
• Power and Ground are run directly to the battery.
• The small Red “12V switched” wire from the Power Module will have power during both Key On and
Cranking.
• The Power Module, fuel pump, fuel lines, and wires are securely mounted away from heat sources
and pinch points.
• Wide Band Oxygen Sensor is installed in a proper location.
• There are No known exhaust leaks.
• Throttle linkage is complete and operational from the pedal.
• Handheld receives power during Key On.
• You have completed each step of the Initial Setup in the Handheld.
• At Key On the fuel pump primes.
• There are No fuel leaks when system is under pressure.
• Check for proper fuel pressure on Handheld Dash. If you do not see fuel pressure, you may need
to prime the pump more than once.
• When ready to start engine, watch for Engine RPM on Handheld Dash to know that Atomic is getting
proper input.
• Timing feature is disabled (unless using timing feature).
• Be prepared to adjust the throttle blades as shown above.
START YOUR ATOMIC FUELED ENGINE!

ATOMIC EFI TIMING CONTROL
The Atomic EFI has the ability to control the engines ignition timing. This is an optional feature and
is NOT required for proper functioning of the fuel injection. By implementing ignition timing control
through the Atomic EFI, the engine will have more precise control and an improved idle. It is important
to note that most rough or inconsistent idle issues can be resolved through proper throttle blade
adjustment as outlined on page 15.
MSD recommends that those who wish to use the Atomic’s timing control feature first get the engine
to run without timing control. Splitting the timing control into a secondary process will add very
little time to the total install, but could significantly help with trouble shooting, should it be needed.
The following are a list of items that are required to use the timing features of the Atomic system:
• An MSD Ignition control such as a 6A or 6AL Ignition
• The distributor must be locked-out
• An adjustable rotor is required to achieve accurate rotor phasing. For standard GM size MSD
distributors, use rotor PN 84211. For larger, Ford style MSD distributors it is recommended to fit
the distributor with a smaller cap (PN 8433) and the PN 84211 rotor. If the larger cap must be used,
try rotor PN 8421.
• It is recommended but not required to us an MSD Pro Billet Distributor with a 2-pin mag pickup
connector.
• The balancer must be degreed, or use MSD Timing Tape, PN 8985
• A timing light will be required.
PREPARATION FOR ATOMIC TIMING
See page 17 for wiring information.
Before removing the distributor, bring the number one cylinder to approximately 15° BTDC on the
compression stroke.
1. Remove the distributor cap and note the position of the rotor. You will be removing the distributor
to lock it out, this will be your reference position for
the number one cylinder.
2. Remove the distributor clamp and pull the distributor
out of the engine.
3. If you are using an MSD Distributor (recommended),
follow the steps below to lock-out the mechanical
timing.
a. Remove the advance components including the
springs, weights and the advance stop bushing
from the advance assembly.
b. Remove the roll-pin from the drive gear and
remove the gear from the housing shaft (except
on Fords).
c. Slide the shaft two inches out of the housing.
Figure 6 Locking Out the Centrifugal Advance.
d. Rotate the shaft 180° and insert the advance stop
bushing pin into the small hole on the advance
plate (Figure 16).
e. Install the locknut and washer to the advance stop
bushing pin. This locks the advance in place. Figure 16 Locking Out the Advance.
f. Put the shaft back in the housing
g. Install the drive gear and roll-pin.
4. Some applications will require the vacuum advance be removed. Please see page 16 for details,
or Appendix A for a complete list of distributors. If your vacuum advance needs removed and
locked out, use the following steps.
a. Remove the two Allen head screws that hold the advance canister (Figure 16).
b. Remove the snap ring that holds the magnetic

