Ford Repair Questions? Ask a Mechanic for Answers ASAP
The Ford Solid State Ignition is a pulse triggered, transistor controlled breakerless ignition system. With the ignition switch ON, the primary circuit is on and the ignition coil is energized. When the armature spokes approach the magnetic pick-up coil assembly, they induce a voltage which tells the amplifier to turn the coil primary current off. A timing circuit in the amplifier module will turn the current on again after the coil field has collapsed. When the current is on, it flows from the battery through the ignition switch, the primary windings of the ignition coil, and through the amplifier module circuits to ground. When the current is off, the magnetic field built up in the ignition coil is allowed to collapse, inducing a high voltage into the second windings of the coil. High voltage is produced each time the field is thus built up and collapsed.
Although the systems are basically the same, Ford refers to their solid state ignition in several different ways. 1976 systems are referred to simply as Breakerless systems. In 1977, Ford named their ignition system Dura Spark I and Dura Spark II. In 1982 Ford dropped the Dura Spark I and introduced the Dura Spark III. This system is based on Electronic Engine Control (EEC). The EEC system controls spark advance in response to various engine sensors. This includes a crankshaft position sensor which replaces the stator and armature assembly in the distributor. Dura Spark II is the version used in all states except California. Dura Spark I and III are the systems used in California V8's only. Basically, the only difference between the two is that the coil charging currents are higher in the California vehicles. This is necessary to fire the leaner fuel/air mixtures required by California's stricter emission laws. The difference in coils alters some of the test values.
Ford has used several different types of wiring harness on their solid state ignition systems, due to internal circuitry changes in the electronic module. Wire continuity and color have not been changed, but the arrangement of the terminals in the connectors is different for each year. Schematics of the different years are included here, but keep in mind that the wiring in all diagrams has been simplified and as a result, the routing of your wiring may not match the wiring in the diagram. However, the wire colors and terminal connections are the same.
Wire color coding is critical to servicing the Ford Solid State Ignition. Battery current reaches the electronic module through either the white or red wire, depending on whether the engine is cranking or running. When the engine is cranking, battery current is flowing through the white wire. When the engine is running, battery current flows through the red wire. All distributor signals flow through the orange and purple wires. The green wire carries primary current from the coil to the module. The black wire is a ground between the distributor and the module. In 1976, the blue wire was dropped when the zener diode was added to the module. The orange and purple wires which run from the stator to the module must always be connected to the same color wire at the module. If these connections are crossed, polarity will be reversed and the system will be thrown out of phase. Some replacement wiring harnesses were sold with the wiring crossed, which complicates the problem considerably. As previously noted, the black wire is the ground wire. The screw which grounds the black wire, also, of course, grounds the engine primary circuit. If this screw is loose, dirty, or corroded, a seemingly incomprehensible ignition problem will develop. Several other cautions should be noted here. Keep in mind that on vehicles equipped with catalytic converters, any test that requires removal of a spark plug wire while the engine is running should be kept to a thirty second maximum. Any longer than this may damage the converter. In the event you are testing spark plug wires, do not pierce them. Test the wires at their terminals only.
See Figures 1, 2 and 3
Ford has substantially altered their 1978-86 electronic ignition test procedure. Due to the sensitive nature of the system and the complexity of the test procedures, it is recommended that you refer to your dealer if you suspect a problem in your 1978-86 electronic ignition system. The system can, of course, be tested by substituting known good components (module, stator, etc.).
This system, which at first appears to be extremely complicated, is actually quite simple to diagnose and repair. Diagnosis does, however, require the use of a voltmeter and an ohmmeter. You will also need several jumper wires with both blade ends and alligator clips.
The symptoms of a defective component within the solid state system are exactly the same as those you would encounter in a conventional system. Some of these symptoms are:
If you suspect a problem in your ignition system, first perform a spark intensity test to pinpoint the problem. Using insulated pliers, hold the end of one of the spark plug leads about 1/2 inch; (12.7mm) away from the engine block or other good ground, and crank the engine. If you have a nice, fat spark, then your problem is not in the ignition system. If you have no spark or a very weak spark, then proceed to the following tests.
See Figure 4
To test the stator (also known as the magnetic pickup assembly), you will need an ohmmeter. Run the engine until it reaches operating temperature, then turn the ignition switch to the off position. Disconnect the wire harness from the distributor. Connect the ohmmeter between the orange and purple wires. Resistance should be 400-800?. Next, connect the ohmmeter between the black wire and a good ground on the engine. Operate the vacuum advance either by hand or with an external vacuum source. Resistance should be 0?. Finally, connect the ohmmeter between the orange wire and ground, and then purple wire and ground. Resistance should be over 70,000? in both cases. If any of your ohmmeter readings differ from the above specifications, then the stator is defective and must be replaced as a unit.
