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REMOVAL & INSTALLATION

Ignition Module Replacement



See Figures 1 and 2
1. Disconnect the negative battery cable.
2. Remove the distributor from the engine.
3. Place the distributor on a workbench and remove the the module retaining screws. Carefully pull the
right side of the module down towards the base of the distributor mounting flange, then back up to
disengage the module terminals from the connector in the distributor base. The module may be pulled
toward the flange and away from the distributor.

Do not attempt to lift the module from the mounting surface, except as explained in Step 3. Any other way will
cause the pins to break at the distributor module connector.
To install:
4. Coat the baseplate of the ignition module uniformly with a
1
/ 32 in. (0.8mm) of silicone dielectric
compound WA-10 or equivalent.
5. Position the module on the distributor base mounting flange. Carefully position the module toward the
distributor bowl and engage the 3 connector pins securely.
6. Install the retaining screws. Tighten to 15-35 inch lbs. (1.7-4.0 Nm), starting with the upper right
screw.
7. Install the distributor into the engine, making sure all the marks align properly. Install the retaining bolt
and tighten to 17-25 ft. lbs. (23-34 Nm). Attach cap and wires.
8. Reconnect the negative battery cable.
9. Recheck the initial timing. Adjust, if necessary.





Fig. Fig. 1: Diagram of distributor and ignition module




Fig. Fig. 2: Ignition module

See Figures 1, 2 and 3
The gasoline engine equipped Tempo /Topaz utilizes Ford's Thick Film Ignition (TFI-IV) System. This ignition
system features an extended reach 2mm tapered seat spark plug, a multi-point rotor, a universal distributor
(which eliminates the conventional centrifugal and vacuum advance mechanisms) and provisions for fixed
octane adjustment. The TFI-IV system module has 6 pins and uses an E-Core ignition coil, named after the
shape of the laminations making up the core. This type ignition system was used in the Tempo/Topaz from
1984 through 1992.
There are 2 types of TFI-IV ignition systems:


PUSH START: This TFI-IV system first appeared on the 1984 Tempo/Topaz and was used on the 2.3L High
Swirl Combustion (HSC) engine. It featured a "push start'' mode which allowed manual transmission vehicles
to be push started. Automatic transmission vehicles must not be push started because they were not equipped
with this.
COMPUTER CONTROLLED DWELL: This second TFI-IV system appeared on the 1990 model and features
an EEC-IV controlled ignition coil charge time.


All TFI-IV ignition systems have a distributor base-mounted TFI ignition module and a hall effect stator
assembly. The distributor also contains a provision to change the basic distributor calibration with the use of a
replaceable octane rod. The replacement of a rod allows for a retard rate of either the standard 0 to 3or 6.
No other calibration changes are possible.
The operation of the distributor is accomplished through the Hall Effect stator assembly which causes the
ignition coil to be switched off and on by the EEC-IV computer or TFI-IV modules. The vane switch within this
assembly consists of a Hall sensor on one side and a permanent magnet on the other side.
A rotary armature, made of ferrous metal, is used to trigger the Hall Effect switch. When the window of the
armature 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. In the EEC-IV
system, the signal is used 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.
In this system, the TFI-IV module supplies voltage to the Profile Ignition Pick-up (PIP) sensor, which in turn
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 trigger the coil and produce a spark to fire the spark plug.
Starting with the 1993 Tempo/Topaz the TFI ignition system was updated. In reality, very little changed
between the new and the old systems. The principles and components remained similar. The only real update
was the departure of the TFI Module and the replacement with an ignition control module.




Fig. Fig. 1: Thick Film Ignition System (TFI-IV)




Fig. Fig. 2: TFI ignition system functional diagram-automatic transaxle


SERVICE PRECAUTIONS



Diagnosis & Testing

Always turn the key OFF and isolate both ends of a circuit whenever testing for short or continuity
Never measure voltage or resistance directly at the processor module connect or.
Always disconnect solenoids and switches from the harness before measuring for continuity, resistance or
energizing by way of a 12 voltage source.
When unfastening connectors, inspect for damaged or pushed-out pins, corrosion, loose or broken wires or
any other unusual condition. If there is something wrong, fix or replace before continuing with any diagnosis.