pickup assembly in place.
c. Gently lift up on the mag pickup plate and slide
the vacuum canister out.
d. Install the Lockout Plate in place of the canister.
Install the two retaining screws.
e. Install the supplied screw and washer through
the Lockout and tighten.
f. It is important to make sure the pickup plate
is parallel with the housing of the distributor
(Figure 16). If it is cocked or slanted, the
paddles of the reluctor may contact the pickup.
g. Check the clearance by rotating the distributor
shaft. If necessary, use the supplied shims Figure 17 Checking Installation of the Lockout Plate.
under the Lockout hold-down to correctly
position the pickup plate. 5/16” SCREW
DOME MUST
FACE UP
Note: If no shims were required, use one beneath

the washer of the Lock-Out Hold Down Screw.
POSITION ON
CLOCKING
INSTALL THE ADJUSTABLE ROTOR

BASE AND
TABS ROTATE INTO
POSITION
1. Install the new adjustable rotor (MSD PN 84211 or

PN 8421).
2. Set the phasing of the adjustable rotor based on the information below.
Figure 18 Two Piece Rotor, PN 84211.
ROTOR PHASING
To phase your rotor properly for the Atomic EFI to control ignition timing, set it retarded (opposite
rotation) at 15˚ on the rotor indicator. Remove and lockout the vacuum advance, if applicable, on all
distributors except Fords*.
* Distributor PN 8573 will need the vacuum canister removed and locked out.
Distributors PN 8386 and 8387 keep the vacuum canister in place.
Please see Appendix A for a complete list of our distributors, the required adjustable rotor, and other
applicable notes.
INSTALL THE DISTRIBUTOR

1. Position the engine at 15° Before Top Dead Center (BTDC).
2. Install the distributor making sure the rotor comes to rest pointing at the number one terminal of
the distributor cap.
3. Tighten the distributor clamp – but leave it so the distributor can be moved.
4. Connect the distributor’s magnetic pickup to the matching connector on the throttle body.
5. Connect the Yellow wire of the Atomic to the White input wire on the MSD Ignition Control. This is
the trigger signal for the ignition.
6. Install the cap and spark plug wires.
Idle RPM - Set this to the rpm at which you would like the Atomic to start advancing ignition timing
off idle.
Total RPM - This is the rpm at which the Atomic should have full ignition timing.

terminal when using an MSD Ignition or other CD BLACK
ignition control. PINK - FAN 2 PROVIDES GROUND GROUND
FUEL
PUMP
BLACK - GROUND

TO NITROUS 12V
ACTIVATION WIRE
O2
SENSOR
ECT
SENSOR
WHITE - NOT USED

DISTRIBUTOR ORANGE TO AC INPUT
RED - IGNITION SWITCHED 12V
GRAY
TACH OUTPUT
YELLOW WHITE
REV
LIMITER
ONLY USED WITH
TIMING CONTROL.
CONNECTS TO
DIGITAL 6AL
MSD DISTRIBUTOR
PICKUP
ORANGE
Orange (+) and BLACK

Black (-) are the
only wires that VIOLET (+) GREEN (-)
connect to the coil.
MAG PICKUP NOT USED
Figure 19 Atomic Wiring to use Timing Control.

