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FORD BRONCO
-> IGNITION; plugs/wires, distributors, MSD, firing orders; switch & ignition actuator rod, TSBs...
-> System; Davis Unified Ignition (DUI), Duraspark, Thick Film Ignition (TFI), MSD, Jacobs, Crane
-> Thick Film Ignition (TFI); Ignition Module, also called the Ignition Control Module (ICM); miesk5 NOTE; use BLACK Modules in 94-96 Broncos & Hall Effect, also called the Profile Ignition Pick-up (PIP) Signal, or Stator, or RPM
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WELCOME to MIESK5's BIG BRONCO LINKS
This is a Ford Bronco, Truck & Van Technical, Parts & Vehicle Classifieds LINKS site developed by the MIESK5 Family and is not affiliated with the Ford Motor Company in any manner.
Although we initially developed this site for 78-96 Big Broncos, information in many Links also applies to Ford Trucks, Vans & Cars.
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EEC IV TFI Module & PIP Sensor New Diagnostic Procedure TSB 87-21-10; NEW PROCEDURE ALLOWS TECHNICIAN TO TAKE DIRECT PATH WHEN TESTING WITH USE OF NEW TFI IV DIAGNOSTIC TESTER
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Hall Effect (Profile Ignition Pick-up (PIP) Signal, Stator, RPM)
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Hazard Stumble TSB 88-16-16 for 87-88 Bronco & F Series
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Recall & Settlement
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Troubleshooting
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Connector Location Diagram, Engine Area in a 91 4.9
Source: by Ford via chiltonlibrary.com
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Connector Location in Diagram, Engine Area in a 92 5.0 & 5.8
Source: by Ford via Jem270 at Supermotors.net
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Description, Ignition Module, also called Ignition Control Module (ICM) w/pic (Ford) after 87
Source: by trustmymechanic.com
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Diagnostics Manual
Source: by broncoii.org
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Differences (Grey & Black type) & Pin Out Diagrams; miesk5 NOTE; use BLACK modules in 1994-1996 Broncos
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Diode Pattern Waveforms, Bad; "...This waveform was captured using the diode pattern test located in the engine tests menu. This particular alternator has a bad rectifier, causing an AC voltage to ride on top of the DC voltage signal. This AC voltage affected the pip and spout signals (Ford primary ignition signals) causing a no code driveability problem. The fix was to replace the alternator. This waveform was captured using the diode pattern test located in the engine tests menu. This alternator, like the previous alternator, has a bad rectifier. This is another example of how a bad rectifier can affect the diode pattern. The fix was to replace the alternator. This waveform was captured using the lab scope. This is a good example of how an alternator with a bad diode can affect other signals that the ECM looks at. In this case it is an IAC motor. When viewing waveforms that have a lot of hash always look at the alternator diode pattern as a possible cause..."
Source: by omitec.com
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Distributor Mounted & Remote Connector Diagrams
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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DTC 14 & 18; Profile Ignition Pickup (PIP) & Troubleshooting; "...The top three leads (for PIP signal) can lose continuity with the back plate (ground) on the module when the unit is hot. You should consider a remote mounted TFI. If your TFI is failing from heat, it can give off computer codes 14 (PIP) and 18 (SPOUT). stalling/dieing or sputtering when hot but runs when it cools off. This can be caused by a faulty TFI and the biggest culprits are heat. Another culprit can be a wire grounding out. Problematic TFI's can give off codes 14 (PIP) and 18 (SPOUT)..." read more
Source: by therangerstation.com
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DTC 18 - Profile Ignition Pickup (PIP)
Source: by Matthew W at autorepair.about.com
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DTC 18 IDM circuit failure or SPOUT circuit grounded; "...The computer sends out a timing advance correction to the ICM over the SPOUT wire and then looks for the change on the IDM wire. You might check the ECT or the IAT sensor for your problem. Also check the SPOUT/IDM wire going to ground..."