If the stator is good, then either the electronic module or the wiring connections must be checked next. Because of its complicated electronic nature, the module itself cannot be checked, except by substitution. If you have access to a module which you know to be good, then perform a substitution test at this time. If this cures the problem, then the original module is faulty and must be replaced. If it does not cure the problem or if you cannot locate a known good module, then disconnect the two wiring harnesses from the module, and, using a voltmeter, check the following circuits.
Make no tests at the module side of the connectors.
If any of the preceding readings are incorrect, inspect and repair any loose, broken, frayed or dirty connections. If this doesn't solve the problem, perform a battery source test.
To make this test, do not disconnect the coil.
Connect the voltmeter leads to the BAT terminal at the coil and a good ground. Connect a jumper wire from the DEC terminal at the coil to a good ground. Make sure all lights and accessories are off. Turn the ignition to the ON position. Check the voltage. If the voltage is below 4.9 volts (11 volts for Dura Spark I), then check the primary wiring for broken strands, cracked or frayed wires, or loose or dirty terminals. Repair or replace any defects. If, however, the voltage is above 7.9 volts (14 volts for Dura Spark I), then you have a problem in the resistance wiring and it must be replaced.
It should be noted here that if you do have a problem in your electronic ignition system, most of the time it will be a case of loose, dirty or frayed wires. The electronic module, being completely solid state, is not ordinarily subject to failure. It is possible for the unit to fail, of course, but as a general rule, the source of an ignition system probably will be somewhere else in the circuit.
The ignition coil must be diagnosed separately from the rest of the ignition system.
Resistance on these wires must not exceed 5,000? per foot. To properly measure this, remove the wires from the plugs, and remove the distributor cap. Measure the resistance through the distributor cap at that end. Do not pierce any ignition wire for any reason. Measure only from the two ends.
Silicone grease must be re-applied to the spark plug wires whenever they are removed. When removing the wires from the spark plugs, a special tool should be used. do not pull on the wires. Grasp and twist the boot to remove the wire. Whenever the high tension wires are removed from the plugs, coil, or distributor, silicone grease must be applied to the boot before reconnection. Use a clean small screwdriver blase to coat the entire interior surface with Ford silicone grease D7AZ-19A331-A, Dow Corning #111, or General Electric G-627.
With the ignition switch ON, the primary circuit is on and the ignition coil is energized. When the armature spokes approach the magnetic pickup coil assembly, they induce the voltage which tells the amplifier to turn the coil primary current off. A timing circuit in the amplifier module will turn the current on again after the coil field has collapsed. When the current is on, it flows from the battery through the ignition switch, the primary windings of the ignition coil, and through the amplifier module circuits to ground. When the current is off, the magnetic field built up in the ignition coil is allowed to collapse, inducing a high voltage into the secondary windings of the coil. High voltage is produced each time the field is thus built up and collapsed. When DuraSpark is used in conjunction with the EEC, the EEC computer tells the DuraSpark module when to turn the coil primary current off or on. In this case, the armature position is only a reference signal of engine timing, used by the EEC computer in combination with other reference signals to determine optimum ignition spark timing.
The high voltage flows through the coil high tension lead to the distributor cap where the rotor distributes it to one of the spark plug terminals in the distributor cap. This process is repeated for every power stroke of the engine.
Ignition system troubles are caused by a failure in the primary and/or the secondary circuit; incorrect ignition timing; or incorrect distributor advance. Circuit failures may be caused by shorts, corroded or dirty terminals, loose connections, defective wire insulation, cracked distributor cap or rotor, defective pick-up coil assembly or amplifier module, defective distributor points or fouled spark plugs.
If an engine starting or operating trouble is attributed to the ignition system, start the engine and verify the complaint. On engines that will not start, be sure that there is gasoline in the fuel tank and the fuel is reaching the cylinders. Then locate the ignition system problem using the following procedures.
The following procedures can be used to determine whether the ignition system is working or not. If these procedures fail to correct the problem, a full troubleshooting procedure should be performed.
See Figures 5 and 6
See Figures 7 and 8
To perform the following tests, two special tools are needed; the ignition test jumper shown in the illustration and a modified spark plug. Use the illustration to assembly the ignition test jumper. The test jumper must be used when performing the following tests. The modified spark plug is basically a spark plug with the side electrode removed. Ford makes a special tool called a Spark Tester for this purpose, which besides not having a side electrode is equipped with a spring clip so that it can be grounded to engine metal. It is recommended that the Spark Tester be used as there is less chance of being shocked.
See Figures 9, 10, 11 and 12
The wire colors given here are the main colors of the wires, not the dots or hashmarks.
To perform this step, a voltmeter which is not combined with a dwell meter is needed. The slight needle oscillations (1/2V) you'll be looking for may not be detectable on the combined voltmeter/dwell meter unit.
If the meter oscillates, the problem is probably in the power feed to the module (red wire) or in the module itself: proceed to STEP 7.
See CAUTION under STEP 6 of Run Mode Spark Test, above.