SETTING THE ATOMIC TIMING

Connect the Handheld Control and select Ignition Timing from the
Advanced Menu.
Idle Advance - This is the initial ignition timing from which timing
will advance as the engine climbs in rpm.
Total Advance - This is the total advance in ignition timing the engine
should receive based on rpm.
Note: Total timing must always be a higher number than the
idle timing setting.
Vacuum Advance - The Atomic can add ignition advance based
on manifold vacuum using the built in MAP sensor. Use the
joystick up or down to set amount of timing advance in single
degree increments.
Nitrous: When a nitrous system is activated (by supplying 12
volts on the Violet Power Module wire), the Atomic will retard
the timing up to 20°. Note that in order to alter the timing for
nitrous use, the Nitrous Selection in the Advanced menu MUST
be programmed to ENABLE.
Lock Timing - When this section is selected the ignition timing will
be locked at 15˚BTDC by the computer so that the engine’s
idle timing can be checked with a timing light. If this screen is
not active the idle timing is controlled by the Atomic ECU and
will be continually adjusted.
Boost: On boosted applications, you can set a timing retard based
on boost pressure. Adjustable in 0.1° per pound of boost.
Note: The Atomic has a feature that will retard the timing when coolant
temp and intake air temp reach a certain point. This is designed
to protect the engine from high heat detonation.
Note: Timing cannot be retarded past 5°.
INITIAL START UP AND SETTING THE TIMING
Before starting the engine, have a timing light handy as the first step
will be positioning the distributor.
1. Turn the key On to power the system and go to Advanced Setup
to Ignition Timing and select Lock Timing. This screen allows you
to set the distributor exactly where the Atomic ECU needs it to be
positioned to operate the timing.
2. Start the engine and using the timing light, move the distributor to
15° BTDC. Tighten the hold down clamp.
3. Leave the Lock Timing screen. This will take you back to the
Ignition Timing screen and the Atomic will now be controlling the
ignition timing. It is important to note that you will not see accurate
timing at idle speed when viewing with a timing light. This is due
to ECU calculations. If you rev the engine off idle, the timing will
appear correctly.
4. Once back to the Ignition Timing Screen, you can adjust the total
and idle timing as well as the rpm points that control the rate of
the advance.
5. There is also a vacuum advance option on the handheld. Vacuum
advance is generally a feature that assists in economy. The Atomic
allows you to select a total amount of vacuum advance. This will
take some time to tune to depending on your application. Note
that the vacuum advance reads off ported vacuum so it will not
come in until the throttle is open.
Figure 20 Timing Settings.

DIAGNOSTICS
There is a self-diagnosing system built into the Atomic EFI. Each covered parameter can show a status
in one of three ways.
“OK”: the parameter is functioning normally.
“Error C”: there is currently an error occurring.
“Error H”: there was previously an error that has been remediated within the last ten ignition cycles.
The following chart gives the most likely solution(s) to each possible error.
CLEARING HISTORY ERRORS
There are two ways to clear an error. First, the code will erase after 10 key cycles. Second, is to simply
navigate to the message screen and push the joystick down to clear the codes.
CODE NAME WHAT IT MEANS PROBABLE CORRECTION(S)
TPS There is no reading for the Throttle The sensor may be at fault. Note that the TPS is integral
Position Sensor. of the throttle body.
MAP There is no reading for the Manifold The sensor maybe at fault. Note that the MAP sensor is
Air Pressure Sensor. integral of the throttle body.
IAT There is no reading for the Inlet Air The sensor may be at fault. Note that the IAT sensor is
Temperature Sensor. The ECU will integral of the throttle body.
default to 275° when open.
ECT There is no reading for the Engine Check to see that the sensor is properly installed and
Coolant Temperature Sensor. The plugged in. If the sensor is connected but there is no
ECU will default to 275° when open. signal, it will need to be replaced.
BATT The Atomic is receiving the wrong Check that the Atomic has power and ground directly
voltage. The unit is measuring from the battery. Also be sure the vehicle's battery and
either less than 9 volts or greater charging system are in proper working order.
than 16 volts.
If you are running a returnless fuel system your en-