Source: by freeautomechanic.com
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DTC 18 or 212; Ignition Diagnostic Monitor (IDM) Troubleshooting; "...Identifying the correct module for your vehicle can be accomplished in a number of ways. First, always refer to the correct application in the Engine Management catalog. If that information is not available, check the wiring of the vehicle. If pin # 4 of the module gets a start signal (which should be battery voltage) from the starter circuit, it's a "Push Start" system. On the other hand, if pin #4 of the module is wired directly to pin #4 of the ECM, then it's a CCD system (refer to diagram #5)..." READ MUCH MORE Miesk5 NOTE; use BLACK Modules in 94-96 Broncos
Source: by Joe D at carquest.com via web.archive.org
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DTC 211 indicates two successive erratic Profile Ignition Pickup (PIP) pulses occurred, resulting in a possible engine miss or stall. Possible causes: Loose wires/connectors. Arcing secondary ignition components (coil, cap, rotor, wires, plugs, etc.). On-board transmitter (2-way radio).*
Source: by Jim at justanswer.com
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DTC 211; "...code set when the ignition module fails, the pickup coil inside the distributor, or the engine computer. The most common of the three is the coil inside the distributor..."
Source: by RIP at justanswer.com
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DTC 211; Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or Diagnostic Trouble Code (DTC) 211 TSB 95-15-11 for 93-95; Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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DTC 212 - Loss of IDM input to EEC or SPOUT circuit grounded. Continuous Memory DTC 212 indicates a loss of IDM input to the PCM. "..Possible causes: 1. Check for the short to ground possibility in the SPOUT wire (to ECM side and to ICM side) as suggested above. 2. IDM wire from Ignition Control Module (ICM) to ECM integrity (open, short to ground or power). 3. ICM was already replaced 4. If all the above checks OK......the ECM will be the one to blame..." Miesk5 NOTE; use BLACK Modules in 94-96 Broncos
Source: by Joel5.0 at allfordmustangs.com
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DTC 212 indicates a loss of IDM input to the PCM; "...Open harness circuit. Shorted harness circuit. Damaged Ignition Control Module (ICM). Damaged Powertrain Control Module (PCM)..." READ MORE Miesk5 NOTE; use BLACK Modules in 94-96 Broncos
Source: by Jim at justanswer.com
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DTC 212; "...IDM is a feedback signal generated by the ignition system and is monitored at pin #4 of the ECM. Its purpose is to diagnose missed ignition primary pulses at the time the ECM commands the Spout signal to fire the coil. Since it is used solely for diagnostic purposes, if this circuit is not operating properly, it will not affect vehicle driveability; & by Seattle FSB- The Ignition Diagnostic Monitor (IDM) signal is a diagnostic signal for the PCM to to verify a coil firing for each PIP signal. If an erratic or missing IDM signal is received, a Diagnostic Trouble Code (DTC 212) is set.
An occasional IDM signal may not affect drivability, but can still throw a trouble code. As SigEpBlue has stated, check for an intermittent ground on the spOUT and/or IDM circuit. Also, ensure that you have the correct Ignition Control Module (ICM) and it is wired correctly to the PCM..." Miesk5 NOTE; use BLACK Modules in 94-96 Broncos
Source: by SMP via SigEpBlue (Steve) & by Seattle FSB (SeattleFSB) at FSB
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DTC 213 Spout Circuit Open; "...EZ check first; Ck to see if the SPOUT (Spark Output) connector is missing. da connector is a little "jumper" that fits into two wire connector; located near da distributor (it is removed to adjust timing). Location pic @ distributor by unknown via Jem270 Check to see if it is in-place, if connector/wiring is damaged or corrosion is in conn or wiring..."
Source: by miesk5 at FSB
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DTC 49 & Possible Causes; Spark Timing has defaulted to 10 degrees before top dead center
Source: by latechsho at Super High Output
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DTC P1351 Ignition Diagnostic Monitor Circuit Input Fault "...P1351 can occur if the Igniton Module was replaced with the Gray one instead of a Black one. The ICM Should be Black in color for the CCD Type Module. Many Ford parts sources are incorrect and show that this vehicle should have a Grey module. The Motorcraft part number for the Black ICM is a DY-679..."
Source: by miesk at FSB
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E4OD Controls Overview, Sensors, DTC (s) & Diagram; On gasoline engines, the profile ignition pickup sensor sends a signal to the powertrain control module indicating the engine rpm and the crankshaft position..Engine will stall or miss. DTC; 211, P0340, P0341, P0344..." READ MUCH MORE
Source: by Ford via Steve83 (Steve, That dirty old truck) at SuperMotors.net
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EEC IV Pin-Outs in 88-89 & 90-91 Bronco 4.9; 88-90, 91 & 92-93 Bronco 5.0; 88-91 & 92-93 Bronco 5.8; Looking Into Harness Connectors in Ford Electronic Engine Control Overview, Chapter 12, of Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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EEC IV Strategies
Source: by Ford via miesk5 at broncolinks.com/gallery
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EEC Strategies "...Start / Crank, Cold Start & Warm Up, Cold Drive-Away, Warm Idle, Warm Cruise, Full-Throttle Acceleration, Deceleration; Failure Mode & Adaptive Strategy
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Gray or Black? "Pattern Failures in the modules; driveability & no - start problems.
