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distributor9296.jpg Distributor '92-96 (smallblock V8 shown; 4.9L similar)
IF THE IMAGE IS TOO SMALL, click it.
Smallblock distributors use Hold-Down Clamp [url=https://www.amazon.com/dp/B0011DZW9E/]Motorcraft DZ410[/url]
V8s use Motorcraft Distributor (5.8L) DA2065; [url=https://www.amazon.com/dp/B000C5HILM/](5.0L AT) DA2064[/url]; (5.0L MT) DA2063, Cap [url=https://www.amazon.com/dp/B000BYGJ96/]DH411B[/url], & Rotor [url=https://www.amazon.com/dp/B000BYEQG4/]DR374B[/url]
4.9Ls use Motorcraft Distributor DA2061, PIP/Stator [url=https://www.amazon.com/dp/B000BYB7J8/]DU50[/url], Cap [url=https://www.amazon.com/dp/B000BYGJ9Q/]DH434[/url], & Rotor [url=https://www.amazon.com/dp/B000BYGJ4Q/]DR375A[/url]
For installation, scroll to the bottom of this caption.

TFI-IV (DI) E-core Coil Specs:
Ignition coil primary resistance (POS to NEG input terminals): 0.3-1.0 Ohms
Ignition coil secondary resistance (output post to either input): 8-11.5 KOhms
Ignition coil E-core to any terminal: >10 KOhm (open circuit)
V8s use Coil [url=https://www.amazon.com/dp/B000BYB7EI/]Motorcraft DG470[/url]
4.9Ls use Coil MotorCraft DG434, but I use a junkyard V8 coil on mine with no apparent problems

Spark plug & coil wires should measure ~7KOhm/foot from the terminal inside the distributor cap to the terminal in the boot that slips over the spark plug.

[url=https://www.supermotors.net/registry/media/919936][img]https://www.supermotors.net/getfile/919936/thumbnail/plugwireresistance.jpg[/img][/url] . [url=https://www.supermotors.net/registry/2742/60441-4][img]https://www.supermotors.net/getfile/577694/thumbnail/spkplug07.jpg[/img][/url]

Whenever a high-tension ignition wire is removed from a spark plug, the distributor cap, or the coil to perform a maintenance operation, Silicone Dielectric Compound must be applied to the boot before reconnection. Using a small clean screwdriver, apply a thin layer of Silicone Dielectric Compound on the entire interior surface of the boot.  Do not apply compound to metal terminals.

'87-91 similar
[url=https://www.supermotors.net/registry/media/833749][img]https://www.supermotors.net/getfile/833749/thumbnail/distributor8791.jpg[/img][/url]

NOTE: Disconnecting the start wire at the starter relay with the key on will cause the TFI-IV ICM to revert to start mode timing after the vehicle is started. Reconnecting the start wire after the vehicle is running will NOT correct the timing. Use the ignition key only to start the vehicle for adjusting base timing.

TORQUE SPECIFICATIONS
Distributor Hold-Down Bolts 23-34 N-m, 17-25 Lb-Ft
Stator Assembly Screws 1.7-4.0 N-m, 15-35 In-Lb
Spark Plugs, 4.9L 20-27 N-m, 15-20 Lb-Ft
Spark Plugs (except 4.9L) 9-20 N-m, 7-15 Lb-Ft
ICM-to-Heatsink Screws 1.7-4.0 N-m, 15-35 In-Lb
ICM/Heatsink-to-Left Fender Screws 9-14 N-m, 80-124 In-Lb
Distributor Cap Hold-down Screws 2.0-2.6 N-m, 18-23 In-Lb
Octane Rod Retaining Screw 1.7-4.0 N-m, 15-35 In-Lb
Distributor Adapter to Base 2.8-4.0 N-m, 25-35 In-Lb
Armature Retaining Screws 1.7-4.0 N-m, 15-35 In-Lb
Taperset Hex Body 68 N-m, 50 Lb-Ft

The distributor ignition system has two distinct configurations. In the first configuration (~'85-91), the ICM is mounted on the distributor and has three pins which plug into the hall effect Camshaft Position Sensor--CMP (PIP sensor) inside the distributor. This configuration is called distributor mounted ICM. The ICM on the second ('92-96), remote mount ICM, is not mounted on the distributor but in another location within the engine compartment.  Within the '92-96 range, there are additional distinctions for push-start vs. CCD ignition; and in V8s, flat-tappet (w/cast iron gear) vs. roller lifter (F4TZ-12127-A w/steel gear).

The components of both configurations consist of the ICM, distributor, CMP (hall effect PIP) sensor, and E-core ignition coil. The distributor used on the distributor mounted ICM configuration is called a Universal Distributor and has an opening in it through which the pins of the ICM plug into the CMP (PIP) sensor. On the remote mount configuration, a Sealed Distributor is used. The CMP (hall effect PIP) sensor is located inside the distributor on both configurations. Note also that there are no mechanisms on either distributor for centrifugal or vacuum advance.

The CMP (hall effect PIP) sensor inside the distributor responds to a rotating metallic shutter on the distributor shaft and produces a digital PIP signal. This signal provides base timing information and is an indication of engine speed (rpm) and position (though NOT cylinder ID). Note that since the shutter is mounted on the distributor shaft, two revolutions of the engine crankshaft are required to fire each spark plug once. This is because the camshaft & distributor rotate at half the crankshaft speed.

The internal circuitry of the ICM will have one of two possible arrangements: push-start (gray; ~'85-93), or computer controlled dwell (CCD) (black; '94-96)). NOTE THAT MOST AFTERMARKET MODULES ARE GRAY,  regardless of type or year.  If the ICM connector has a R/LB wire between the R/LG & Pk (pin #3), it's push-start (E8DZ-12A297-A or E7DF-12A297-A2A / Motorcraft DY-533); if the wire is Y/Bk, it's CCD (F1PZ-12A297-A or F1SF-12A297-C1A / Motorcraft DY-679). 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 drivability problems and DTCs (Diagnostic Trouble Codes) 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 DTCs for the IDM circuit, as the gray TFI 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.