gine's needs may exceed the Atomic's maximum capa-
bilities. If you are running a return system check to see
INJ DC Excessive Injector Duty Cycle that you are maintaining the recommended fuel pres-
sure. If you have adequate fuel pressure the engine
needs may exceed the Atomic's system capabilities.
FUEL PRESSURE There is no reading for the Fuel The sensor will need to be replaced.
Pressure Sensor.
WBO2 A. "NOT CONNECTED" indicates A. Check to see that the sensor is securely plugged
that no sensor is detected. into the system.
B. "ERROR" indicates that the sen- B. The sensor will need to be replaced.
sor has failed.
FP CAV This code will set if there is an issue This means you need to review your fuel pump system
with Fuel Pump Cavitation (similar and confirm that your application meets the requirements
to vapor lock). It can only set when to run a returnless (PWM) system. Also check the filters,
running a returnless fuel system. This the sock in the tank and inspect the lines for any kinks
may occur when the commanded or pinches that would affect the fuel flow and pressure
fuel pressure (from the ECU) is of the system. If everything checks okay and the code
different than the fuel pressure (at continues, you may need to move to an in-tank pump,
the sending unit). or use a regulated (return) fuel system.
CLEAR FLOOD
If a flood condition occurs, turn the key on then press the accelerator to wide-open throttle. This tells
the ECU to turn off the injectors. Crank the engine to clear the flood condition until the engine starts
(release the throttle open start-up).
Note: The TPS is self calibrating so the key must be in the On position prior to pressing the accelerator.

MSD Atomic EFI Trouble Shooting

Does the
engine start?
No
Have you completed

the Pre-Start Checklist
in the Atomic
No instructions? Yes
Please check Did the system

all of the show proper
items on that Fuel
list before Yes Pressure? No
continuing.
Please check
for power to
Did the system the fuel pump
show an RPM or other fuel
signal during issues.
Yes Yes cranking? No
Please check to
Did that RPM see the Atomic
signal correlate is getting a
to the actual proper trigger
Yes engine speed? No
signal from the
distributor or
Is it possible Please check to ignition box.
that the engine see the Atomic
is flooded? is getting a
No proper trigger
Yes
signal from the
distributor or
ignition box.
Please follow
the Flood Clear Does the
directions on engine have
page 13. spark?
No
Check the Yes If each of the

ignition system aforementioned items
to ensure checks out and the
proper non-start issue still exists,
functioning. Please contact MSD
Customer Support at
915-855-7123.
Does the
Engine starts! Go to engine start?
the next page. Yes No

Continued from
previous page
The engine starts. Is it

hard starting?
Yes
Is this the first time

you have started the
Yes engine? No
Let the engine run for Has the engine been

at least 10 minutes. allowed to idle for at
Then shut it off and least 10 minutes? Yes
start it again.
No
Letting the engine run at Is the Atomic EFI

temperature for 10 controlling the engine’s
minutes will allow the ignition timing.
Yes
system to start learning.
Please
review the
instructions for
No setting and controlling
ignition timing with the
Atomic EFI.
See pages
No 15-17.
Continue
Has the throttle been

adjusted?
Yes No
Does the Handheld Refer to page 14 of the

show any errors? instructions to ensure
No Yes the throttle is set for
your engine.
Does the system Refer to page 13 to

maintain fuel pressure learn how to correct
during No and clear codes.
Yes cranking/idling?
Is the engine hard Refer to pages 4 - 6 for

starting? instructions on the Fuel
System. It must be able
to maintain pressure at
Yes all times.
No
If each of the
aforementioned items
checks out and the hard
The engine is easy starting issue still
starting! Go to the exists, please contact
next page. MSD Customer Support
at 915-855-7123.

Continued from
previous page
The engine is easy

starting. Does it idle
well?
No
Has the engine had the

chance to idle for 10
minutes at operating Yes
No temperature 160° or
above?
Allow the engine to idle at

running temp. This will Are there any vacuum
allow self-tuning to adjust leaks?
items as needed.
Yes No
Ensure that there are NO

vacuum leaks that could Are you sure the
affect the amount of air ignition timing and
in the engine. rotor phasing are
Yes correct? No
If timing is off an engine

can struggle to idle
Are the throttle blades
regardless of the fuel
adjusted for the
system. Make sure the
Yes engine? See page 14
distributor is in proper
Yes alignment.
No
Does the idle Air/Fuel The IAC can only do so

Ratio make sense? much to ensure the right
amount of air gets in the
engine. Refer to page 14
for throttle adjustment.
Yes No
Does the engine idle Excessive Lean or Rich

well? targets can make it hard
for an engine to idle
steady. Use the
Handheld to double
check the target to
ensure it is appropriate.
No
Yes
If each of the aforemen-

tioned items checks out and
the rough idle issues still
exists, please contact MSD
The engine idles well! Customer Support at
Go to the next page. 915-855-7123.

