Ford TFI Ignition Control Modules - Ford Bronco Forum
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post #1 of 151 (permalink) Old 10-16-2010, 05:15 PM Thread Starter
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Ford TFI Ignition Control Modules

Updated 04/01/2012

I have compiled a list of TFI Ignition Control Module Part Numbers.


Distributor Mount Gray TFI-IV "Push Start" ICM
Ford Bronco - Wiring Schematic

Motorcraft - DY1074 (supercedes DY425)
Ford - 5U2J-12A297-AA, 5U2Z-12A297-A
Wells - F121
Niehoff - FF409
BWD - CBE24
Standard - LX218
NapaEchlin - TP31
Delphi - DS10051
Transpo - FM425
MSD - 83648 (Made by Transpo above)


Remote Mount Gray TFI-IV "Push Start" ICM
Ford Bronco - Wiring Schematic

Motorcraft - DY1075 (supercedes DY533)
Ford - 5U2Z12A297B (supercedes E8DZ-12A297-A)
Wells - F125
Niehoff - FF411
BWD - CBE33
Standard - LX226
NapaEchlin - TP33
Delphi - DS10053
Transpo - FM533


Distributor Mount Black CCD "Computer Controlled Dwell" ICM
Ford Probe, Taurus, Tempo, Sable, Topaz - Wiring Schematic

Motorcraft - DY552
Ford - E9DE-12A297-A2A
Wells - F152
Niehoff - FF419
BWD - CBE51
Standard - LX244
NapaEchlin - TP57
Delphi - DS10054
Transpo - FM552


Remote Mount Black CCD "Computer Controlled Dwell" ICM
Ford Bronco - Wiring Schematic

Motorcraft - DY1077 (supercedes DY679, DY667, DY645)
Ford - 5U2Z-12A297-D (supercedes F1PZ-12A297-A)
Wells - F139
Niehoff - FF413
BWD - CBE40
Standard - LX-241
NapaEchlin - TP29
Delphi - DS10056
Transpo - FM544


I am fairly confident in my research, except for the non-Bronco Distributor Mount Black CCD ICM. I do not believe that the Bronco ever came with this so another Ford ICM is subsituted. What I looked for was a 6+3 Pin "Black" Ford TFI Ignition Control Module and crossed referenced it to other brands.

--------------------------------------------------

TFI Parts References:

Motorcraft/Ford Parts

Wells Online

Niehoff Online

Borg Warner Online

Standard Online

Napa Online

Delphi Online

Transpo Electronics (WAI Global)

World Power Systems Aftermarket Buyers Guide


TFI General Information:

Ford TFI modules: Gray or Black?

FORD IDM Fault Codes After Module Replacement

Ford Fuel Injection - TFI Comparison
Note the "reversed" TFI pin numbers compared to the Ford EVTM. Pin 1 should be PIP.

Remote TFI Distributor Connectors

TFI Troubleshooting Worksheet


TFI Upgrade Kits:

The Ranger Station - Remote Mount TFI Installation

McCully Racing Motors - TFI Relocation Kit

FORD 5.0 TFI Module Remote Kit

Mustang 5.0 TFI Module Relocation Kit

Ford TFI module relocation project


TFI Connectors and Wiring:

The Repair Connector Store - Electronic Ignition Repair Connectors

Source Products - Ford Harness Connectors

RJM Injection Technologies - Pigtails and Connectors

'94 code 212 mystery IDM Resistor ???

another maf conversion question



Please assist me with any corrections as I think this list would be a great sticky.
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post #2 of 151 (permalink) Old 10-16-2010, 05:25 PM
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post #3 of 151 (permalink) Old 10-17-2010, 07:14 AM
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yo, GOOD Work!