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 and to the TFI module. The EEC processes this signal and sends out another battery voltage, 50% duty cycle square wave, called the SPOUT signal, to the TFI module. The SPOUT signal, short for SPark OUTput, is a digital signal generated by the EEC providing spark angle information to the ICM. The SPOUT signal on the push-start system controls only the firing of the coil. The falling edge of the SPOUT signal is ignored. The push-start system allows for increased dwell, or coil ON time, when starting the engine. The ICM on this system determines when to turn the coil ON based upon engine rpm information. The coil is then fired, or turned OFF, whenever a rising edge of a SPOUT signal is encountered. Ignition dwell with the Push Start (gray module) system is controlled by the TFI module alone, and increases with engine rpm. 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 EEC. If the TFI module does not receive the SPOUT signal, it will fire the coil at the rising edge of the PIP signal, and the vehicle will run at base timing. This is true on all TFI systems. The start input on pin #4 of the Push-start TFI module 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. 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. The EEC monitors this circuit to verify a coil firing for each PIP signal, and sets DTCs if it sees missing or erratic signals.

The SPOUT signal for the CCD system is same as in the push start except that the falling edge is now used to control the time at which the coil is turned ON. 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 (to begin dwell). 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 EEC. The coil ON duration (dwell) for this system is thus entirely controlled by the SPOUT signal. The ICM does not internally determine when to turn the coil ON as it does on the push start system. It responds directly to the SPOUT signal it receives.  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 TFI module to pin #4 on the EEC. 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.

In the case that the SPOUT signal circuit opens from the PCM (as during tune-ups), the CCD ICM will use the PIP signal to fire the coil. This results in a fixed spark angle and fixed dwell.
NOTE: COMPUTED TIMING IS EQUAL TO BASE TIMING PLUS 20 degrees BTDC plus or minus 3 degrees.

The Ignition Diagnostic Monitor (IDM) circuit of the CCD system is also known as the Filtered Tachometer Output (FTO), but it is not actually used as an output to the tachometer.

See also:
[url=https://www.fourdoorbronco.com/board/showthread.php?t=5226]Automotive Terms & Abbreviations[/url]
[url=https://www.supermotors.net/registry/media/470468][img]https://www.supermotors.net/getfile/470468/thumbnail/tsb951511pipstall.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/901696][img]https://www.supermotors.net/getfile/901696/thumbnail/eecburned9258e4oda2z.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/509700][img]https://www.supermotors.net/getfile/509700/thumbnail/tfidatedefective.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/762729][img]https://www.supermotors.net/getfile/762729/thumbnail/firingorderi6.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/470416][img]https://www.supermotors.net/getfile/470416/thumbnail/sparkwireroute94up_5l.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/470415][img]https://www.supermotors.net/getfile/470415/thumbnail/sparkwireroute8793_5l.jpg[/img][/url]
____________________________________________________________________________
[url=https://www.supermotors.net/vehicles/registry/media/449785][img]https://www.supermotors.net/getfile/449785/thumbnail/hayneses.jpg[/img][/url]

The ignition diagnostic procedure in the Haynes manual (even those that claim to apply to '96 trucks) is strictly for [url=https://www.fordf150.net/forums/viewtopic.php?f=21&t=120126]the push-start system[/url], shown on the LEFT of the diagram above.  The procedure below is strictly for the CCD system, shown on the RIGHT.

CCD Testing:

AA1 WERE TESTS IN EEC-IV QUICK TEST COMPLETED
- Were all tests accomplished according to EEC-IV Quick Test procedures?
[url=https://www.supermotors.net/registry/media/245234][img]https://www.supermotors.net/getfile/245234/thumbnail/dlc-eeciv.jpg[/img][/url]
Yes: GO to AA2.
No: REFER to Section 2A, Diagnostic Routines.

AA2 CHECK FOR GOOD BATTERY
- Is battery voltage greater than 12 volts DC with the key on?
[url=https://www.supermotors.net/registry/2742/69178-4][img]https://www.supermotors.net/getfile/723279/thumbnail/07done.jpg[/img][/url]
Yes: GO to AA3.
No: SERVICE battery.

AA3 CHECK FOR SPARK AT COIL DURING CRANK
- Using an Air Gap Spark Tester or a Neon Bulb Spark Tester or equivalent, check for spark during crank at coil wire.
- Was spark present during crank?
Yes: GO to AA9.
No: GO to AA4.

AA4 CHECK FOR TFI POWER
- Key off.
- Connect TFI diagnostic harness to EEC breakout box, connect BAT- lead to negative post of battery, and connect TFI module tee to TFI module and vehicle harness.
- Do not connect BAT  lead of TFI diagnostic harness to battery.
CAUTION: Do not connect EEC processor to EEC breakout box when it is used with TFI diagnostic harness.
- Make sure PIP OPEN/NORMAL/SPOUT OPEN switch on TFI diagnostic harness is in the NORMAL position.
- Use TFI overlay on breakout box.
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between J5 (TFI PWR) and J7 (BAT-) at breakout box.
- Is voltage greater than 10 volts DC?
Yes: GO to AA5.
No: SERVICE power open to TFI module in harness or connector. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA5 CHECK FOR PIP SIGNAL
- DVOM on 20 volt AC scale.
- Crank engine and measure voltage between J15 (PIP) and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?
[url=https://www.supermotors.net/registry/media/470468][img]https://www.supermotors.net/getfile/470468/thumbnail/tsb951511pipstall.jpg[/img][/url]
Yes: GO to AA6.
No: GO to AA11.

AA6 CHECK FOR SPOUT SIGNAL
- Crank engine and measure voltage between J10 (SPOUT) and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?
[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]
Yes: GO to AA7.
No: GO to AA18.