The engine is smooth

idling. Do you have any
drivability issues? Yes
Are there any

exhaust leaks?
Yes No
Even a small exhaust leak can

alter the WBO2 readings. If this Does the engine
happens it will have a dramatic struggle to keep
effect on the engine’s up during throttle
performance. Always ensure increases?
thre are NO leaks in the No Yes
exhaust?
When there is an increase in

Do the Air Fuel throttle position the engine can
Ratio Targets require extra fuel that isn’t
make sense? accounted for in the regular fuel
maps. See page 12 to learn how
we solve this issue with the
Yes
“Pump Squirt” feature of the
No Atomic.
Does the Atomic The Atomic is designed to

EFI maintain always hit the designated
No
adequate fuel Air Fuel Ratio Targets. If
pressure? these targets are much too
low or high for an engine it
will run poorly. Check to
ensure the targets make
No Yes sense for your engine.
Check to see that the fuel Are you sure the

system is maintaining ignition timing and
pressure. If the Atomic rotor phasing are
looses fuel pressure for correct?
any reason it will cause
the engine to run poorly. Yes No
If timing is off an engine

Has the Atomic can struggle to idle
EFI had time to regardless of the fuel
learn all the parts system. Make sure the
of your fuel maps? distributor is in proper
No alignment.
Yes
Do you have The Atomic needs run time in

drivability each area of the fuel maps to
issues? learn the best settings for
your engine. It could take up
to a week of normal daily
driving to adjust all the maps.
No
Yes
Your engine If each of the aforemen-

starts, idles, and tioned items checks out
drives well. Enjoy and the poor drivability
the Atomic EFI! issue still exists, please
contact MSD Customer
Support at 915-855-7123.

