I'm so glad it's getting somewhere. I don't come on the board that much anymore, but when I do I always check to see if you've updated anything.
Looks awesome man!
Thanks!
No real progress since the last update. I am no longer in the auto collision business. I grew very tired of dealing with insurance companies on a daily basis and 4 years ago the opportunity to rent my dads and an uncles farm came up. It’s that time of year to get my 20 to 40 year old equipment ready to go so the bird will have to wait some more. Hopefully I can keep at it here and there and get it on the road this summer sometime.
Last post by Clayton -
I'm so glad it's getting somewhere. I don't come on the board that much anymore, but when I do I always check to see if you've updated anything.
Last post by jcassity -
yes they are,, all these tfi wires travel from the coil, travel along the upper intake, go left along the engine bay firewall and penetrate the pass side firewall to the eec.
im confused because of your earlier take on post 6 that the open resistor is likely "not" the problem... sorry i just dont understand what your getting at. i get what your saying and agree with your thoughts on the cross talk part.
Last post by softtouch -
If I am wrong about how the TFI to EEC cable harness is constructed, then forget everything I said. Are the 4 wires on EVTM page 57 coming into the bottom of the EEC, not in the same harness?
Last post by jcassity -
so lets settle this... from a forensic perspective............
the 22kR blew open. (lets call this resistor a srike absorber or MOV of sorts). The primary of the coil has sent 18kva there abouts onto each plug. the tfi manages to switch the coil ground to open,, and the magnetic field in the coil secondary now reverses back onto the primary. due to proximity, the harness containing this DG/Y branch headed to eec pin4, the other tfi related wires picked up the HV due to inductive coupling / antenna sorts of an effect. the 22kR being a high ohm value its going to perform by taking on the majority of the voltage drop of this flyback voltage. see pg43 87evtm splice 320 (unprotected), the remaing DG/Y wires would be a much lower voltage level safe for TFI use if the resistor is proper and working, the opposite if the resistor is open. this hv would obviously effect the tfi's ability to operate and sense pip signals and overheat or burn up.
i bring this up to discussion because although the IDM DG/y wire going to pin 4 according to TMOS has said its only a monitoring lead and the 22kR is there to protect the eec,,, if the 22k goes bad,, what we are trying to say is that if its open,, then there **IS** a possibility of the TFI being burnt up?? Second, there are a lot of people out there having aftermarket relacement parts issues with Dizzy's,, and maybe due to age we should start checking the resistance of this branch circuit to eliminate a probable fault. my son was going through dizzy'z and troubleshot it across two years then finally stumbled on intermittant issues at the TFI connector so an LMR kit fixed that.
not sure anyone else has covered this aspect before on any ford forum
y. there is no reference as to its location as well. the fella that i was helping told me he found his just a couple feet up the coil harness headed towards the firewall. His was 100% open.
And there you have it!!! CROSSTALK The IDM wire and the other TFI wires are bundled together for a couple of feet in the harness before you get to the resistor. The broke resistor is no longer doing its ignition suppression job. The high voltage flyback voltage spike is being picked up by the other wires in the harness by what is called crosstalk. This would explain the erratic PIP pulse error code.
Last post by jcassity -
no,, and not to say i knew much of any of the pin 4 function until recently.... but i am on the same page as you that pin for takes in a signal used by the computer to deliver a code. its not really needed perse'. the mustang guy will get back to me but from what i can tell, he maybe was under the impression that it may have been a reason his dizzy's went bad. Now i am in doubt.
this has been a decent rabbit hole adventure btw, finally i understand why there are black and gray TFI's as to "why".
Last post by softtouch -
Let me start by saying that the IDM has nothing to do with how the engine runs. It is one of the things that the Continuous Self Test can look at to see if there is a problem with the pulses between the TFI and the coil. The Continuous Self Test runs while driving the car. If it detects a problem with the IDM, it sets a memory code 18. These are typically intermittent things that the KOEO and KOER tests don't find. Why the program coders did not include this in the 3.8 continuous self test ? I have no idea. The 1988 T-Bird EVTM shows the 3.8 has the IDM. I guess they redid the program when they got rid of the CFI and changed the EGR senser and the idle speed control.
If your Mustang guys IDM resister was open, then he probably didn't really have an ignition problem. He had a false code 18 because the monitor circuit was open. Are you saying IDM is needed for push starting to work?