AA7 CHECK VBAT AT COIL
- Key off.
- Connect diagnostic harness coil tee to vehicle harness; do not connect diagnostic harness to coil.
- Key on.
- DVOM on 20 volt DC scale.
- Measure voltage between J2 (VBAT C) and J7 (BAT-).
- Is voltage greater than 10 volts DC?
Yes: GO to AA8.
No: SERVICE power open to coil in harness or connector. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA8 CHECK FOR COIL SIGNAL
- Key off.
- Connect BAT  lead of TFI diagnostic harness to positive post of battery.
- Connect 12 volt incandescent test lamp between J1 (BAT ) and J3 (COIL-).
- Key on.
- Crank engine.
- Did test lamp flash brightly?
Yes: REPLACE coil. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA27.

AA9 CHECK FOR SPARK AT ALL WIRES
- Using an Air Gap Spark Tester or Neon Bulb Spark Tester or equivalent, check for spark at all wires.
- Was spark present at all plugs during crank?
[url=https://www.supermotors.net/registry/2742/60441-4][img]https://www.supermotors.net/getfile/577690/thumbnail/spkplug03.jpg[/img][/url]
Yes: GO to AA10.
No: SERVICE distributor cap, rotor, plugs or plug wires. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA10 CHECK PLUGS
- Remove and check plugs for damage, wear, carbon deposits and proper plug gap.
- Are plugs OK?
[url=https://www.supermotors.net/registry/media/830768][img]https://www.supermotors.net/getfile/830768/thumbnail/sparkplugdiag.jpg[/img][/url]
Yes: Not an Ignition problem, REFER to Section 2A Diagnostic Routines.
No: SERVICE plugs. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA11 CHECK FOR PIP POWER AT PIP SENSOR
- Connect diagnostic harness PIP sensor tee to PIP sensor and vehicle harness.
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between: J22 (PIP PWR) and J7 (BAT-) if 8 pin PIP sensor connector or J27 (PIP PWR) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage greater than 10 volts DC?
[url=https://www.supermotors.net/registry/media/470468][img]https://www.supermotors.net/getfile/470468/thumbnail/tsb951511pipstall.jpg[/img][/url]
Yes: GO to AA12.
No: SERVICE power to PIP sensor in harness or connector. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA12 CHECK FOR PIP FROM PIP SENSOR
- Turn switch on diagnostic cable to PIP OPEN.
- DVOM on 20 volt AC scale.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: GO to AA13.
No: CHECK PIP sensor wiring.  If OK, REPLACE PIP sensor.
[url=https://www.supermotors.net/registry/media/1031122][img]https://www.supermotors.net/getfile/1031122/thumbnail/50pip1.jpg[/img][/url]
REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA13 CHECK PIP WITH TFI DISCONNECTED
- Key off.
- Turn switch on diagnostic cable to NORMAL.
- Disconnect diagnostic harness TFI module tee from TFI module only; leave TFI module tee connected to vehicle harness.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: REPLACE TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA14.

AA14 CHECK PIP WITH EEC PROCESSOR DISCONNECTED
- Disconnect EEC processor.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: REPLACE EEC processor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA15.

AA15 CHECK PIP A TO EEC PROCESSOR FOR SHORT HIGH
- Key off.
- Disconnect diagnostic harness PIP sensor tee from PIP sensor only; leave PIP sensor tee connected to vehicle harness.
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector- Is voltage less than 0.5 volt DC?
[url=https://www.supermotors.net/registry/media/470468][img]https://www.supermotors.net/getfile/470468/thumbnail/tsb951511pipstall.jpg[/img][/url]
Yes: For Systems B and F:
GO to AA16.
For all other Systems:
SERVICE PIP between PIP sensor and EEC processor or TFI module in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: For Systems B and F:
SERVICE PIP A between PIP sensor and EEC processor in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
For all other Systems:
SERVICE PIP between PIP sensor and EEC processor or TFI module in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA16 CHECK PIP B TO TFI FOR SHORT HIGH
- Key on.
- Measure voltage between J41 (PIP B) and J7 (BAT-).
- Is the voltage less than 0.5 volt DC?
Yes: GO to AA17.
No: SERVICE PIP B between PIP sensor and TFI module in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA17 CHECK PIP IN HARNESS FOR SHORT LOW
- Key off.
- DVOM on 20K ohm scale.
- Measure resistance between J41 (PIP B) and J7 (BAT-).
- Is resistance greater than 10K ohms?
Yes: SERVICE PIP A between PIP sensor and EEC processor in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: SERVICE PIP B between PIP sensor and TFI module in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA18 CHECK FOR SPOUT IN HARNESS
- Turn switch to SPOUT OPEN position on diagnostic harness.
- Crank engine and measure voltage between J10 (SPOUT) and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?
[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]
NOTE: Engine may start; continue diagnostics.
Yes: REPLACE TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA19.

AA19 CHECK FOR SPOUT HIGH
- Key off.
- Disconnect diagnostic harness TFI module tee from TFI module only; leave TFI module tee connected to vehicle harness.
- Turn switch to NORMAL on diagnostic harness.
- DVOM on 20 volt DC scale.
- Measure voltage between J10 (SPOUT) and J7 (BAT-), with key on.
- Is voltage less than 0.5 volt DC?
[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]
Yes: GO to AA21.
No: GO to AA20.

AA20 CHECK FOR SPOUT SHORT HIGH IN HARNESS
- Key off.
- Disconnect EEC processor.
- Measure voltage between J10 (SPOUT) and J7 (BAT-) with key on.
- Is voltage less than 0.5 volt DC?
[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]
Yes: GO to AA23.
No: SERVICE SPOUT between EEC processor and TFI module in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA21 CHECK FOR SPOUT SHORT LOW
- Key off.
- DVOM on 20K ohm scale.
- Measure resistance between J10 (SPOUT) and J7 (BAT-).
- Is resistance greater than 10K ohms?
[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]
Yes: GO to AA23.
No: GO to AA22.