APPENDIX A - ATOMIC IGNITION TIMING CONTROL: ROTOR PHASING DETAILS
ROTOR ROTOR
DIST APPLICATION DISCRIPTION NEEDED RETARD NOTES
NEEDED
83506 FORD R-t-R Marine Ford 351-460 84211 15°
8517 BUICK Buick V8 Billet, 400-455 84211 15°
8548 BUICK Buick V8 215-350 Pro Billet 84211 15°
8547 CHEVY Super Tall Block, Mag Pick. 8421 15°
8355 CHEVY OBS-Dist,Chevy, D/ PU, Locked*Sub w/8356 84211 15°
8356 CHEVY Chevy V8, Dual Pickup 84211 15°
85501 CHEVY Chevy V8,Pro-Bill,locked,cap,rotor 84211 15°
85503 CHEVY Chevy V8, w/Capadapt/ locked Shaf 84211 15°
85551 CHEVY Chevy V8,Pro-Billet,w/Cap, Rotor 84211 15°
85553 CHEVY Chevy V8, Mod Shafiroff 84211 15°
85561 CHEVY Chevy V8 w/Slip Collar,Cap, Rotor 84211 15°
83606 CHEVY R-t-R Marine Chevy V8 84211 15°
8534 CHRY Chrysler, 318, 360 84211 15°
8582 FORD Ford V8, 302 8421 15°
8598 FORD Ford 289/302 Hyd Roller-Steel Gear 8421 15°
8580 FORD Ford V8, 351C, 460 8421 15°
85805 FORD Ford 351W, w/ Edel. Vic. Jr 8421 15°
8584 FORD Ford V8, 351W 8421 15°
85840 FORD Ford 351W,w Roller Stl Gear 8421 15°
8569 FORD Ford 351C/M, 460, L.P., CT 84211 15°
8498 GM OBS-GM Ecotec 4 cylinder 8421 15°
8589 HOLDEN Holden V8 308 ci engines 84211 15°
8566 OLDS Oldsmobile V8, 350, 455 84211 15°
8490 PONT OBS-151 4Cyl 8421 15°
8563 PONT Pontiac V8, 350, 455 84211 15°
2345 CHEVY Ign. Trigger Sync Signal Lock/Out 84211 15°
23451 CHEVY Ign Trig. w/Hall LED Sync Pickup 84211 15°
23451EDEL CHEVY Ign Trg w/LED Sync Pckup & LD Cap 84211 15°
2357 CHEVY Cam Sync w/Rotor Phasing, Chevy V8 84211 15°
8570 CHEVY Chevy V8,Small Cap/Base 84211 15°
8545 CHRY Chrysler 383,400 Pro-Billet 84211 15°
8546 CHRY Chrysler 426,440 84211 15°
2358 FORD Sync Rotor Phas, 289/302 Steel Ger 84211 15°
2358EDEL FORD Cam Sync Ford 289/302, Steel Gear 84211 15°
2358ROUSH FORD Sync Rotor Phasing, 289/302, Roush 84211 15°
2359 FORD Sync Rotor Phas, 289/302, Cast Ger 84211 15°
2360 FORD Sync Rotor Phas, 289/302 Bronze Gr 84211 15°
8579 FORD Ford 302, Pro Billet, Small Cap 84211 15°
2362 FORD Sync Rotor Phas, 351W, Steel Gear 84211 15°
2362EDEL FORD Cam Sync Ford 351W, Steel Gear 84211 15°
2362ROUSH FORD Sync Rotor Phasing, 351W, Roush 84211 15°
2363 FORD Sync Rotor Phasing, Ford FE, Roush 84211 15°
2363ROUSH FORD Sync Rotor Phasing, Ford FE, Roush 84211 15°
8577 FORD Ford 351C-460, ProBillet, Small Cap 84211 15°
8578 FORD Ford 351W, Pro Billet, Small Cap 84211 15°
2356EDEL PONT Pontiac Cam Sync w/Hall Effect P/U 84211 15°
8394 CHEVY GM Digital E-Curve 84211 15°
8504 CHRY Chry 318, 340, 360, E-Curve 84211 15°
8503 FORD Ford 289/302, E-Curve 84211 15°
8477 FORD Ford 351C-460, Vac. Advance 84211 15° Keep Vacuum Canister in place.
8478 FORD Ford 351W, Vacuum Advance 84211 15° Keep Vacuum Canister in place.
8478ROUSH FORD Roush Ford 351W, Vacuum Advance 84211 15° Keep Vacuum Canister in place.
8479 FORD Ford 289/302, VacuumAdvance 84211 15° Keep Vacuum Canister in place.
8386 CHRY Chry. 383-400, R-t-R 84211 15° Keep Vacuum Canister in place.
8387 CHRY Chry. 440,426 R-t-R 84211 15° Keep Vacuum Canister in place.
8350 FORD Ford 351C-460, R-t-R 84211 15° Keep Vacuum Canister in place.
83501 FORD Ford 351C-460, R-t-R,Stl Gr 84211 15° Keep Vacuum Canister in place.
8352 FORD Ford 289/302, R-t-R 84211 15° Keep Vacuum Canister in place.
83521 FORD Ford 289/302, R-t-R, Stl Gr 84211 15° Keep Vacuum Canister in place.

