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Home Bronco TSB Summaries Recent Updates Gallery Submit A Link Unique Visitors: 207187	FORD BRONCO -> IGNITION; plugs/wires, distributors, MSD, firing orders; switch & ignition actuator rod, TSBs... -> Ignition 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 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. Select A Link: 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 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 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 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 DTC 18 - Profile Ignition Pickup (PIP) Source: by Matthew W at autorepair.about.com DTC 18 or 212; Ignition Diagnostic Monitor (IDM) Source: by Joe D via fordfuelinjection.com 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 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 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 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 at FSB 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 (Al M) at FSB DTC 49 & Possible Causes; Spark Timing has defaulted to 10 degrees before top dead center Source: by latechsho at Super High Output DTC P0300 Random-Multiple Cylinder Misfire Detected Source: by obd-codes.com DTCs 2 digits Source: by Tomco Inc. tomco-inc.com DTCs 2 digits & some Possible Causes Source: by Geargambler at svtsnake.com DTCs 2 digits & some Possible Causes; MANY CODES! Source: by whateverittakesracing.com DTCs 3 digits Source: by Geargambler at svtsnake.com DTCs 3 digits Source: by whateverittakesracing.com EEC-IV Self Test Connector Pin-Out Diagrams & Color Codes Source: by miesk5 at FSB Electrical and Vacuum Troubleshooting Manual (EVTM) Partial, (Bronco similar for many diagrams), F 150 for 86, 89 & 91; 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 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 Steve83 (Steve, That dirty old truck) at SuperMotors.net Ignition Diagnosis, Ford Source: by Wells wellsmfgcorp.com 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 Ignition Diagnostic Monitor Troubleshooting (dn file) Source: by Ryan M (Fireguy50) at fordfuelinjection.com 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 at FSB OBD II Code Reader Overview & pic Source: by Ryan M (Fireguy50) at fordfuelinjection.com 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 Scan Tool Won’t Initiate Self-Tests; Vehicle Battery goes Dead, malfunctioning Electronic Engine Control (EEC) Relay in a 92 Source: by Jeremy M (Big 92, jermil01) & miesk5 at FSB Self Test & Diagnostic Trouble Codes (DTCs) 2 & 3 digits, Bronco & Ford "...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. To accomplish this, the engine should be at normal operating temperature..." Source: by Steve via Havack (Ben P) at broncodata.com via web.archive.org 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 at FSB 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 Test Using Actron Ignition Module & Engine Sensor Tester Source: by actron.com 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 TFI Module Diagnostics Manual Source: by broncoii.org TFI Module Failure, Troubleshooting Tips, Distributor-Mounted Source: by niehoff.com TFI Module Failure, Troubleshooting Tips, Distributor-Mounted Source: by napaechlin.com 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 TFI Module, Profile Ignition Pickup (PIP) System Diagnostic Tree & Resistance Values Source: by Vincent C at autorepair.about.com Thick Film Ignition (TFI) Troubleshooting Worksheet Source: by therangerstation.com 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 Troubleshooting Intermittent Problems (TFI Failure, EGR, etc.) Source: by Larry C at Underhood Service via aa1car.com Troubleshooting Topics, Various Source: by Techs at fordgenie.com 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