AA22 CHECK FOR SPOUT SHORT LOW IN HARNESS
- Disconnect EEC processor.
- Measure resistance between J10 (SPOUT) and J7 (BAT-).
- Is resistance greater than 10K ohms?
[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]
Yes: GO to AA23.
No: SERVICE SPOUT between EEC processor and TFI module in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA23 CHECK FOR PIP OPEN IN HARNESS
- Key off.
- DVOM on 20 volt AC scale.
- Disconnect EEC processor.
- Crank engine and measure voltage between Pin 56 (PIP) of EEC processor harness connector and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?
Yes: GO to AA24.
No: GO to AA26.

AA24 CHECK IGN GND AT EEC PROCESSOR
- Key off.
- Reconnect diagnostic harness TFI module tee to TFI module.
- DVOM on 200 ohm scale.
- Measure resistance between Pin 16 (IGN GND) of EEC processor harness connector and J7 (BAT-) at the breakout box.
- Is resistance less than 5.0 ohms?
Yes: REPLACE EEC processor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA25.

AA25 CHECK FOR IGN GND AT PIP SENSOR
- Connect diagnostic harness PIP sensor tee to PIP sensor and vehicle harness.
- Measure resistance between: J35 (IGN GND) and J7 (BAT-) if 8 pin PIP sensor connector or J19 (IGN GND) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is resistance less than 5.0 ohms?
Yes: SERVICE IGN GND between EEC processor and PIP sensor in harness for open. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: SERVICE IGN GND wire or REPLACE PIP sensor. IGN GND open in PIP sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA26 CHECK PIP A AT PIP SENSOR
- Turn switch from NORMAL to PIP OPEN position.
- Connect diagnostic harness PIP sensor tee to PIP sensor and vehicle harness.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: SERVICE PIP open in harness between EEC module and PIP sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: SERVICE PIP wire or REPLACE PIP sensor. PIP open in PIP sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA27 CHECK FOR COIL- OPEN IN HARNESS
- Key off.
- Disconnect diagnostic harness TFI module tee from TFI module only; leave TFI module tee connected to vehicle harness.
- Disconnect BAT  lead of TFI diagnostic harness from battery.
- DVOM on 200 ohm scale.
- Measure the resistance between J3 (COIL-) and J4 (TFI COIL-).
- Is resistance less than 5.0 ohms?
Yes: GO to AA28.
No: SERVICE open coil- between TFI module and coil in harness. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA28 CHECK FOR COIL- SHORT LOW IN HARNESS
- Key off.
- DVOM on 20K ohm scale.
- Measure resistance between J3 (COIL-) and J7 (BAT-).
- Is resistance greater than 10K ohms?
Yes: GO to AA29.
No: SERVICE coil - short low in harness between coil and TFI module. Coil may be damaged. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA29 CHECK FOR COIL- SHORT HIGH IN HARNESS
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between J3 (COIL-) and J7 (BAT-).
- Is voltage less than 5.5 volts DC?
Yes: GO to AA30.
No: SERVICE coil - short high in harness between coil and TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA30 CHECK GND AT TFI MODULE
- Key off.
- DVOM on 200 ohm scale.
- Measure resistance between J9 (GND) and J7 (BAT-).
- Is resistance less than 5.0 ohms?
Yes: REPLACE TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA31.

AA31 CHECK GND AT PIP SENSOR
- Connect diagnostic harness PIP sensor tee to the PIP sensor and vehicle harness.
- Measure resistance between: J28 (GND) and J7 (BAT-) if 8 pin PIP sensor connector or J26 (GND) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is resistance less than 5.0 ohms?
Yes: SERVICE open GND in harness between PIP sensor and TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GND open in PIP sensor or connector. SERVICE GND wire or REPLACE sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
_______________________________________________________
Distributor Installation

I recommend keeping a trickle charger on the battery all the time until you get it running.  The Battery Tender (~$40 @ Sam's Club or Costco) or Battery Tender Jr. (~$35 on Amazon) are among the better ones.

The V8 timing marks are stamped into the edge of the harmonic balancer; I6 are bolted to the timing cover on the passenger side, between the smog pump & HB.  Use steel wool, a wire brush, or sandpaper if necessary to clean the the marks so they're clearly visible.  Use a socket & breaker bar to rotate the crankshaft if necessary.  The V8 timing pointer is bolted to the timing cover; I6 is a tiny notch stamped into the lip of the HB.

[url=https://www.supermotors.net/registry/media/965006][img]https://www.supermotors.net/getfile/965006/thumbnail/timing49.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/1048198][img]https://www.supermotors.net/getfile/1048198/thumbnail/04dist.jpg[/img][/url]

If you didn't set the engine to 0°TDC before pulling the distributor, remove the #1 spark plug (V8 RHF) and rotate the crankshaft until the pointer aligns with 0. Use a hose to blow into the spark plug hole - if it's easy, and you hear the air coming out the throttle body, rotate the crank 1 full rev back to 0, and recheck. If it's difficult (#1 compression stroke), and ALL the air comes out around the threads, drop a plastic drinking straw into the hole so it rests on the piston and rock the crankshaft gently to make sure you have the piston EXACTLY at top dead-center (straw as high as possible). Then re-check the pointer. If it's off, adjust it so it's dead-on 0. If the straw falls perceptibly, replace the balancer.

Set the cap into place on the distributor body and make a mark on the bowl directly under the #1 tower (should be molded into the cap).  Remove the cap, install the rotor on the dist shaft, & rotate the rotor so it points at the mark. With the dist bore clean & a light coat of clean motor oil on it & the dist O-ring, drop the dist into the bore so its connector points toward the wiring harness connector.  You'll have to wiggle the rotor to get the gear teeth to align AND the oil pump shaft to fit into the bottom of the dist. shaft.  When it drops all the way down, check if the dist body can be rotated so your mark moves to both sides of the rotor tip.  If not, raise it, & reset the rotor so it's centered in the mark's range of adjustment. Then loosely install the dist clamp & bolt so the dist can't rise, but it can be rotated with some effort.

