2.3L ('83-'97) Need info on 89-92 Era CKP and CID trigger patterns and which cylinders fire on CID signal changes.

[corerftech]

Working on an”project” and involves a 1990 2.3

I am after specifics of the crank hub vanes. There are two teeth on the ignition trigger cup which create should create a rising edge signal to trigger the ICM. Can someone advise if the system does trigger on the tooth edge, as a rising edge, and if the sensor goes HiGH or low for an output at time of trigger?

Then the CID cup-
Similarly it has one tooth that mitigates firing on one coil pack and allows the other or vice versa. Can someone advise on which pair of cylinders the tooth is involved with and which the void is involved with?

I am working toward a super non-invasive carb conversion system for the 89-92 models. This would retain the intrusive efi upper intake.

If someone has a ford waveform diagram of the CKP/CID from a tech manual that would be amazing.
Thanks in advance folks.

 

[corerftech]

Alright, a question for RonD, and any other member who has the answer.

For the 1989-92 TFI intake manifold mounted ICM running low data rate hall sensor on vane style crank cup-

Is the ICM “for certain” controlling dwell??

I have read white papers on the subject and want a hands on answer.

The gray modules are Internal Dwell Controlled

and

The black modules are Computer Controlled

With that said:

I have a 1990 2.3l with dual plug OE ignition. It uses a Standard Products replacement GRAY ICM on the OE computer.

I am assuming that as the white paper indicates- this ignition dwell is 20-30% excess and controlled by ICM module.

Looking for a solid confirmation!

I have a new strategy for adapting a carb and distributor body to the 89-92 engine using existing manifold and a milled/shrunk and adapted distributor while still using the ICM and wasted spark topology.

I can use the 77-82 VR distributor as built, no cap etc. Using the distributor as a VR pickup with 4 poles, it will generate the SPOUT signal and of course has both mech and vac advance. By co-witnessing the vane Leading Edge and the conditioned VR zero cross pulse, this gives the distributor the ability to maintain base 10’ timing, push start ability and standardized distributor body for advance control.

My former iteration in another post is a gate system with dynamic dwell control from an LM290x F to V converter. But ——- a standard ICM offers an igniter package way more convenient.

It’s very simple. The engine will start and run w/o a computer is fuel is managed w/o a computer. All that is needed is a SPOUT adjustment and a distributor provides a perfect solution.

As well, if the answer is NO to internal dwell control- then a 556 based rising edge triggered pulse width variable system with the 290x F to V can be used to control dwell very precisely.

I would prefer the grey module have internal dwell! Simple is the key!!

Thanks in advance for the replies.

Mike

 

[pjtoledo]

RonD no longer posts here.
we do miss him, but he's gone from this forum.

some of the newer test devices have an oscilloscope function.
TopDiag Smart hook is an example.

 

[corerftech]

Bummer.

I think I was able to discern an answer and would love to hear some replies.

The DIS TFI ICM is always gray on Rangers until they went PCM based coil trigger. The DIS intake mounted ICM never changed to CCD.

The DiST TFI modules for all other Fords came in GRAY and BLACK, depending on Fixed dwell or Comp Controlled (CCD). I referenced RockAuto ICMs for various years and models. The Ranger never changes from 89-92 and actually uses a GRAY TFI on all distributor mounted and DIS systems until the module/technology ended production. This is a good thing for me and the system redesign.

In any case, bummer about RonD. Amazing resource and authority that I enjoyed reading replies from on all subjects.
Thanks for the reply.