"Most technicians who deal with Ford driveability and no-start problems have become very familiar with the Thick Film Ignition (TFI) system. Ford started using the six-pin TFI module with the EEC-IV computer system in 1983, and for years it remained basically unchanged.
The early TFI system, which Ford calls the "Push Start" TFI system, uses a gray TFI module. Originally, the module was mounted on the distributor. In the late '80s Ford began to relocate it away from the distributor on some vehicles to provide better protection from the effects of engine heat, but system operation remained the same. It uses a Hall effect pickup (stator) in the distributor, which generates a battery voltage, 50% duty cycle square wave, called the PIP signal, to the EEC-U PCM and the TFI module. The PCM processes this signal and sends out another battery voltage, 50% duty cycle square wave, called the SPOUT signal, to the TFI module. As long as the TFI module is receiving a SPOUT signal, it will fire the coil at the rising edge of that signal (except during engine cranking, when SPOUT is ignored) and the vehicle will run with the amount of timing advance commanded by the computer. If the TFI module does not receive the SPOUT signal, it will fire the coil at the rising edge of the PIP signal, a nd the vehicle will run at base timing. This is true on all TFI systems.
Ignition dwell with the Push Start (gray module) system is controlled by the TFI module alone, and increases with engine rpm. The Ignition Diagnostic Monitor (IDM) signal on a Push Start TFI system comes from the coil negative circuit and is filtered through a 22k ohm resistor to pin #4 on the EEC-IV computer. The computer monitors this circuit to verify a coil firing for each PIP signal, and sets codes if it sees missing or erratic signals. Another feature that is unique to the Push Start TFI system is the start input on pin #4 of the module connector. This is wired into the starter relay trigger circuit, and signals the TFI module that the engine is cranking. When the module sees battery voltage on this circuit, the SPOUT signal is ignored.
In the early '90s, Ford began using a different TFI system on certain vehicles--the Computer Controlled Dwell (CCD) TFI system. The TFI module on CCD TFI is always black in color. There are a few major differences between the two systems. As the name implies, with the CCD system, the computer controls primary dwell. The CCD TFI module still ungrounds (fires) the coil at the rising edge of the SPOUT signal, but now the falling edge of the SPOUT signal (which had no meaning to the Push Start TFI module) is used by the CCD TFI module to ground the coil. The PIP signal remains the same 50% duty cycle square wave, but SPOUT signal duty cycle varies according to how much dwell is desired by the computer.
Another major difference between the two systems is the IDM circuit. Pin #4 on the CCD TFI module, which was the start circuit input on the Push Start TFI module, is now the IDM signal, sent directly from the TFL module to pin #4 on the EEC-IV computer. This signal is still a filtered (low voltage) version of the ignition primary waveform, but is filtered internally in the TFI module rather than through an external resistor. There isn't any start circuit input to the CCD TFI module; the module infers engine cranking from a low rpm input from the PIP signal.
Since these two TFI systems are so significantly different, yet so similar in appearance, parts application problems will inevitably occur. A gray Push Start TFI module will plug right into a CCD system, and vice versa. To make matters worse, parts books are often incorrect on TFI module applications! With the incorrect TFI module installed, the vehicle will run, but driveability and MIL (malfunction indicator lamp) problems will result. For instance, if a gray Push Start TFI module is installed in a CCD system, the computer will not be able to control ignition dwell, and the MIL will illuminate with memory codes for the IDM circuit set, as the gray TFL module is incapable of generating an IDM signal to the computer. If a black CCD TFI module is installed in a Push Start system, dwell will remain fixed, since the SPOUT signal duty cycle never changes. If in doubt about which TFI module belongs on a particular vehicle, consult the ignition system wiring diagram for the vehicle. If the wire going to pin #4 on the EEC-IV computer comes directly from pin #4 of the TFI module, it is a CCD system. If not, it is a Push Start system.