Next, read this caption & check for timing chain/gear slop:

[url=https://www.supermotors.net/registry/media/542973][img]https://www.supermotors.net/getfile/542973/thumbnail/timingchainslack.jpg[/img][/url]

Replacing the gears is a BIG job that's best done by removing the engine, so don't dive into it on a whim.  But if it's worn out, the engine will never run right until it IS replaced.  Only you can decide since you're the one looking at it & paying for it.  When you're finished, set the HB to 0 and the dist with your mark directly under the rotor tip.

Then, install the cap & wires EXACTLY as shown in the appropriate diagram:

[url=https://www.supermotors.net/registry/media/470415][img]https://www.supermotors.net/getfile/470415/thumbnail/sparkwireroute8793_5l.jpg[/img][/url] . [url=https://www.supermotors.net/registry/media/762729][img]https://www.supermotors.net/getfile/762729/thumbnail/firingorderi6.jpg[/img][/url]

After checking everything (connectors, fluid levels, battery charge, rags hanging in the fan blades, etc.), put the key in RUN and use [url=https://www.amazon.com/dp/B0009XQUKW/]a starter relay trigger[/url] to crank the engine while you GENTLY work the distributor back & forth until it fires up.  When it does, use either a timing light (SPOUT pulled) or vacuum gauge to set the timing close while it warms up.

[url=https://www.supermotors.net/registry/media/829928][img]https://www.supermotors.net/getfile/829928/thumbnail/enginebay93lhr.jpg[/img][/url]

Then follow the instructions on the VECI label to set timing properly.

[url=https://www.supermotors.net/registry/media/858380][img]https://www.supermotors.net/getfile/858380/thumbnail/veci.jpg[/img][/url]
distributor9296.jpg | Hits: 34181 | Posted on: 10/30/10 | View original size (825.21 KB)

Distributor '92-96 (smallblock V8 shown; 4.9L similar)
IF THE IMAGE IS TOO SMALL, click it.
Smallblock distributors use Hold-Down Clamp Motorcraft DZ410
V8s use Motorcraft Distributor (5.8L) DA2065; (5.0L AT) DA2064; (5.0L MT) DA2063, Cap DH411B, & Rotor DR374B
4.9Ls use Motorcraft Distributor DA2061, PIP/Stator DU50, Cap DH434, & Rotor DR375A
For installation, scroll to the bottom of this caption.

TFI-IV (DI) E-core Coil Specs:
Ignition coil primary resistance (POS to NEG input terminals): 0.3-1.0 Ohms
Ignition coil secondary resistance (output post to either input): 8-11.5 KOhms
Ignition coil E-core to any terminal: >10 KOhm (open circuit)
V8s use Coil Motorcraft DG470
4.9Ls use Coil MotorCraft DG434, but I use a junkyard V8 coil on mine with no apparent problems

Spark plug & coil wires should measure ~7KOhm/foot from the terminal inside the distributor cap to the terminal in the boot that slips over the spark plug.

.

Whenever a high-tension ignition wire is removed from a spark plug, the distributor cap, or the coil to perform a maintenance operation, Silicone Dielectric Compound must be applied to the boot before reconnection. Using a small clean screwdriver, apply a thin layer of Silicone Dielectric Compound on the entire interior surface of the boot. Do not apply compound to metal terminals.

'87-91 similar


NOTE: Disconnecting the start wire at the starter relay with the key on will cause the TFI-IV ICM to revert to start mode timing after the vehicle is started. Reconnecting the start wire after the vehicle is running will NOT correct the timing. Use the ignition key only to start the vehicle for adjusting base timing.

TORQUE SPECIFICATIONS
Distributor Hold-Down Bolts 23-34 N-m, 17-25 Lb-Ft
Stator Assembly Screws 1.7-4.0 N-m, 15-35 In-Lb
Spark Plugs, 4.9L 20-27 N-m, 15-20 Lb-Ft
Spark Plugs (except 4.9L) 9-20 N-m, 7-15 Lb-Ft
ICM-to-Heatsink Screws 1.7-4.0 N-m, 15-35 In-Lb
ICM/Heatsink-to-Left Fender Screws 9-14 N-m, 80-124 In-Lb
Distributor Cap Hold-down Screws 2.0-2.6 N-m, 18-23 In-Lb
Octane Rod Retaining Screw 1.7-4.0 N-m, 15-35 In-Lb
Distributor Adapter to Base 2.8-4.0 N-m, 25-35 In-Lb
Armature Retaining Screws 1.7-4.0 N-m, 15-35 In-Lb
Taperset Hex Body 68 N-m, 50 Lb-Ft

The distributor ignition system has two distinct configurations. In the first configuration (~'85-91), the ICM is mounted on the distributor and has three pins which plug into the hall effect Camshaft Position Sensor--CMP (PIP sensor) inside the distributor. This configuration is called distributor mounted ICM. The ICM on the second ('92-96), remote mount ICM, is not mounted on the distributor but in another location within the engine compartment. Within the '92-96 range, there are additional distinctions for push-start vs. CCD ignition; and in V8s, flat-tappet (w/cast iron gear) vs. roller lifter (F4TZ-12127-A w/steel gear).

The components of both configurations consist of the ICM, distributor, CMP (hall effect PIP) sensor, and E-core ignition coil. The distributor used on the distributor mounted ICM configuration is called a Universal Distributor and has an opening in it through which the pins of the ICM plug into the CMP (PIP) sensor. On the remote mount configuration, a Sealed Distributor is used. The CMP (hall effect PIP) sensor is located inside the distributor on both configurations. Note also that there are no mechanisms on either distributor for centrifugal or vacuum advance.

