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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
-> Troubleshooting
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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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"...There are two types of EEC Self-Tests, Key On Engine Off (KOEO) and Key On Engine Running (KOER). While both of these will test for various "hard faults" that are present when the test is run, the processor continuously monitors various operating parameters whenever the engine is running. If the processor detects a problem, it will store a "Continuous Memory" code and light the MIL. These Continuous Memory codes are put out during KOEO Self-Test after any codes associated with hard faults are output. Self-Test Codes are displayed by flashing the MIL. They are also output as voltage pulses on the Self-Test Output (STO) circuit in the Self-Test connector. In either Self-Test mode, all codes are output twice and in KOEO, the hard fault codes are separated from the Continuous Memory codes by a "separator" pulse. technician that is unfamiliar with the EEC Self-Test can mistakenly believe that continuous Memory codes are not present when they really are. He may run KOER Self-Test and get a pass code (111) and not realize that KOEO Self-Test must be run to receive any Continuous Memory codes. He may run KOEO Self-Test while counting MIL flashes and misinterpret the repeated hard fault pass code (111) to mean that Continuous Memory does not contain any codes...." READ MORE; ; MIESK5 NOTE: Make sure A/C is off and transmission is in Park (automatic) or Neutral (manual), release clutch; run it around to heat the engine up and shift thru all gears incl Reverse. then; turn off all accesories/lights, etc. Do Key On Engine Off (KOEO) portion first. For Key On Engine Running (KOER) portion, the engine has to be @ normal operating temp. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Ford via Miesk5 at broncolinks.com
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Check Engine Light (CEL) Overview in 92-96; "...The check engine warning indicator comes on when the electronic engine control system is not working properly. The check engine warning indicator comes on briefly when the ignition switch lock cylinder is turned to ON, and should turn off when the engine starts. If the check engine warning indicator does not come on when the ignition switch lock cylinder is turned to ON or if it comes on while the vehicle is moving, the system is malfunctioning..." read more
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Cylinder Balance Test; NOTE: This test is only available on 95 Bronco w/1995 CA/MAF/SFI PCM (BIO0) & 96 Bronco; & Sequential Fuel Injection (SFI) Engines. "...The Cylinder Balance test on the 5.0L SEFI and 5.0L SEFI MA vehicles is designed to aid in the detection of a noncontributing cylinder. The Cylinder Balance test, first reads engine rpm, with all injectors activated. Next, each injector is turned "off and on," one at a time. The rpm drop that results, if any, is then read. These two rpm's are compared to verify that the rpm drop was greater than a calibrated level. The Cylinder Balance Test service codes correspond with cylinder number followed by a "O" on a scanner. Example 20 = cyl #2. 1. Perform Engine Running Self-Test. 2. After the last repeated service code is received, wait 5-10 seconds. 3. Lightly depress and release throttle (not wide-open throttle) within two mintutes of the last repeated service code. 4. Cylinder Balance Test will be per formed at the first test level.Test time is approximately three minutes..." read more
Source: by Tomco Inc. tomco-inc.com
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Detonation and/or Malfunction Indicator Lamp (MIL) Illumination with DTCs 332, P1407, and/or P1408 May Occur Under Normal Driving Conditions TSB 96-23-4 for Various Cars; Just because the vehicle is not listed in the TSB doesn’t mean you may not have a clogging problem; Figures are missing see Tomco Link Titled, DTC 332, P1407 and P1408 or detonation
Source: by Ford via way2old at fordforum.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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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)
Source: by Joe D via fordfuelinjection.com
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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 in 93-95 (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT)
Source: by Ford via justanswer.com
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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..."
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
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..."
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 P0300 Random; Multiple Cylinder Misfire Detected; Symptoms, Causes & Possible Solutions
Source: by obd-codes.com
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DTC P0300, P0302, P030X, Random; Multiple Cylinder Misfire Detected; Symptoms, Causes & Possible Solutions
Source: by miesk5 at FSB
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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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DTCs 2 & 3 digits & some Possible Causes, MANY CODES!
Source: by Bruce, Alan & Tony at troublecodes.net/Ford/
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DTCs 2 & 3 digits & some Possible Causes, MANY CODES!
Source: by minivanmadness via web.archive.org
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DTCs 2 digits
Source: by Tomco Inc. tomco-inc.com
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DTCs 2 digits & some Possible Causes
Source: by Geargambler at svtsnake.com
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DTCs 2 digits & some Possible Causes, MANY CODES!