A final note: As with every other rule, there is an exception. Some 1.9L Central Fuel (throttle body) Injected Escorts and Tracers were built with black TFI modules that are not CCD modules. If you encounter one of these, check the engineering number on the module. A CCD TFI module engineering number always starts with E9 or higher.
Written by David Sill, IDENTIFIX Ford Team Leader. Dave is a certified Ford EEC, Advanced Engine Performance Specialist, ASE Master and L 1. He is a graduate of Ford's ASSET Program and has 14 years of diagnostic repair experience.
COPYRIGHT 2001 Adams Business Media
COPYRIGHT 2001 Gale Group"; miesk5 NOTE; use BLACK modules in 1994-1996 Broncos
Source: by David S in Motor Service, June, 2001 via web.archive.org
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Ignition Diagnostic Monitor (IDM) Location Video in an 86
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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Ignition Diagnostic Monitor (IDM) Resistor, 22K Ohm Overview & pic
Source: by wrenchead.ca
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Ignition Diagnostic Monitor (IDM); "...Ford turned to a CCD (computer-controlled dwell) ignition module sometime between 1993 and 1995. One type is referred to as the Push Start type, while the other is called the CCD (Computer Controlled Dwell) type. The Push Start module gets its name from the 4th pin on the module connector, which is a start signal inputfrom the starting system. When the module receives this 12 volt input, it increases or Pushes the ignition coil dwell for maximum coil output for easier starting. The CCD module does not use a start signal input, but does rely upon the ECM Spout input to control ignition coil primary dwell. By the way, ECM Spout controls ignition timing on both module systems. Both Push Start and CCD systems produce an IDM signal, however, they do it in different ways. The Push Start system uses an external 22K ohm resistor (22,000 ohms) that is usually taped to the wiring harness that is connected to the negative terminal of the ignition coil. [On our trucks, it is usually located in the harness between the engine and the driver's side fender] This resistor is used to lower the voltage of the Tach signal being supplied to pin #4 of the ECM. This external resistor is not used on the CCD system since it is part of the internal circuitry of the module, which produces the IDM signal. So, the IDM signal travels from pin #4 of the module directly to pin #4 of the ECM..."
Source: by SMP via SigEpBlue (Steve) at FSB
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Ignition Diagnostic Monitor Overview; see page 22 in Ford EEC IV Operation & Testing Overview; PowerPoint Presentation
Source: by Ryan M (Fireguy50) at powershow.com
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Ignition Diagnostic Monitor Troubleshooting (dn file)
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Illustration
Source: by Vincent C at autorepair.about.com
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Installation Instructions, Ford, grey vs. blue
Source: by Mallory® at mrgasket.com
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Location in an 85 302; mounted to the distributor
Source: by Chris B (Blue, bronco boy) at telus.net
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Location pic @ distributor in an 88 5.8
Source: by Travis L (kemicalburns) at SuperMotors.net
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Location pic @ distributor in an 89 5.8
Source: by Handy_andy_cv64 (Ed B) at SuperMotors.net
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Location pic, Distributor-Mounted
Source: by Jem270 & Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Location pic, Distributor-Mounted in an 84 5.0 F 150
Source: by autorepair.about.com
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No Spark Troubleshooting, General; "...Secondary ignition voltage can shock you. Do NOT hold or touch a spark plug wire while cranking the engine.
disconnect one of the plug wires from a spark plug and place the end of the wire near a metal surface on the engine. You can insert a small Phillips screwdriver into the end of the wire (the plug boot), or a small bolt or nail to provide a conductive path. Then crank the engine and look for a spark to jump from the screwdriver, bolt or nail in the end of the plug wire to the engine. If you do not see a spark, there is an ignition problem..."
