92 exploder 4.0

[Duane867]

http://www.aa1car.com/library/acronyms.htm

Yeah I made them all up. I'm good like that.

This is not meant to be a flame.......
If you were trained and certified SAE ( or knew one, or were some what familiar with standardized automotive terminology and acronyms in general ) you would know that they are indeed standard acronyms used by every SAE mechanic in the US. Not just made up Chilton, or Haynes manual acronyms. As well every acronym listed has the description of the part next to it in my posts. I like Ford as well or I wouldn't own one, but that does not mean that FOMOCO is a supreme entity for all others to follow or the SAE trained mechanics who work for them. Who coincidently learned the same acronyms because they are SAE. There is shop talk and nicknames in every garage. Ways to simplify part names and what not. There are also proprietary electrical system parts that most all automotive manufacturers use and have their own acronyms for. They are more times then not simply acronyms added to acronyms so to speak because they redesigned a standard part to make it "special". Then there are the actual acronyms every one learned ( and goes through ongoing training to be current ) for standard automotive parts. EDIS potatoes pota'toes really because we are talking about components of the EDIS ( electronic distributorless ignition system ).
This information contradicts you acceptable answers I know. Sorry bout' that. But blasting us/me isn't going to change it.

Saying the cam position sensor has nothing to do what so ever with the ignition system ( if so equipped ) is like saying the holocaust never happened.
It has every thing to do with the ignition system. It determines position and stroke of the #1 piston ( CID ) using the hall effect sensor inside it to create a signal to be used by the PCM ( power train control module ) to sequence fuel injectors. No fuel during the right TIME = no fire. I would call that ( as all mechanics do ) a vital part of the ignition system. Spark is not the only system in the ignition system. That's why they call it a system.

Now if you wanted to speak the same language what you should have said was that the CMP has nothing to do with spark in the ignition system.
You are right in that I was sending the wrong dog out to hunt for that one though for sure. But that's what no sleep gets yah.
and yes I did edit one of my posts above the same time I posted this because I was up late and mistakenly posted CKP when I mean to put CMP regarding Cali. models and Federal models that had them.

 

[Kenter]

Ahhh... how about using FORD standard acronyms.

OR spelling out the names of what you are talking about

I have NO IDEA what you guys are talking about because you are in essence using made up words.

Acceptable terms:
The main computer is "PCM" Powertrain Control Module or "EEC"
CPS Crank Position Sensor
The ignition Module is "EDIS-Module"

Do not use names made up by Haynes or Chiltons

If we don't speak the same language communication is all but impossible and diagnosing and problems solving become... well completely impossible...

BTW, the cam position sensor (if so equipped) has NOTHING WHAT SO EVER to do with the ignition system

You only need concern yourself with the crank Sensor, the EDIS Module, the coil pack and the wiring between them.

AD

Coming from a guy who has "Political Correctness: A doctrine fostered by a delusional, illogical, liberal minority, and rabidly promoted by an unscrupulous mainstream media, which holds forth the proposition that it is entirely possible to pick up a turd by the clean end." As his signature lol! If that isn't asinine I don't know what is!

Back to the task at hand I went ahead and replaced the CKP, CPS and still no spark... I'm at a loss as to what else it could be??

 

[Duane867]

Well that just blows hog bawls,
Well crap... you did coat the back of the new ICM ( EDIS-ICM ) with dielectric grease right ? Take it back and have it tested yet ? It does control spark on all three coil packs.
You can test it your self using a test light if you want. To rule out the coils one last time I would test them at the same time while the test lights out. You may have missed something simple? I do my self from time to time.

Here is the lay out of the pin and circuit function on the ICM. Every thing here after mentioning a pin with a number assigned to it will be based on the ICM harness side connector resting in your hand vertically with the clip tab on your left. 1 - 12, top to bottom vertically.
Pin #1: Grey wire with orange stripe: PIP signal.
Pin #2: Tan wire with yellow stripe: Ignition diagnostics monitor. ( IDM)
Pin #3: Pink wire: Spark advance word. (SAW)
Pin #4: Orange wire with red stripe: Ignition ground to EEC module.
Pin #5: Dark brown wire: Variable reluctance sensor (-).
Pin #6: Grey wire: Variable reluctance sensor (+).
Pin #7: Black wire: VRS shield.
Pin #8: Red wire: VBAT.
Pin #9: Black wire with white stripe: Power ground.
10-12 listed below.
To test the ICM:
The #10 pin controls coil pack #1. Coil pack #1 sends spark to cylinders 1 and 5.
The #11 pin controls coil pack #2. Coil pack #2 sends spark to cylinders 2 and 6.
The #12 pin controls coil pack #3. Coil pack #3 sends spark to cylinders 3 and 4.
Using a test light, connect the negative lead of the light to the positive side of the battery. Leave the harness connector attached to the ICM. REMOVE the coil harness connectors. Probe the negative lead on the test light in to each pin listed above one at a time ( IE pins 10 - 12 ) on the ICM and look for a flashing light on each as some one turns the engine over. No flashing red light could mean your new ICM is bad.