Source: by minivanmadness via web.archive.org
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DTCs 2 digits & some Possible Causes; MANY CODES!
Source: by whateverittakesracing.com
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DTCs 3 digits
Source: by Geargambler at svtsnake.com
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DTCs 3 digits
Source: by whateverittakesracing.com
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DTCs 3 digits & some Possible Causes, MANY CODES!
Source: by minivanmadness via web.archive.org
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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 Self Test Connector pic in a 95 (near driver's side hood hinge)
Source: by s8c2 (the wagon) at SuperMotors.net
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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"
Source: by Ford via merkurencyclopedia.com
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EEC-IV SELF TEST - COMPREHENSIVE & Connector Location pic, Bronco & Ford; miesk5 NOTE, The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks. Self-Test Output (STO) is the Pin in the Lt gray Connector and Signal Return Ground (SIGRET) is Pin E in black Connector; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. then; turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or Neutral (manual), release clutch. Do Key On Engine Off (KOEO) portion first. For Key On Engine Running (KOER) portion, the engine has to be @ normal operating temp. Look Codes up in my broncolinks.com site using the new Search function.
Source: by dabranco at FSB
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EEC-IV Self Test Connector Pin-Out Diagrams & Color Codes
Source: by miesk5 at FSB
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Electrical and Vacuum Troubleshooting Manual (EVTM) Partial, (Bronco similar for many diagrams), F 150 for 86, 89, 91 & 95; EEC, Start/Ignition, EFI/Fuel System, Emissions, E4OD, AOD/C6 (+ clutch interlock switch), etc. Wiring Diagrams
Source: by Ford via Ryan M (Fireguy50) at fordfuelinjection.com
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Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or DTC 211, TSB 95-15-11 in 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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Ignition Diagnosis, Ford
Source: by Wells wellsmfgcorp.com
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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); "...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 Troubleshooting (dn file)
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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Intermittent No-Spark: Spark w/SPOUT Connector Un-Plugged, but Falter and/or No-Spark w/SPOUT Connected (similar to Hesitation, Stumble, Stall, Miss, No Start, No Spark); "It seems that the insulation around many PIP sensors breaks down prematurely - a condition that leads to shorting of the wires leading to the TFI ignition module. I always replace a PIP sensor along with a defective ignition module, if it has "soft" insulation..."; etc. (for a Ranger, but similar); Note, site won't allow you to return to this page, so open URL in a new Window; SEE Hesitation, Stumble, Stall, Miss, No Start, No Spark and/or DTC 211, TSB 95-15-11 for 93-95 (Shorts in Profile Ignition Pickup (PIP) & Spark Output (SPOUT) by Ford via Steve83 at http://www.supermotors.net/vehicles/registry/media/470468
Source: by Brian M at asashop.org
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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 by 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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OBD II Code Reader Overview & pic
Source: by Ryan M (Fireguy50) at fordfuelinjection.com
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OBD II Test Connector Location pic in a 96; Boss Has a cord plugged into it (end rolled up on tranny hum carpet) in this pic; is under of ashtray, to right
Source: by bossind (boss, Steve) at FSB
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OBD II Test Connector Location pic in a 96; Boss Has a cord plugged into it (end rolled up on tranny hum carpet) in this pic; is under of ashtray, to right
Source: by bossind (boss, Steve) at SuperMotors.net
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Repair Manual, Mostly Chilton; many local library's offer free online access for their members; just log-in w/your library Card # and password; incl. all Broncos, & many MAKES! 1951 to 2009; some years (85-96, I believe) include: FULL Technical Service Bulletins and Recalls, Labor Hours per repair (plug in appl info); Wiring Diagrams, Vacuum Diagrams (in DRIVEABILITY AND EMISSIONS CONTROLS Section), Specifications (torques, etc.) & Maintenance Intervals
Source: by arrc.epnet.com
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Scan Tool Won’t Initiate Self-Tests; malfunctioning Electronic Engine Control (EEC) Relay in a 92; Jeremy wrote on Page 2; "...I was able to get codes the old fashioned way by counting the flashes on dashboard, so I think that would eliminate any prospect of it being something in the wiring; ....As luck would have, it appears that changing out the old EEC relay did the trick. At first I didn't think it would. Instead of using wire from the self test connector to the battery, I plugged it directly into the connector on the tool and went through the KOEO code retreival process and lo and behold I got codes..I even got the KOER test to work as well..."