Source: by aa1car.com
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No Spark Troubleshooting, Overview & Operation; "...Ford calls this electronic ignition the Thick Film Integrated-IV (TFI-IV) ignition system. The TFI module is also known as the Ignition Control Module (ICM) which reports engine position and rpm to the PCM. The PCM then determines the proper spark timing and advance, and returns a reference signal to tell the TFI module to switch the coil, thereby creating a spark. The PCM used on these vehicles is referred to by Ford as the Electronic Engine Control-IV (EEC-IV) module..." most is applicable to Broncos, read more
Source: by therangerstation.com
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No Start & Start, but when Starting Runs & No DTCs in a 96: "...As far as the signals in/out for spark and fuel between the EEC-IV/V they are basicly the same. Yes I know there is a makeshift crankshaft positioner for mis-fire detection, but that is probably not the issue here. I looked some info on one of my Service cds to compare the EEC-IV and EEC-V signals. Both use the PIP, SPOUT and IDM signals. According to the manual the PCM uses the PIP signal to trigger the injectors. So I would suspect a possible missing PIP signal. I am not 100% clear what the IDM signal does. I did have one other thought around midnight last night: Both systems will shut off the injectors if the TPS signal indicates full throttle when in the Start mode. What if the OPs TPS was shorted? This would send the +5V reference signal directly through to the feedback signal. Easy check: disconnect the TPS, then try to start. Next I would start verifying the PIP and possibly the IDM signals are getting back to the PCM..."
Source: by rla2005 (Randy) at FSB
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No Start Troubleshooting in a 90; "...First thing to check is wiring. Between the large posts of your starter relay (it's not a solenoid) should be a smaller post with a wire attached. This is the wire from your ignition switch through the park/neutral safety switch (Or clutch safety switch on a manual trans, or MLPS on a 90 with an E4OD) that turns the starter over. Check this wire for cracks, open insulation, or anything that could possibly cause an open circuit. Next, check your upper ignition actuator. Find the ignition rod (on top of the column, running from the steering wheel down to the ignition switch at the base of the column) and make sure it's moving back and forth when you turn the key, through all positions. If it is, your upper actuator is probably not the problem. Lastly, check your ignition switch (again, at the base of the column). Manually push the switch back and forth through the different positions. Push it all the way forward (or down) and see if it will engage the starter. If it does, then your ignition rod is probably bent, which can be remedied quite easily. & If it's an auto, try starting in neutral or while pulling up on the lever while it's in park. If that works, look to a park/neutral safety switch/MLPS. If it's a stick, check the clutch switch. You could try jumping from hot to the small terminal on the starter relay to test it's operation. Sometimes new ones are bad out of the box. If it won't turn over when jumped to the small terminal, you'll know that it's a starter relay issue (Bad part, bad ground; check to see if da relay is tight to inner fender with no corrosion because the relay's body is ground path via inner fender). If it does turns over jumped to the small terminal, then you'll be looking for something in the small circuit that includes the ignition switch & the park/neutral safety switch (NSS) Or clutch safety switch on a manual trans, or MLPS on a 90 with an E4OD. There should be 12v running from the ignition switch, thru the NSS/MLPS, to the small terminal on the starter relay. Disconnect the small wire to the starter relay (So it doesn't start by surprise, I'd pull the coil wire too). With someone holding the key in the start position, you should be able to read 12v between any point on that small circuit & ground. When you find where you lose 12v, then you'll know where the issue is..."; MIESK5 EDIT; changed a few terms; Also, see Starter (@) Relay Jumping Image in 92-96 @ http://www.broncolinks.com/gallery_images/StarterRelayJumpinin92-96.JPG - Sewiw shows a remote start switch's Jumpers; you can use a reg. small jumper wire
Source: by BigUgly88EB and ElKabong (Ken, El Kabong) at FSB
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No Start Troubleshooting, EFI; for a Mustang but many tips are applicable
Source: by jrichker via Seijirou at FSB
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Open-Closed Bowl Overview & pics; "...To limit heat damage to the module, Ford switched from an open bowl to a closed bowl distributor design. Open bowl describes a distributor with a notched cutout where the module connects to the PIP sensor. In an open bowl design, the module bolts to and, grounds through, the distributor body. Closed bowl distributor housings are sealed, and the module is mounted away from the hot distributor at its own heat sink..."
Source: by wrenchead.ca
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Overview
Source: by merkurencyclopedia.com
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Overview & Flow Chart
Source: by wrenchead.com
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Overview, Chapter 6, from Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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Overview; see pages 50-52 in Ford EEC IV Operation & Testing Overview; PowerPoint Presentation
Source: by Ryan M (Fireguy50) at powershow.com
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Pin-Out Diagrams, Grey & Black; Distributor & Remote Mounted; miesk5 NOTE; use BLACK modules in 1994-1996 Broncos
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Profile Ignition Pickup (PIP) & SPOUT Signal Diagram
Source: by Vincent C at autorepair.about.com
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Profile Ignition Pickup (PIP) Overview; "is a Hall effect switching device located inside the distributor..."