The CMP (hall effect PIP) sensor inside the distributor responds to a rotating metallic shutter on the distributor shaft and produces a digital PIP signal. This signal provides base timing information and is an indication of engine speed (rpm) and position (though NOT cylinder ID). Note that since the shutter is mounted on the distributor shaft, two revolutions of the engine crankshaft are required to fire each spark plug once. This is because the camshaft & distributor rotate at half the crankshaft speed.

The internal circuitry of the ICM will have one of two possible arrangements: push-start (gray; ~'85-93), or computer controlled dwell (CCD) (black; '94-96)). NOTE THAT MOST AFTERMARKET MODULES ARE GRAY, regardless of type or year. If the ICM connector has a R/LB wire between the R/LG & Pk (pin #3), it's push-start (E8DZ-12A297-A or E7DF-12A297-A2A / Motorcraft DY-533); if the wire is Y/Bk, it's CCD (F1PZ-12A297-A or F1SF-12A297-C1A / Motorcraft DY-679). 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 drivability problems and DTCs (Diagnostic Trouble Codes) 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 DTCs for the IDM circuit, as the gray TFI 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.

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 and to the TFI module. The EEC processes this signal and sends out another battery voltage, 50% duty cycle square wave, called the SPOUT signal, to the TFI module. The SPOUT signal, short for SPark OUTput, is a digital signal generated by the EEC providing spark angle information to the ICM. The SPOUT signal on the push-start system controls only the firing of the coil. The falling edge of the SPOUT signal is ignored. The push-start system allows for increased dwell, or coil ON time, when starting the engine. The ICM on this system determines when to turn the coil ON based upon engine rpm information. The coil is then fired, or turned OFF, whenever a rising edge of a SPOUT signal is encountered. Ignition dwell with the Push Start (gray module) system is controlled by the TFI module alone, and increases with engine rpm. 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 EEC. If the TFI module does not receive the SPOUT signal, it will fire the coil at the rising edge of the PIP signal, and the vehicle will run at base timing. This is true on all TFI systems. The start input on pin #4 of the Push-start TFI module 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. 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. The EEC monitors this circuit to verify a coil firing for each PIP signal, and sets DTCs if it sees missing or erratic signals.

The SPOUT signal for the CCD system is same as in the push start except that the falling edge is now used to control the time at which the coil is turned ON. 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 (to begin dwell). 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 EEC. The coil ON duration (dwell) for this system is thus entirely controlled by the SPOUT signal. The ICM does not internally determine when to turn the coil ON as it does on the push start system. It responds directly to the SPOUT signal it receives. 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 TFI module to pin #4 on the EEC. 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.

In the case that the SPOUT signal circuit opens from the PCM (as during tune-ups), the CCD ICM will use the PIP signal to fire the coil. This results in a fixed spark angle and fixed dwell.
NOTE: COMPUTED TIMING IS EQUAL TO BASE TIMING PLUS 20 degrees BTDC plus or minus 3 degrees.

The Ignition Diagnostic Monitor (IDM) circuit of the CCD system is also known as the Filtered Tachometer Output (FTO), but it is not actually used as an output to the tachometer.

See also:
Automotive Terms & Abbreviations
. . . . .
____________________________________________________________________________


The ignition diagnostic procedure in the Haynes manual (even those that claim to apply to '96 trucks) is strictly for the push-start system, shown on the LEFT of the diagram above. The procedure below is strictly for the CCD system, shown on the RIGHT.

CCD Testing:

AA1 WERE TESTS IN EEC-IV QUICK TEST COMPLETED
- Were all tests accomplished according to EEC-IV Quick Test procedures?

Yes: GO to AA2.
No: REFER to Section 2A, Diagnostic Routines.

AA2 CHECK FOR GOOD BATTERY
- Is battery voltage greater than 12 volts DC with the key on?

Yes: GO to AA3.
No: SERVICE battery.

AA3 CHECK FOR SPARK AT COIL DURING CRANK
- Using an Air Gap Spark Tester or a Neon Bulb Spark Tester or equivalent, check for spark during crank at coil wire.
- Was spark present during crank?
Yes: GO to AA9.
No: GO to AA4.

AA4 CHECK FOR TFI POWER
- Key off.
- Connect TFI diagnostic harness to EEC breakout box, connect BAT- lead to negative post of battery, and connect TFI module tee to TFI module and vehicle harness.
- Do not connect BAT lead of TFI diagnostic harness to battery.
CAUTION: Do not connect EEC processor to EEC breakout box when it is used with TFI diagnostic harness.
- Make sure PIP OPEN/NORMAL/SPOUT OPEN switch on TFI diagnostic harness is in the NORMAL position.
- Use TFI overlay on breakout box.
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between J5 (TFI PWR) and J7 (BAT-) at breakout box.
- Is voltage greater than 10 volts DC?
Yes: GO to AA5.
No: SERVICE power open to TFI module in harness or connector. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA5 CHECK FOR PIP SIGNAL
- DVOM on 20 volt AC scale.
- Crank engine and measure voltage between J15 (PIP) and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?

Yes: GO to AA6.
No: GO to AA11.

AA6 CHECK FOR SPOUT SIGNAL
- Crank engine and measure voltage between J10 (SPOUT) and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?

Yes: GO to AA7.
No: GO to AA18.

AA7 CHECK VBAT AT COIL
- Key off.
- Connect diagnostic harness coil tee to vehicle harness; do not connect diagnostic harness to coil.
- Key on.
- DVOM on 20 volt DC scale.
- Measure voltage between J2 (VBAT C) and J7 (BAT-).
- Is voltage greater than 10 volts DC?
Yes: GO to AA8.
No: SERVICE power open to coil in harness or connector. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA8 CHECK FOR COIL SIGNAL
- Key off.
- Connect BAT lead of TFI diagnostic harness to positive post of battery.
- Connect 12 volt incandescent test lamp between J1 (BAT ) and J3 (COIL-).
- Key on.
- Crank engine.
- Did test lamp flash brightly?
Yes: REPLACE coil. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA27.