PRELIMINARY CHECKS


1. Inspect the engine compartment to ensure that all vacuum lines and spark plug wires are properly
routed and securely connected.
2. Examine all wiring harnesses and connectors for insulation damage, burn or melted marks or loose
connections. Check that the module is securely fastened to the side of the distributor.
3. Be certain that the battery is fully charged and that all accessories are turned OFF.

IGNITION COIL SECONDARY VOLTAGE


4. Connect a spark tester between the ignition coil wire and a good engine ground.
5. Crank the engine and check for spark at the tester.
6. If no spark occurs, check the following:
A. Measure the resistance of the ignition coil secondary wire (high voltage wire). The resistance should
not exceed 7000 ohms per foot (30cm).
B. Inspect the ignition coil for damage, cracks or carbon tracking.
C. Check that the distributor shaft is rotating when the engine is being cranked.

7. If the results of a, b, and c are okay, go to the next section, "Ignition Coil Primary Circuit Switching.
8. If a spark did occur, inspect the top, bottom and edges of the rotor blade tip. Service any part if
necessary.
9. If the engine still does not start, go to the"Wiring Harness test section.

IGNITION COIL PRIMARY CIRCUIT SWITCHING



See Figure 1
10. Push the connector tabs and separate the wiring harness connector from the ignition module. Inspect
the harness and connector for signs of dirt, corrosion or burn marks. Service if necessary.
11. If okay, reconnect harness. Attach a 12 volt test light between the coil tach terminal connection and a
good engine ground. Crank the engine and check for the test light to turn on.
12. If the test lamp flashes, go to the Ignition Coil test section.
13. If the test lamp did not light, go to next section.

WIRING HARNESS



See Figure 2
14. Push the connector tabs and separate the wiring harness connector from the ignition module. Inspect
for dirt, corrosion or damage. Service, if necessary.
15. Disconnect the wire at the S terminal of the starter relay.
16. Using a voltmeter, attach the negative (-) lead of the meter to the distributor base. Using a small pin
attached to the positive (+) lead of the meter, measure the voltage outputs of the harness as follows:

Do not allow the pin inserted into the harness to contact electrical ground (-) while performing this test.
Non-EEC Ignition Systems
1. Measure the voltage at terminal No. 1 with ignition switch in the RUN position.
2. Measure the voltage at terminal No. 2 with ignition switch in the RUN position.
3. Measure the voltage at terminal No. 3 with ignition switch in the RUN and START position.

EEC and TFI Ignition Systems
1. Measure the voltage at terminal No. 2 with ignition switch in the RUN position.
2. Measure the voltage at terminal No. 3 with ignition switch in the RUN and START position.
3. Measure the voltage at terminal No. 4 with ignition switch in the START position
4. If the results are within 90% of battery voltage, the system is okay. Go to the next section.
5. If the results are not within 90% of battery voltage, inspect the wiring harness and connectors. Also,
check for a damaged or worn ignition switch.
6. Turn the ignition switch OFF. Remove the pin from the plug.
7. Reconnect the wire at the S terminal of the starter relay.

EEC-IV-TFI-IV Ignition Systems
1. Push the connector tabs and separate the wiring harness connector from the ignition module. Inspect
for dirt, corrosion or damage. Service, if necessary.
2. Disconnect the pin-in-line connector and check for spark.
3. If a spark occurs, check the IMS wire for continuity. If okay, the problem is in the EEC system.
4. If no spark occurs, remove the distributor module from the distributor.
5. Install a new TFI-IV module.

IGNITION COIL



See Figures 3 and 4
1. Verify that the ignition switch is in the OFF position.
2. Remove the primary connector, clean and inspect for dirt or corrosion. Service if necessary.
3. Measure the resistance between the positive(+) and negative(-) terminals of the primary connector
with an ohmmeter. Resistance should be 0.3-1.0 ohms.
4. Measure resistance from the coil negative(-) terminal of the primary connector and the high voltage
terminal of the coil. Resistance should be 8000-11500 ohms.
5. Replace the coil if either readings are not within the given specifications.

STATOR ASSEMBLY & MODULE


1. Remove the distributor from the engine compartment
2. Remove the ignition module from the distributor body.
3. Inspect the distributor ground screw, stator assembly wires and terminals.
4. Measure the resistance of the stator assemble.
A. If the resistance is 650-1300 ohms, replace the ignition module.
B. If the resistance is less than 650 ohms, or greater than 1300 ohms, replace the stator assembly.