Source: by wrenchead.ca
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Profile Ignition Pickup (PIP) System Diagnostic Tree
Source: by Vincent C at autorepair.about.com
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Relocation & Modified Mount in an 86
Source: by broncAR (Rodolfo Mario N) at SuperMotors.net
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Relocation & Modified Mount in an 86
Source: by broncAR (Rodolfo MArio N) at FSB
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Relocation & Modified Mount in an 88 (click NEXT to view all)
Source: by csn.rebel (CSNREBEL) at SuperMotors.net
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Relocation & Modified Mount pics (92-96) in an 88
Source: by csn.rebel (CSNREBEL) at FSB
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Relocation; on a Merkur but similar
Source: by howardsupply.com
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Relocation; on a Ranger/Bronco II, but similar
Source: by therangerstation.com
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Shudders, Bogs, & Intermittent No-Spark: Spark w/SPOUT Connector Un-Plugged, but No-Spark w/SPOUT Connected, due to distributor, in a 93 & KOER test won't begin; "...The engine starts to bogg down and then it shudders before it downshifts and smooths out. (example, when rpm’s drop going up an incline it will shudder for a few seconds before the rpm’s increase and it drops out of OD). If I remove the SPOUT the shuddering downshift problems goes away; then, when I replace the SPOUT the shuddering downshift problems comes back; Distributor was causing the problem..."
Source: by buck45 at Ford Bronco Zone Forums
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Sixlitre Tune-Up Info (scroll through pages to view more tips, especially on Page 5); "...Yes, stock timing is 10 degrees, I find optimum timing to be almost exactly 13.5 but you can play around until you notice ping and then back off 2 degrees if you want to, and/or tune by vacuum if you care to. Cheapest Autolites money can buy, nuthin' platinum, nuthin' fancy, just set out to .055 gap..."
Source: by Sixlitre (Malcolm H, Eddie Bauer) at FSB
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Socket, Lisle #64650
Source: by thetoolwarehouse.net
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Strategies; Warm Cruise, Engine Crank, Cold Start/Warm-Up, Cold Driveaway, Warm Driveaway, Part-Throttle & Full-Throttle Acceleration, Deceleration & Warm Idle Overview & Diagrams, Chapter 8, from Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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Test Using Actron Ignition Module & Engine Sensor Tester
Source: by actron.com
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Testing & Servicing, Chapter 11, from Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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Testing, Chapter 12, from Ford Fuel Injection and Electronic Engine Control: How to Understand, Service and Modify, 1988-1993
Source: by Charles O. Probst via yunost.ru
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Testing, Overview & Diagrams; "...The Thick Film Integrated (TFI-IV) ignition system uses a camshaft driven distributor with no centrifugal or vacuum advance. The distributor has a diecast base, incorporating a Hall effect stator assembly. The TFI-IV system module is mounted on the distributor base, it has 6 pins and uses an E-Core ignition coil, named after the shape of the laminations making up the core. The TFI-IV module supplies voltage to the Profile Ignition Pick-up (PIP) sensor, which sends the crankshaft position information to the TFI-IV module. The TFI-IV module then sends this information to the EEC-IV module, which determines the spark timing and sends an electronic signal to the TFI-IV ignition module to turn off the coil and produce a spark to fire the spark plug. The operation of the universal distributor is accomplished through the Hall effect stator assembly, causing the ignition coil to be switched off and on by the EEC-IV computer and TFI-IV modules. The vane switch is an encapsulated package consisting of a Hall sensor on one side and a permanent magnet on the other side. A rotary vane cup, made of ferrous metal, is used to trigger the Hall effect switch. When the window of the vane cup is between the magnet and the Hall effect device, a magnetic flux field is completed from the magnet through the Hall effect device back to the magnet. As the vane passes through the opening, the flux lines are shunted through the vane and back to the magnet. A voltage is produced while the vane passes through the opening. When the vane clears the opening, the window causes the signal to go to 0 volts. The signal is then used by the EEC-IV system for crankshaft position sensing and the computation of the desired spark advance based on the engine demand and calibration. The voltage distribution is accomplished through a conventional rotor, cap and ignition wires. GENERAL TESTING - Spark Plug Wire Resistance