ROTOR ROTOR
DIST APPLICATION DISCRIPTION NEEDED RETARD NOTES
NEEDED
8352EDEL FORD Ford 289/302, R-t-R, EDEL 84211 15° Keep Vacuum Canister in place.
8354 FORD Ford 351W, R-t-R 84211 15° Keep Vacuum Canister in place.
83541 FORD Ford 351W, R-t-R, Steel Ger 84211 15° Keep Vacuum Canister in place.
8383 FORD R-t-R, Ford Y Block 84211 15° Keep Vacuum Canister in place.
8595 FORD R-t-R, Ford FE 84211 15° Keep Vacuum Canister in place.
8523 AMC R-t-R, AMC V8 84211 15° Remove Vacuum Canister and lockout advance.
8519 AMC AMC V8 Engines 84211 15° Remove Vacuum Canister and lockout advance.
8524 BUICK R-t-R Buick Nailhead 84211 15° Remove Vacuum Canister and lockout advance.
8552 BUICK R-t-R, Buick 455 V8 84211 15° Remove Vacuum Canister and lockout advance.
8360 CHEVY Chevy V8 w/Internal Module 84211 15° Remove Vacuum Canister and lockout advance.
83602 CHEVY Chevy w/Int Module, wo/Vac Advance 84211 15° Remove Vacuum Canister and lockout advance.
8360EDEL CHEVY Chevy V8, R-t-R, Edelbrock Crate 84211 15° Remove Vacuum Canister and lockout advance.
8393 CHEVY Chevy 348/409 R-t-R 84211 15° Remove Vacuum Canister and lockout advance.
8361 CHEVY Chevy V8, Billet w/Vacuum Adv. 84211 15° Remove Vacuum Canister and lockout advance.
8363 CHEVY Cadillac V8 w/Vacuum Advance 84211 15° Remove Vacuum Canister and lockout advance.
8388 CHRY Chry. 440,426 R-t-R 84211 15° Remove Vacuum Canister and lockout advance.
8389 CHRY R-t-R, Chry 84211 15° Remove Vacuum Canister and lockout advance.
8391 CHRY R-t-R, Chrysler 331 84211 15° Remove Vacuum Canister and lockout advance.
8573 FORD Flathead Ford, R-t-R, 49-53 84211 15° Remove Vacuum Canister and lockout advance.
85891 HOLDEN Holden R-t-R V8 308 84211 15° Remove Vacuum Canister and lockout advance.

TECH NOTES
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TECH NOTES
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Service
In case of malfunction, this MSD component will be repaired free of charge according to the terms of the warranty.
When returning MSD components for warranty service, Proof of Purchase must be supplied for verification. After
the warranty period has expired, repair service is based on a minimum and maximum fee.
All returns must have a Return Material Authorization (RMA) number issued to them before
being returned. To obtain an RMA number please contact MSD Customer Service at 1 (888) MSD-7859 or visit
our website at www.msdperformance.com/rma to automatically obtain a number and shipping information.
When returning the unit for repair, leave all wires at the length in which you have them installed. Be sure to include
a detailed account of any problems experienced, and what components and accessories are installed on the vehicle.
The repaired unit will be returned as soon as possible using Ground shipping methods (ground shipping is covered
by warranty). For more information, call MSD at (915) 855-7123. MSD technicians are available from 7:00 a.m. to
5:00 p.m. Monday - Friday (mountain time).
Limited Warranty
MSD warrants this product to be free from defects in material and workmanship under its intended normal use*,
when properly installed and purchased from an authorized MSD dealer, for a period of one year from the date of
the original purchase. This warranty is void for any products purchased through auction websites. If found to be
defective as mentioned above, it will be repaired or replaced at the option of MSD. Any item that is covered under
this warranty will be returned free of charge using Ground shipping methods.
This shall constitute the sole remedy of the purchaser and the sole liability of MSD. To the extent permitted by
law, the foregoing is exclusive and in lieu of all other warranties or representation whether expressed or implied,
including any implied warranty of merchantability or fitness. In no event shall MSD or its suppliers be liable for special
or consequential damages.
*Intended normal use means that this item is being used as was originally intended and for the original application
as sold by MSD. Any modifications to this item or if it is used on an application other than what MSD markets the
product, the warranty will be void. It is the sole responsibility of the customer to determine that this item will work for
the application they are intending. MSD will accept no liability for custom applications.