Source: by Jeremy M (Big 92, jermil01) & miesk5 at FSB
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Self Test & Diagnostic Trouble Codes (DTCs) 2 & 3 digits, Bronco & Ford miesk5 NOTE, The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks. Self-Test Output (STO) is the Pin in the Lt gray Connector and Signal Return Ground (SIGRET) is Pin E in black Connector; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. then; turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or Neutral (manual), release clutch. Do Key On Engine Off (KOEO) portion first. For Key On Engine Running (KOER) portion, the engine has to be @ normal operating temp. Look Codes up in my broncolinks.com site using the new Search function.
Source: by Steve via Havack (Ben P) at broncodata.com via web.archive.org
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Self Test - & Connector Location Info in an 86; "...My Test Connectors and Battery are on the "right side" (passenger) behind a black EGR Vacuum Reservoir, my BKO is an 86 but as long as the Code Reader and Test Connector Plugs are the same it should be fine..."
Source: by JKossarides ("The Bronco", Jean ) at FSB
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Self Test - & Connector Location pic in 84-86; "...located on R wheelwell near starter relay..."
Source: by Steve83 (Steve, That dirty old truck) at SuperMotors.net
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Self Test - & Connector Location Video in an 86; "...My Test Connectors and Battery are on the "right side" (passenger) behind a black EGR Vacuum Reservoir..."
Source: by JKossarides ("The Bronco", Jean) at SuperMotors.net
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SELF TEST - COMPREHENSIVE & Connector Location pics, Bronco & Ford; miesk5 NOTE, The self-test plugs were mounted on the passenger side fender on 1985-86 EFI trucks. Self-Test Output (STO) is the Pin in the Lt gray Connector and Signal Return Ground (SIGRET) is Pin E in black Connector; The engine temperature must be greater than 50°F (10°C) to pass the KOEO Self-Test and greater than 180°F (82°C) to pass the KOER Self-Test. Run it around to heat the engine up and shift thru all gears incl Reverse. then; turn off all accesories/lights, etc. Make sure A/C is off and transmission is in Park (automatic) or Neutral (manual), release clutch. Do Key On Engine Off (KOEO) portion first. For Key On Engine Running (KOER) portion, the engine has to be @ normal operating temp. Look Codes up in my broncolinks.com site using the new Search function.
Source: by BroncoJoe19 (Joe) at Ford Bronco Zone Forums
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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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Spark Plug Diagnostic Chart, General
Source: by freeautomechanic.com
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Test Using Actron Ignition Module & Engine Sensor Tester
Source: by actron.com
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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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Testing Wiring with a Multi Meter, General; Opens, Short, Voltage & Voltage Drop, Continuity & Diodes
Source: by freeautomechanic.com
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Testing, Overview & Diagram; "...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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TFI Module Diagnostics Manual
Source: by broncoii.org
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TFI Module Failure, Troubleshooting Tips, Distributor-Mounted
Source: by niehoff.com
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TFI Module Failure, Troubleshooting Tips, Distributor-Mounted
Source: by napaechlin.com
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TFI Module Gray or Black? Pattern Failures in the modules; driveability & no - start problems; 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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TFI Module, Profile Ignition Pickup (PIP) System Diagnostic Tree & Resistance Values
Source: by Vincent C at autorepair.about.com
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Thick Film Ignition (TFI) Troubleshooting Worksheet
Source: by therangerstation.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 Intermittent Problems (TFI Failure, EGR, etc.)
Source: by Larry C at Underhood Service via aa1car.com
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Troubleshooting Topics, Various
Source: by Techs at fordgenie.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 by creating a spark. The PCM used on these vehicles is referred to by Ford as the Electronic Engine Control-IV (EEC-IV) module..." read more
Source: by therangerstation.com
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Wire Color Code Abbreviation Chart; see post #4; BK Black, BL Blue, BR Brown, DB Dark Blue, DG Dark Green, GN Green, GY Grey, LB Light Blue, LG Light Green, N Natural, O Orange, P Purple, PK Pink, R Red, T Tan, V Violet, W White, Y Yellow
Source: by miesk5 at FSB
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