If this helps, keep it here or have a mod del it so, I don't add to da confusion

Gray or Black? "Pattern Failures in the modules; driveability & no - start problems.
Most technicians who deal with Ford driveability and no-start problems have become very familiar with the Thick Film Ignition (TFI) system. Ford started using the six-pin TFI module with the EEC-IV computer system in 1983, and for years it remained basically unchanged. The early TFI system, which Ford calls the "Push Start" TFI system, uses a gray TFI module. Originally, the module was mounted on the distributor.
In the late '80s Ford began to relocate it away from the distributor on some vehicles to provide better protection from the effects of engine heat, but system operation remained the same. It uses a Hall effect pickup (stator) in the distributor, which generates a battery voltage, 50% duty cycle square wave, called the PIP signal, to the EEC-U PCM and the TFI module. The PCM processes this signal and sends out another battery voltage, 50% duty cycle square wave, called the SPOUT signal, to the TFI module. As long as the TFI module is receiving a SPOUT signal, it will fire the coil at the rising edge of that signal (except during engine cranking, when SPOUT is ignored) and the vehicle will run with the amount of timing advance commanded by the computer.
If the TFI module does not receive the SPOUT signal, it will fire the coil at the rising edge of the PIP signal, a nd the vehicle will run at base timing. This is true on all TFI systems.
Ignition dwell with the Push Start (gray module) system is controlled by the TFI module alone, and increases with engine rpm. The Ignition Diagnostic Monitor (IDM) signal on a Push Start TFI system comes from the coil negative circuit and is filtered through a 22k ohm resistor to pin #4 on the EEC-IV computer. The computer monitors this circuit to verify a coil firing for each PIP signal, and sets codes if it sees missing or erratic signals. Another feature that is unique to the Push Start TFI system is the start input on pin #4 of the module connector. This is wired into the starter relay trigger circuit, and signals the TFI module that the engine is cranking. When the module sees battery voltage on this circuit, the SPOUT signal is ignored.
In the early '90s, Ford began using a different TFI system on certain vehicles--the Computer Controlled Dwell (CCD) TFI system. The TFI module on CCD TFI is always black in color.
There are a few major differences between the two systems. As the name implies, with the CCD system, the computer controls primary dwell. The CCD TFI module still ungrounds (fires) the coil at the rising edge of the SPOUT signal, but now the falling edge of the SPOUT signal (which had no meaning to the Push Start TFI module) is used by the CCD TFI module to ground the coil. The PIP signal remains the same 50% duty cycle square wave, but SPOUT signal duty cycle varies according to how much dwell is desired by the computer.
Another major difference between the two systems is the IDM circuit. Pin #4 on the CCD TFI module, which was the start circuit input on the Push Start TFI module, is now the IDM signal, sent directly from the TFL module to pin #4 on the EEC-IV computer. This signal is still a filtered (low voltage) version of the ignition primary waveform, but is filtered internally in the TFI module rather than through an external resistor. There isn't any start circuit input to the CCD TFI module; the module infers engine cranking from a low rpm input from the PIP signal.
Since these two TFI systems are so significantly different, yet so similar in appearance, parts application problems will inevitably occur. A gray Push Start TFI module will plug right into a CCD system, and vice versa. To make matters worse, parts books are often incorrect on TFI module applications!

With the incorrect TFI module installed, the vehicle will run, but driveability and MIL (malfunction indicator lamp) problems will result. For instance, if a gray Push Start TFI module is installed in a CCD system, the computer will not be able to control ignition dwell, and the MIL will illuminate with memory codes for the IDM circuit set, as the gray TFL module is incapable of generating an IDM signal to the computer. If a black CCD TFI module is installed in a Push Start system, dwell will remain fixed, since the SPOUT signal duty cycle never changes.
If in doubt about which TFI module belongs on a particular vehicle, consult the ignition system wiring diagram for the vehicle. If the wire going to pin #4 on the EEC-IV computer comes directly from pin #4 of the TFI module, it is a CCD system. If not, it is a Push Start system.
A final note: As with every other rule, there is an exception. Some 1.9L Central Fuel (throttle body) Injected Escorts and Tracers were built with black TFI modules that are not CCD modules. If you encounter one of these, check the engineering number on the module. A CCD TFI module engineering number always starts with E9 or higher.
Written by David Sill, IDENTIFIX Ford Team Leader. Dave is a certified Ford EEC, Advanced Engine Performance Specialist, ASE Master and L 1. He is a graduate of Ford's ASSET Program and has 14 years of diagnostic repair experience...";
Source: by David S in Motor Service, June, 2001 via web.archive.org

miesk5 NOTE; use BLACK modules in 1994-1996 Broncos

96 XL 5.0 E4OD, Man Xfer/Hubs
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post #4 of 151 (permalink) Old 10-17-2010, 05:31 PM
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Quote:
Originally Posted by Seattle FSB View Post
Motorcraft - DY425
obsolete and superseded by DY1074
Quote:
Originally Posted by Seattle FSB View Post
Motorcraft - DY533
obsolete and superseded by DY1075
Quote:
Originally Posted by Seattle FSB View Post
Motorcraft - DY679
obsolete and superseded by DY1077
Quote:
Originally Posted by Seattle FSB View Post
I am fairly confident in my research, except for the non-Bronco Distributor Mount Black CCD ICM. I do not believe that the Bronco ever came with this so another Ford ICM is substituted. What I looked for was a 6+3 Pin "Black" Ford TFI Ignition Control Module and crossed referenced it to other brands.
I use Distributor Mount Black Motorcraft-DY552 on my OBD-II EEC-V truck

Ryan McCormick


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Parts replacement is not auto repair, if you canít diagnose, donít open the hood!
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post #5 of 151 (permalink) Old 10-17-2010, 08:34 PM
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Motorcraft will be going in mine as well.