Whenever the high tension wires are removed from the plugs, coil, or distributor, silicone grease must be applied to the boot before reconnection. Use a clean small screwdriver blade to coat the entire interior surface with Ford silicone grease D7AZ-19A331-A, Dow Corning #111, or General Electric G-627. Use spark plug wire removal pliers, or grasp firmly at the boot (not the wire itself) and remove the wires from the plugs, then remove the distributor cap. Measure the resistance through the distributor cap at that end. Resistance on these wires must not exceed 5,000 ohms per foot. Do not pierce any ignition wire for any reason. Measure only from the two ends. Adjustments - The air gap between the armature and magnetic pick-up coil in the distributor is not adjustable, nor are there any adjustment for the amplifier module. Inoperative components are simply replaced. Any attempt to connect components outside the vehicle may result in component failure. - TROUBLESHOOTING THE TFI-IV SYSTEM; After performing any test which requires piercing a wire with a straight pin, remove the straight pin and seal the holes in the wire with silicone sealer. Wiring Harness - Disconnect the wiring harness connector from the TFI module; the connector tabs must be PUSHED to disengage the connector. Inspect the connector for damage, dirt, and corrosion. Attach the negative lead of a voltmeter to the base of the distributor. Attach the other voltmeter lead to a small straight pin. With the ignition switch in the RUN position, insert the straight pin into the No. 1 terminal of the TFI module connector. Note the voltage reading. With the ignition switch in the RUN position, move the straight pin to the No. 2 connector terminal. Again, note the voltage reading. Move the straight pin to the No. 3 connector terminal, then turn the ignition switch to the START position. Note the voltage reading then turn the ignition OFF .
The voltage readings should all be at least 90 percent of the available battery voltage. If the readings are okay, proceed to the Stator Assembly and Module test. If any reading is less than 90 percent of the battery voltage, inspect the wiring, connectors, and/or ignition switch for defects. if the voltage is low only at the No. 1 terminal, proceed to the ignition coil primary voltage test. Stator Assembly and Module - Remove the distributor from the engine. Remove the TFI module from the distributor. Inspect the distributor terminals, ground screw, and stator wiring for damage. Repair as necessary. Measure the resistance of the stator assembly, using an ohmmeter. If the ohmmeter reading is 800-975 ohms, the stator is okay, but the TFI module must be replaced. If the ohmmeter reading is less than 800 ohms or more than 975 ohms; the TFI module is okay, but the stator module must be replaced. Repair as necessary and install the TFI module and the distributor. - Primary Circuit Continuity; This test is performed in the same manner as the previous Wiring Harness test, but only the No. 1 terminal conductor is tested (ignition switch in Run position). If the voltage is less than 90 percent of the available battery voltage, proceed to the coil primary voltage test..."
Source: by Chilton via autozone.com
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Thick Film Ignition (TFI) Module Bypass Installation in a 78
Source: by broncomatt (Matt) at Carolina Broncos
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Thick Film Ignition (TFI) Module Replacement pics in a 90
Source: by FordXFord ( G.A.B.Y.) at SuperMotors.net
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Thick Film Ignition (TFI) Tester Overview & pic; "...This is a TFI tester. Don’t expect a wonder tool for diagnosis of intermittent TFI problems. This tool will only show a completely failed module or a TFI that will start a vehicle. I haven’t seen any TFI testers that will show a partly failed or intermediate problem. You connect a 9-volt battery and the TFI in question. Then you touch the yellow clip to the Stator pins. An LED will come on if it’s a “good” TFI and no light if it’s failed. A better test is to check the fuel pump relay when cranking the engine over. Not the 2 second run after the key is turned on, but while cranking the engine. If the fuel pump relay kicks on when cranking, the TFI & Stator are good..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Thick Film Ignition (TFI) Troubleshooting Worksheet
Source: by therangerstation.com
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Thick Film Ignition (TFI) Wrench Overview & pic; "...This wrench is the only way to remove and replace a TFI module. It is a special 7/32¡È (5.5mm) socket with a very thin wall. The older design is smaller and used with a ¨ù inch drive socket set. The design changed to this newer model with plastic handle. In some rare occasions the TFI bolts will have a T-20 head; you can get a top of the line ratcheted TFI tool that has a 7/32¡È (5.5mm) end and a T-20 end. The TFI never needs to be torqued down with a socket set, so the simple plastic handle design is great and simple to use. To remove the TFI simply remove the two bolts, and slide the module downward. You MUST slide the TFI down before you pull it away from the distributor or it won¡¯t come off correctly..."