If not then all I got aside from possible bad wiring, or a misdiagnosed good, bad coil... would be a possible bad EEC module.

 

[AllanD]

http://www.aa1car.com/library/acronyms.htm

Yeah I made them all up. I'm good like that.

This is not meant to be a flame.......
If you were trained and certified SAE ( or knew one, or were some what familiar with standardized automotive terminology and acronyms in general ) you would know that they are indeed standard acronyms used by every SAE mechanic in the US. Not just made up Chilton, or Haynes manual acronyms. As well every acronym listed has the description of the part next to it in my posts. I like Ford as well or I wouldn't own one, but that does not mean that FOMOCO is a supreme entity for all others to follow or the SAE trained mechanics who work for them. Who coincidently learned the same acronyms because they are SAE. There is shop talk and nicknames in every garage. Ways to simplify part names and what not. There are also proprietary electrical system parts that most all automotive manufacturers use and have their own acronyms for. They are more times then not simply acronyms added to acronyms so to speak because they redesigned a standard part to make it "special". Then there are the actual acronyms every one learned ( and goes through ongoing training to be current ) for standard automotive parts. EDIS potatoes pota'toes really because we are talking about components of the EDIS ( electronic distributorless ignition system ).
This information contradicts you acceptable answers I know. Sorry bout' that. But blasting us/me isn't going to change it.

Saying the cam position sensor has nothing to do what so ever with the ignition system ( if so equipped ) is like saying the holocaust never happened.
It has every thing to do with the ignition system. It determines position and stroke of the #1 piston ( CID ) using the hall effect sensor inside it to create a signal to be used by the PCM ( power train control module ) to sequence fuel injectors. No fuel during the right TIME = no fire. I would call that ( as all mechanics do ) a vital part of the ignition system. Spark is not the only system in the ignition system. That's why they call it a system.

Now if you wanted to speak the same language what you should have said was that the CMP has nothing to do with spark in the ignition system.
You are right in that I was sending the wrong dog out to hunt for that one though for sure. But that's what no sleep gets yah.
and yes I did edit one of my posts above the same time I posted this because I was up late and mistakenly posted CKP when I mean to put CMP regarding Cali. models and Federal models that had them.

I didn't blast anyone. if you'd like to be "Blasted" I can accomodate you but it'll take a while for me to warm up....

the cam position sensor only maintains the proper INJECTION timing of SEFI engines and as the engine being discussed here isn't SEFI the point is MOOT

However unless the injection isn't happening at all, precisely when the fuel is pulsed is indeed irrelevant because FOUR out of six injection pulses on my 1993 "Batch fire" (non-SEFI) engine are pulsed at CLOSED valves, and it and all other 1993 or earlier 4.0's, 2.9's etc... run quite well....

SEFI simply isn't necissary. (it's about emissions)

And the SEFI engines do have a default mode that allows them to run after the Cam Position Sensor has failed.

The cam position sensor is an input into a system (electronic engine management aka "EEC") that only
has LIMITED control over the ignition.... what control? timing adjustments.

but other than that the EDIS system will function as a "stand alone" ignition.

EDIS is really little more than a TFI system with the parts stirred around the engine bay and engine... and the extra wire needed to disperse these components

Anyone who has ever swapped a 4.0 into an '87-88 2.9 ranger and kept the early dash can tell you the same thing...


BTW, why would you put dielectric grease on the EDIS6 Ignition Module?

Do you own stock in a company that makes it?

Kenter,

Ok, how about I further specify that when we discuss a 1994 Ford we use EEC-4 acronyms, not current acronyms for 2011 vehicles.

Your ASE list shows NOTHING that is recognizeable to someone
diagnosing from a ford manual for a 1993.

Funny I should be looking at a 1993 manual while you are trying to diagnose a 1993....

I also answer an awful lot of questions about computer repair
and frankly I've stopped even attempting to answer questions
where the person asking is using acronyms and terms that they think they
understand but are using incorrectly.