DY1077.

Thanks for the information Seattle and others.

1992 XLT, 5.8 w/ E40D transmission, TTB D44 in front, 8.8 rear, 4.88 gears w/ Eaton Posi, Gibson exhaust/headers,cb radio, 4" suspension lift, 33x12.5's on 8" Pro Comp wheels.

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post #6 of 151 (permalink) Old 10-18-2010, 12:23 AM Thread Starter
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Originally Posted by Fireguy50 View Post
I use Distributor Mount Black Motorcraft-DY552 on my OBD-II EEC-V truck
So, the DY552 should work on my OBD-I EEC-IV MAF after the required wiring upgrade. Correct?

And thanks for the additions!
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post #7 of 151 (permalink) Old 10-18-2010, 12:43 AM
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Typically the black TFI is used remote mount.
I only use the DY552 because I have an older (1985-91) distributor, and I'm doing new product testing with the newer 1996 OBD-II fuel injection.
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post #8 of 151 (permalink) Old 10-18-2010, 08:50 PM Thread Starter
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I know, I should be using the remote mount TFI ICM if, for anything else, for the easily found replacement units. I have only had one distributor mount TFI failure and I blamed that on my MSD Ignition that catastrophically failed. Problem is finding a remote mount heatsink...
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those are easy to find, Ford used them on all their vehicles in the mid 90's

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post #10 of 151 (permalink) Old 10-18-2010, 10:05 PM
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Quote:
Originally Posted by Seattle FSB View Post
I know, I should be using the remote mount TFI ICM if, for anything else, for the easily found replacement units. I have only had one distributor mount TFI failure and I blamed that on my MSD Ignition that catastrophically failed. Problem is finding a remote mount heatsink...
Heatsink? Is that the metal harness the TFI goes into? I saw a few of those at the yard if that is it.

I think I am gonna have to fender mount mine as well. If that is all I have to do and then I don't have to get a new Dizzy, I am all for it.

Shit, upon reading this thread again and Miesk's excellent information, Looks like I am ripping open my harness, finding a remote mount harness and repinning for my new CCD TFI.

My truck is doing EXACTLY what is being said in Miesk's thread.


Back to the JY. Seattle, if I find two of those mounts, do you want me to grab ya one?


Course, now I need to figure out how my dizzy is gonna work? ****, looks like another dizzy may be in order as well?

1992 XLT, 5.8 w/ E40D transmission, TTB D44 in front, 8.8 rear, 4.88 gears w/ Eaton Posi, Gibson exhaust/headers,cb radio, 4" suspension lift, 33x12.5's on 8" Pro Comp wheels.

http://www.supermotors.net/registry/27670/85749
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post #11 of 151 (permalink) Old 10-19-2010, 02:57 PM
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remote mount neihoff gray is ff411

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remote mount neihoff gray is ff411
I am unable to locate that part number. Can you show me confirmation and I will change it.

Thanks!
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post #13 of 151 (permalink) Old 10-19-2010, 05:10 PM
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I can take a pic of the top of the box showing neihoff control module and the part number. It's gray and is definitely a TFI module. Unfortunately for me, whereever I bought it from, it apparently is not the exact one for my '95 ford, which stock says motorcraft and is remote mounted and black, though it's the exact same size/appearance.


Quick search for ya:

http://frugalmechanic.com/auto-part/...control+module

the site says it will fit a 90-96 bronco among other things.

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post #14 of 151 (permalink) Old 10-19-2010, 10:41 PM
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It's so unfortunate that the catalogs in virtually every auto part store, real and online, list the wrong ignition control module for those of us with 1994+, or TFI-CCD, trucks. The 'quick-fix' solution is to purchase an ignition control module for a 1994-5 5.0L Mustang GT, as that application also uses the remote-mount black (CCD) module. Coincidentally, they also use the same EVR as our trucks, and their PCMs also share much of their programming strategy 'methodology' with ours, but that's just bonus info.



Nice work so far, guys!

This is probably an addendum bit of information for diagnosis, but it is important: the most-common cause of ignition control module failure is bad spark plug wires and/or opens in the secondary ignition system. Almost every time I've replaced an ignition module, I've replaced the plugs, cap, rotor, and wires, if they hadn't been replaced recently.