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Tools (ad)
Source: by arizonatools.com
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Top Dead Center (TDC); "...Remove the #1 spark plug (pass-side front) Get a long-handled ratchet and socket set up on the crankshaft bolt. Cover the spark plug hole with a finger and begin rotating the crankshaft clock-wise. As you begin to feel pressure under your finger, you now know that he #1 cylinder is on the compression stroke, and that hte spark plug will fire just before TDC. Now look at the timing marks on the crankshaft damper and align the 0/TDC mark with the pointer. Remove your distributor cap. The rotor should now be pointing at he terminal for #1 cylinder. Mark the cap extension on the outside inline with where the rotor is pointing. Check to see if the terminal on the cap lines up with this mark. If not, loosen and rotate the distributor a little until a terminal lines up with the rotor. This terminal will be where your #1 spark plug cable goes. As your 302 SHOULD use the later firing order, start with that order installing the wires counter-clockwise (ccw.) Reinstall all previously removed components. BE SURE TO REMOVE THE RATCHET FROM THE CRANKSHAFT!! Start the engine. It should now run fairly smoothly. If not, double check your firing order and direction. It's very easy to mix-up the wires fro the pass-side of the engine due to the intake upper manifold.."
Source: by Mr. G at FSB
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Troubleshooting Tips, Distributor-Mounted "1. Verify charging system operation; specifically, charging voltage.
2. Verify ignition system operation; specifically, there are no open or disconnected plug wires.
3. Remove distributor cap and inspect connections where TFI module hooks to the Hall Effect Switch connector. If there is any sign of deterioration at the connector, the Hall Effect pickup must be replaced. Crankcase vapors are forced into the distributor due to excessive crankcase pressure due to a worn engine or an improperly maintained PCV system. The crankcase vapors cause deterioration of the insulation around the connectors causing the module to short out."
Source: by napaechlin.com
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Troubleshooting Tips, Distributor-Mounted "1. Verify charging system operation; specifically, charging voltage.
2. Verify ignition system operation; specifically, there are no open or disconnected plug wires.
3. Remove distributor cap and inspect connections where TFI module hooks to the Hall Effect Switch connector. If there is any sign of deterioration at the connector, the Hall Effect pickup must be replaced. Crankcase vapors are forced into the distributor due to excessive crankcase pressure due to a worn engine or an improperly maintained PCV system. The crankcase vapors cause deterioration of the insulation around the connectors causing the module to short out."
Source: by niehoff.com
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Troubleshooting, Overview & Operation; "...Ford calls this electronic ignition the Thick Film Integrated-IV (TFI-IV) ignition system. The TFI module is also known as the Ignition Control Module (ICM) which reports engine position and rpm to the PCM. The PCM then determines the proper spark timing and advance, and returns a reference signal to tell the TFI module to switch the coil, thereby creating a spark. The PCM used on these vehicles is referred to by Ford as the Electronic Engine Control-IV (EEC-IV) module..." most is applicable to Broncos, read more
Source: by therangerstation.com
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Tuning with a Vacuum Gauge
Source: by classicinlines.com
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Wiring Diagram in an 86
Source: by Xris at SuperMotors.net
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Wiring Diagram in an 86 & Ford truck
Source: by Agnem (The Moosestang) at webshots.com
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Wiring Diagram, TFI in an 88
Source: by Dustin S (Dustball, Mellow Yellow, Mr. Laser Boy) at ylobronc.users.superford.org
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Wiring Diagrams (Partial, Bronco similar) for F 150 in 86, 89, 91 & 95; EEC, Start/Ignition, EFI/Fuel System, Emissions, E4OD, AOD/C6 (+ clutch interlock switch), etc. from Electrical & Vacuum Troubleshooting Manual (EVTM)
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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Wiring Harness & Component Location Diagram, Ford Part Numbers, Depictions, etc. from Ford Workshop Manual in 96 Bronco, F-150, F-250, F-350, F-Super Duty Chassis Cab & Motorhome Chassis; use your Browser's SEARCH (or FIND) function to locate what you seek in each Diagram, such as Air Bag or E4OD, etc.
Source: by Ford via thedieselstop.com
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