AA9 CHECK FOR SPARK AT ALL WIRES
- Using an Air Gap Spark Tester or Neon Bulb Spark Tester or equivalent, check for spark at all wires.
- Was spark present at all plugs during crank?

Yes: GO to AA10.
No: SERVICE distributor cap, rotor, plugs or plug wires. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA10 CHECK PLUGS
- Remove and check plugs for damage, wear, carbon deposits and proper plug gap.
- Are plugs OK?

Yes: Not an Ignition problem, REFER to Section 2A Diagnostic Routines.
No: SERVICE plugs. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA11 CHECK FOR PIP POWER AT PIP SENSOR
- Connect diagnostic harness PIP sensor tee to PIP sensor and vehicle harness.
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between: J22 (PIP PWR) and J7 (BAT-) if 8 pin PIP sensor connector or J27 (PIP PWR) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage greater than 10 volts DC?

Yes: GO to AA12.
No: SERVICE power to PIP sensor in harness or connector. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA12 CHECK FOR PIP FROM PIP SENSOR
- Turn switch on diagnostic cable to PIP OPEN.
- DVOM on 20 volt AC scale.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: GO to AA13.
No: CHECK PIP sensor wiring. If OK, REPLACE PIP sensor.

REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA13 CHECK PIP WITH TFI DISCONNECTED
- Key off.
- Turn switch on diagnostic cable to NORMAL.
- Disconnect diagnostic harness TFI module tee from TFI module only; leave TFI module tee connected to vehicle harness.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: REPLACE TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA14.

AA14 CHECK PIP WITH EEC PROCESSOR DISCONNECTED
- Disconnect EEC processor.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: REPLACE EEC processor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA15.

AA15 CHECK PIP A TO EEC PROCESSOR FOR SHORT HIGH
- Key off.
- Disconnect diagnostic harness PIP sensor tee from PIP sensor only; leave PIP sensor tee connected to vehicle harness.
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector- Is voltage less than 0.5 volt DC?

Yes: For Systems B and F:
GO to AA16.
For all other Systems:
SERVICE PIP between PIP sensor and EEC processor or TFI module in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: For Systems B and F:
SERVICE PIP A between PIP sensor and EEC processor in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
For all other Systems:
SERVICE PIP between PIP sensor and EEC processor or TFI module in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA16 CHECK PIP B TO TFI FOR SHORT HIGH
- Key on.
- Measure voltage between J41 (PIP B) and J7 (BAT-).
- Is the voltage less than 0.5 volt DC?
Yes: GO to AA17.
No: SERVICE PIP B between PIP sensor and TFI module in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA17 CHECK PIP IN HARNESS FOR SHORT LOW
- Key off.
- DVOM on 20K ohm scale.
- Measure resistance between J41 (PIP B) and J7 (BAT-).
- Is resistance greater than 10K ohms?
Yes: SERVICE PIP A between PIP sensor and EEC processor in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: SERVICE PIP B between PIP sensor and TFI module in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA18 CHECK FOR SPOUT IN HARNESS
- Turn switch to SPOUT OPEN position on diagnostic harness.
- Crank engine and measure voltage between J10 (SPOUT) and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?

NOTE: Engine may start; continue diagnostics.
Yes: REPLACE TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA19.

AA19 CHECK FOR SPOUT HIGH
- Key off.
- Disconnect diagnostic harness TFI module tee from TFI module only; leave TFI module tee connected to vehicle harness.
- Turn switch to NORMAL on diagnostic harness.
- DVOM on 20 volt DC scale.
- Measure voltage between J10 (SPOUT) and J7 (BAT-), with key on.
- Is voltage less than 0.5 volt DC?

Yes: GO to AA21.
No: GO to AA20.

AA20 CHECK FOR SPOUT SHORT HIGH IN HARNESS
- Key off.
- Disconnect EEC processor.
- Measure voltage between J10 (SPOUT) and J7 (BAT-) with key on.
- Is voltage less than 0.5 volt DC?

Yes: GO to AA23.
No: SERVICE SPOUT between EEC processor and TFI module in harness for short high. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA21 CHECK FOR SPOUT SHORT LOW
- Key off.
- DVOM on 20K ohm scale.
- Measure resistance between J10 (SPOUT) and J7 (BAT-).
- Is resistance greater than 10K ohms?

Yes: GO to AA23.
No: GO to AA22.

AA22 CHECK FOR SPOUT SHORT LOW IN HARNESS
- Disconnect EEC processor.
- Measure resistance between J10 (SPOUT) and J7 (BAT-).
- Is resistance greater than 10K ohms?

Yes: GO to AA23.
No: SERVICE SPOUT between EEC processor and TFI module in harness for short low. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA23 CHECK FOR PIP OPEN IN HARNESS
- Key off.
- DVOM on 20 volt AC scale.
- Disconnect EEC processor.
- Crank engine and measure voltage between Pin 56 (PIP) of EEC processor harness connector and J7 (BAT-).
- Is voltage between 3.0 and 8.5 volts AC?
Yes: GO to AA24.
No: GO to AA26.

AA24 CHECK IGN GND AT EEC PROCESSOR
- Key off.
- Reconnect diagnostic harness TFI module tee to TFI module.
- DVOM on 200 ohm scale.
- Measure resistance between Pin 16 (IGN GND) of EEC processor harness connector and J7 (BAT-) at the breakout box.
- Is resistance less than 5.0 ohms?
Yes: REPLACE EEC processor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA25.