I have completely given up on helping people who refer to their desktop computer case ("tower") as their "CPU" or think their data is stored on their computer's "Memory" (instead of on their hard drive)

It's hard enough to find time to answer questions and help people out but when I get attitude from people...
that kinda blows the fuse that powers my Give-a-damn.

Sorry Duane I just can't work myself up to "blast you"

But if you feel you were blaster previously I'll tell you to man-up and grow some thicker skin.

Good luck,

 

[countryboy]

Coming from a guy who has "Political Correctness: A doctrine fostered by a delusional, illogical, liberal minority, and rabidly promoted by an unscrupulous mainstream media, which holds forth the proposition that it is entirely possible to pick up a turd by the clean end." As his signature lol! If that isn't asinine I don't know what is!

Back to the task at hand I went ahead and replaced the CKP, CPS and still no spark... I'm at a loss as to what else it could be??

boy u messed up alland is one of the rbv guru's and u pissed him off..all i can say is good luck and best wishes

 

[bilzy7]

It's always fun when someone asks for help and starts attacking Helpers for being a bit wise when responding. Which means you must be able to solve this yourself.

 

[Duane867]

I didn't blast anyone. if you'd like to be "Blasted" I can accomodate you but it'll take a while for me to warm up....

the cam position sensor only maintains the proper INJECTION timing of SEFI engines and as the engine being discussed here isn't SEFI the point is MOOT

However unless the injection isn't happening at all, precisely when the fuel is pulsed is indeed irrelevant because FOUR out of six injection pulses on my 1993 "Batch fire" (non-SEFI) engine are pulsed at CLOSED valves, and it and all other 1993 or earlier 4.0's, 2.9's etc... run quite well....

SEFI simply isn't necissary. (it's about emissions)

And the SEFI engines do have a default mode that allows them to run after the Cam Position Sensor has failed.

The cam position sensor is an input into a system (electronic engine management aka "EEC") that only
has LIMITED control over the ignition.... what control? timing adjustments.

but other than that the EDIS system will function as a "stand alone" ignition.

EDIS is really little more than a TFI system with the parts stirred around the engine bay and engine... and the extra wire needed to disperse these components

Anyone who has ever swapped a 4.0 into an '87-88 2.9 ranger and kept the early dash can tell you the same thing...


BTW, why would you put dielectric grease on the EDIS6 Ignition Module?

Do you own stock in a company that makes it?

Kenter,

Ok, how about I further specify that when we discuss a 1994 Ford we use EEC-4 acronyms, not current acronyms for 2011 vehicles.

Your ASE list shows NOTHING that is recognizeable to someone
diagnosing from a ford manual for a 1993.

Funny I should be looking at a 1993 manual while you are trying to diagnose a 1993....

I also answer an awful lot of questions about computer repair
and frankly I've stopped even attempting to answer questions
where the person asking is using acronyms and terms that they think they
understand but are using incorrectly.


I have completely given up on helping people who refer to their desktop computer case ("tower") as their "CPU" or think their data is stored on their computer's "Memory" (instead of on their hard drive)

It's hard enough to find time to answer questions and help people out but when I get attitude from people...
that kinda blows the fuse that powers my Give-a-damn.

Sorry Duane I just can't work myself up to "blast you"

But if you feel you were blaster previously I'll tell you to man-up and grow some thicker skin.

Good luck,

The same reason you put it, or thermal paste on the back of a CPU.
Heat dispersion efficiency. With out it the unit could heat up significantly faster and burn up.
It radiates heat through metal to metal surfaces faster then bare metal contacts.

I'm glad you cant work your self up to blast me
The point was moot about the vehicle in question. You were correct as usual. But you did say and I quote "if so equipped". I spoke as such. ( Don't be getting a big head about the as usual comment.)
I reserve the right to make an ass out of my self once in a while.
But hey, at least I admit it when I do it.

and its SAE damn it ! I thought we were to start using the correct acronyms up in this piece ?

 

[Kenter]

I give up! This is stupid... How come everyone on this website is always in a pissing contest?! Thanks Duane for your help in this matter.

 

[Duane867]

Its all good.
Have you made any head way ?

 

[Kenter]

Finally solved this POS!! It was the big plug next to the alternator. It was coming undone while the engine was running before. While its been dead all this time the plug was just enough undone. That it wouldn't allow any thing to work, yet it looked as though it were plugged in still. So I unplugged it and cleaned the terminals and put some dielectric grease on it and wammo it started right up!

Now to do the swap and I'll be stylin'!

 

[Duane867]

Glad you got it all fixed up