Fig. Fig. 1: Checking for ignition with a test light




Fig. Fig. 2: Checking ignition module wiring harness




Fig. Fig. 3: Checking ignition coil primary circuit




Fig. Fig. 4: Checking ignition coil secondary circuit

Distributor
Print
REMOVAL & INSTALLATION

See Figures 1, 2, 3 and 4
Engine Not Rotated
1. Disconnect the negative battery terminal.
2. Turn the engine over until No. 1 cylinder is at TDC of the compression stroke.
3. Remove the distributor cap. Remove the wire harness connected to the side of the distributor.
4. Mark the position of the distributor base in relation to the engine block with white paint or other
suitable marking material, for reference when reinstalling the distributor.
5. Loosen and remove the distributor hold-down bolt and clamp.
6. Carefully begin lifting the distributor up and out. Once the shaft is clear of the engine compartment,
inspect the shaft for cracks in the O-seal, the condition of the shaft drive gear and any other part
which could lead to distributor problems in the future.

To install:
7. Check to make sure the engine is still at TDC. Inspect distributor shaft hole to make sure it is free of
dirt.
8. Rotate distributor shaft until the painted mark on rotor is pointing toward painted mark on engine block
made during removal.
9. Continue rotating rotor slightly so leading edge of the vane is centered in vane the switch stator
assembly.
10. Dip entire distributor gear in engine assembly lubricant D9AZ-19579-D or equivalent.

If installing a new distributor, ALWAYS add engine assembly lubricant to the engine oil by pouring it through
distributor hole onto the camshaft gear. Run engine at idle for at least five minutes before driving.
11. Rotate distributor in block to align leading edge of vane and vane switch stator assembly. Verify rotor
is pointing at No. 1 mark on distributor base.

If vane and vane switch stator cannot be aligned by rotating distributor in cylinder block, remove distributor
enough to just disengage distributor gear from camshaft gear. Rotate rotor enough to engage distributor gear
on another tooth of the camshaft gear.
12. Install the distributor retaining bolt and tighten so the distributor can just barely be moved.
13. Install the distributor cap and, tighten screws to 18-23 inch lbs. (2.0-2.6 Nm).
14. Reconnect battery cable. Start vehicle, and check timing. If timing needs adjustment, refer to the
Ignition Timing section.
15. After timing has been set, tighten distributor hold-down bolt to 17-2 ft. lbs. (23-34 Nm).

Engine Rotated with Distributor Removed
1. If the crankshaft was rotated while the distributor was removed, the engine must be brought to TDC
on the compression stroke of the No. 1 cylinder.
2. Remove the No. 1 spark plug. Place a finger over the hole and rotate the crankshaft slowly in the
direction of normal rotation until engine compression is felt.
3. When engine compression is felt at the spark plug hole, indicating that the piston is approaching TDC,
continue to turn the crankshaft until the timing mark on the pulley is aligned with the 0 mark on the
engine front cover.
4. Turn the distributor shaft until the ignition rotor is at the No. 1 firing position.
5. Rotate distributor shaft so the blade on rotor is pointing toward paint mark on distributor base made
during removal.
6. Continue rotating rotor slightly so leading edge of the vane is centered in vane switch stator
assembly. Verify rotor is pointing at No. 1 mark on distributor base.

If vane and vane switch stator cannot be aligned by rotating distributor in cylinder block, remove distributor
enough to just disengage distributor gear from camshaft gear. Rotate rotor enough to engage distributor gear
on another tooth of the camshaft gear.
7. Install the distributor retaining bolt and tighten so the distributor can just barely be moved.
8. Install the rotor and distributor cap and connect all wiring. Tighten distributor cap to 18-23 inch lbs.
(2.0-2.6 Nm).
9. Reconnect battery cable. Start vehicle, and check timing. If timing needs adjustment, refer to the
Ignition Timing section.
10. After timing has been set, tighten distributor hold-down bolt to 17-2 ft. lbs. (23-34 Nm).




Fig. Fig. 1: Unplug module wire harness



Fig. Fig. 2: Paint alignment marks on both the rotor cap and engine block



Fig. Fig. 3: Loosen and remove distributor retaining bolt



Fig. Fig. 4: Carefully remove distributor