© 2014 MSD LLC
FRM30903 Revised 05/14 Printed in U.S.A.

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Atomic EFI

PN 2910 - Throttle Body Kit

Installation of this product requires detailed knowledge of automotive systems and

Power Module: The Power Module of the Atomic LS is the communication

Wide-Band 02 Sensor: A Wide-Band 02 sensor is supplied in the Atomic TBI Kit.

M S D • WWW.MSDPERFORMANCE.COM • (915) 855-7123 • FAX (915) 857-3344

FUEL SYSTEM EXAMPLE IT IS RECOMMENDED TO MOUNT

NOTE: IF RUNNING A RETURNLESS

Figure 1 Atomic Return Style Fuel System.

WIDE BAND OXYGEN SENSOR INSTALLATION

Figure 2 WBO2 Sensor Location.

The Atomic Throttle Body will bolt in place on

BOOST REFERENCE PORT

Figure 4 Boost Reference Port.

REQ. / OPT. Wire Color Description

REQ Yellow This connects to the Engine Coolant Temperature Sensor.

M S D • WWW.ATOMICEFI.COM • (915) 855-7123 • FAX (915) 857-3344

PUSH-LOCK FITTING INSTALLATION CORRECT CLEAN,

Improperly Installed Push-Lock Fitting

Figure 7 Installed Push-Lock Fitting.

M S D • WWW.MSDPERFORMANCE.COM • (915) 855-7123 • FAX (915) 857-3344

POWER MODULE INSTALLATION

M S D • WWW.ATOMICEFI.COM • (915) 855-7123 • FAX (915) 857-3344

HEAVY RED - BATTERY HEAVY ORANGE

RED - IGNITION SWITCHED 12V*

MAG NOT USED (FOR TIMING CONTROL ONLY)

GRAY TO TACH INPUT

HEAVY RED - BATTERY HEAVY ORANGE

RED - IGNITION SWITCHED 12V*

BLACK DIGITAL 6AL

VIOLET (+) GREEN (-)

Figure 10 Atomic Wiring with an MSD Ignition Control.

ATOMIC EFI DASH AND GAUGES

Timing Control: Choose between Enabled and Disabled. If

Figure 12 Initial Setting

M S D • WWW.ATOMICEFI.COM • (915) 855-7123 • FAX (915) 857-3344

Pump Squirt - To assist in throttle transitions the Atomic EFI

M S D • WWW.MSDPERFORMANCE.COM • (915) 855-7123 • FAX (915) 857-3344

THROTTLE BLADE ADJUSTMENT

START YOUR ATOMIC FUELED ENGINE!

ATOMIC EFI TIMING CONTROL

b. Remove the snap ring that holds the magnetic

Note: If no shims were required, use one beneath

INSTALL THE ADJUSTABLE ROTOR

1. Install the new adjustable rotor (MSD PN 84211 or

INSTALL THE DISTRIBUTOR

M S D • WWW.ATOMICEFI.COM • (915) 855-7123 • FAX (915) 857-3344

HEAVY RED - BATTERY HEAVY ORANGE

RED - IGNITION SWITCHED 12V*

WHITE - NOT USED

RED - IGNITION SWITCHED 12V

Orange (+) and BLACK

MAG PICKUP NOT USED

Figure 19 Atomic Wiring to use Timing Control.

M S D • WWW.MSDPERFORMANCE.COM • (915) 855-7123 • FAX (915) 857-3344

SETTING THE ATOMIC TIMING

Figure 20 Timing Settings.

M S D • WWW.ATOMICEFI.COM • (915) 855-7123 • FAX (915) 857-3344

CODE NAME WHAT IT MEANS PROBABLE CORRECTION(S)

If you are running a returnless fuel system your en-