AA25 CHECK FOR IGN GND AT PIP SENSOR
- Connect diagnostic harness PIP sensor tee to PIP sensor and vehicle harness.
- Measure resistance between: J35 (IGN GND) and J7 (BAT-) if 8 pin PIP sensor connector or J19 (IGN GND) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is resistance less than 5.0 ohms?
Yes: SERVICE IGN GND between EEC processor and PIP sensor in harness for open. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: SERVICE IGN GND wire or REPLACE PIP sensor. IGN GND open in PIP sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA26 CHECK PIP A AT PIP SENSOR
- Turn switch from NORMAL to PIP OPEN position.
- Connect diagnostic harness PIP sensor tee to PIP sensor and vehicle harness.
- Crank engine and measure voltage between: J34 (PIP A) and J7 (BAT-) if 8 pin PIP sensor connector or J13 (PIP) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is voltage between 3.0 and 8.5 volts AC?
Yes: SERVICE PIP open in harness between EEC module and PIP sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: SERVICE PIP wire or REPLACE PIP sensor. PIP open in PIP sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA27 CHECK FOR COIL- OPEN IN HARNESS
- Key off.
- Disconnect diagnostic harness TFI module tee from TFI module only; leave TFI module tee connected to vehicle harness.
- Disconnect BAT lead of TFI diagnostic harness from battery.
- DVOM on 200 ohm scale.
- Measure the resistance between J3 (COIL-) and J4 (TFI COIL-).
- Is resistance less than 5.0 ohms?
Yes: GO to AA28.
No: SERVICE open coil- between TFI module and coil in harness. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA28 CHECK FOR COIL- SHORT LOW IN HARNESS
- Key off.
- DVOM on 20K ohm scale.
- Measure resistance between J3 (COIL-) and J7 (BAT-).
- Is resistance greater than 10K ohms?
Yes: GO to AA29.
No: SERVICE coil - short low in harness between coil and TFI module. Coil may be damaged. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA29 CHECK FOR COIL- SHORT HIGH IN HARNESS
- DVOM on 20 volt DC scale.
- Key on.
- Measure voltage between J3 (COIL-) and J7 (BAT-).
- Is voltage less than 5.5 volts DC?
Yes: GO to AA30.
No: SERVICE coil - short high in harness between coil and TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.

AA30 CHECK GND AT TFI MODULE
- Key off.
- DVOM on 200 ohm scale.
- Measure resistance between J9 (GND) and J7 (BAT-).
- Is resistance less than 5.0 ohms?
Yes: REPLACE TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GO to AA31.

AA31 CHECK GND AT PIP SENSOR
- Connect diagnostic harness PIP sensor tee to the PIP sensor and vehicle harness.
- Measure resistance between: J28 (GND) and J7 (BAT-) if 8 pin PIP sensor connector or J26 (GND) and J7 (BAT-) if 4 pin PIP sensor connector.
- Is resistance less than 5.0 ohms?
Yes: SERVICE open GND in harness between PIP sensor and TFI module. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
No: GND open in PIP sensor or connector. SERVICE GND wire or REPLACE sensor. REMOVE all test equipment. RECONNECT all components. CLEAR Continuous Memory. RERUN Quick Test.
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Distributor Installation

I recommend keeping a trickle charger on the battery all the time until you get it running. The Battery Tender (~$40 @ Sam's Club or Costco) or Battery Tender Jr. (~$35 on Amazon) are among the better ones.

The V8 timing marks are stamped into the edge of the harmonic balancer; I6 are bolted to the timing cover on the passenger side, between the smog pump & HB. Use steel wool, a wire brush, or sandpaper if necessary to clean the the marks so they're clearly visible. Use a socket & breaker bar to rotate the crankshaft if necessary. The V8 timing pointer is bolted to the timing cover; I6 is a tiny notch stamped into the lip of the HB.

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If you didn't set the engine to 0TDC before pulling the distributor, remove the #1 spark plug (V8 RHF) and rotate the crankshaft until the pointer aligns with 0. Use a hose to blow into the spark plug hole - if it's easy, and you hear the air coming out the throttle body, rotate the crank 1 full rev back to 0, and recheck. If it's difficult (#1 compression stroke), and ALL the air comes out around the threads, drop a plastic drinking straw into the hole so it rests on the piston and rock the crankshaft gently to make sure you have the piston EXACTLY at top dead-center (straw as high as possible). Then re-check the pointer. If it's off, adjust it so it's dead-on 0. If the straw falls perceptibly, replace the balancer.

Set the cap into place on the distributor body and make a mark on the bowl directly under the #1 tower (should be molded into the cap). Remove the cap, install the rotor on the dist shaft, & rotate the rotor so it points at the mark. With the dist bore clean & a light coat of clean motor oil on it & the dist O-ring, drop the dist into the bore so its connector points toward the wiring harness connector. You'll have to wiggle the rotor to get the gear teeth to align AND the oil pump shaft to fit into the bottom of the dist. shaft. When it drops all the way down, check if the dist body can be rotated so your mark moves to both sides of the rotor tip. If not, raise it, & reset the rotor so it's centered in the mark's range of adjustment. Then loosely install the dist clamp & bolt so the dist can't rise, but it can be rotated with some effort.

Next, read this caption & check for timing chain/gear slop:



Replacing the gears is a BIG job that's best done by removing the engine, so don't dive into it on a whim. But if it's worn out, the engine will never run right until it IS replaced. Only you can decide since you're the one looking at it & paying for it. When you're finished, set the HB to 0 and the dist with your mark directly under the rotor tip.

Then, install the cap & wires EXACTLY as shown in the appropriate diagram:

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After checking everything (connectors, fluid levels, battery charge, rags hanging in the fan blades, etc.), put the key in RUN and use a starter relay trigger to crank the engine while you GENTLY work the distributor back & forth until it fires up. When it does, use either a timing light (SPOUT pulled) or vacuum gauge to set the timing close while it warms up.



Then follow the instructions on the VECI label to set timing properly.

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