In addition, the ignition coil should also be tested. While it's not really a 'scientific' test, the fastest and easiest method to check an ignition coil (and the ignition module, in a way) is to install a NEW spark plug in the distributor end of the coil wire, rest its shell on a bare-metal part of the engine, and then have someone crank the engine while holding the accelerator all the way to the floor. The last part is to prevent the injectors from firing (also known as 'clear-flood mode'). Anyhoo, the spark kernel at the spark plug MUST be white to blue. Any other color (usually orange, yellow, or red) indicates a weak coil, or possibly bad coil primary or battery/engine ground connection(s).

I usually recommend this 'active' test, instead of using a simple DVOM to measure primary and secondary resistance, as a) the resistance ranges for a 'good' coil are too wide, and b) a weak coil can, and does, often test 'good' in this method. Applying voltage and observing the resulting spark kernel color has been successful for me, 100% of the times I've used it.

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post #15 of 151 (permalink) Old 10-20-2010, 08:53 AM
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Didn't you relocate your IDM/TFI to the Fender Sig?

If so,what was all involved? Did you have to get a new dizzy? One with the harness coming off of it? Or, did you open up your existing harness and re route wires?

I think this push start IDM I have is my MAIN culprit as to why my rig is running weird. So, I am in the process of relocating my IDM/TFI to the remote kind.

1992 XLT, 5.8 w/ E40D transmission, TTB D44 in front, 8.8 rear, 4.88 gears w/ Eaton Posi, Gibson exhaust/headers,cb radio, 4" suspension lift, 33x12.5's on 8" Pro Comp wheels.

http://www.supermotors.net/registry/27670/85749
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No, my Bronco had a remote module from the factory. I did, however, have to rewire a bit when I converted to a mass-air PCM. The 'start' signal line is capped off, and the IDM line now goes directly from the ignition module to the PCM -- none of that IDM resistor nonsense running all the way back from the ignition coil.

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post #17 of 151 (permalink) Old 10-20-2010, 09:15 AM
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Gotcha.

I think I found some more information on how to do this relocate.

http://www.therangerstation.com/tech...remote_tfi.htm

I am hoping I can do the same as this write up has done.

1992 XLT, 5.8 w/ E40D transmission, TTB D44 in front, 8.8 rear, 4.88 gears w/ Eaton Posi, Gibson exhaust/headers,cb radio, 4" suspension lift, 33x12.5's on 8" Pro Comp wheels.

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Originally Posted by B-man View Post
Didn't you relocate your IDM/TFI to the Fender Sig?

If so,what was all involved? Did you have to get a new dizzy? One with the harness coming off of it? Or, did you open up your existing harness and re route wires?

I think this push start IDM I have is my MAIN culprit as to why my rig is running weird. So, I am in the process of relocating my IDM/TFI to the remote kind.
I think I will be changing to a remote mount as well. This will require changing to a Black "CCD" 6+3 Pin TFI Module and modifying the wiring by changing the "Start Signal In" on pin #3 of the TFI Module to "IDM Out", bypassing the 22K ohm resistor, which is sent directly to Pin #4 of the EEC computer. Note that you will still use the wiring for the Distributor Mount TFI below.







But when using a Black "CCD" 6 Pin TFI Module, the wiring change is much more extensive. Note the 8 Pin Connector.



See these TFI wiring links:

'94 code 212 mystery IDM Resistor ???


another maf conversion question

Also see the many links I added in the main post above.
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post #19 of 151 (permalink) Old 10-20-2010, 10:49 AM
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It's the way we have to go I believe.

I am hittin the JY this weekend, Seattle. Do you want me to get an extra heat shrink if you can't find one? I am gonna get a couple of IDM's as well. I can't afford new at the moment so I am hoping to get lucky.

Let me know.

1992 XLT, 5.8 w/ E40D transmission, TTB D44 in front, 8.8 rear, 4.88 gears w/ Eaton Posi, Gibson exhaust/headers,cb radio, 4" suspension lift, 33x12.5's on 8" Pro Comp wheels.

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post #20 of 151 (permalink) Old 10-20-2010, 02:19 PM Thread Starter
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It's the way we have to go I believe.

I am hittin the JY this weekend, Seattle. Do you want me to get an extra heat shrink if you can't find one? I am gonna get a couple of IDM's as well. I can't afford new at the moment so I am hoping to get lucky.

Let me know.
That would be great! Also, look for the section of harness to the TFI. Inside is specific EMI aluminum shielding for the PIP, SPOUT & IGN GRD wires that will be useful if you have to extend your existing harness.
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