EDIS-6 Ignition

[tri-power 250]

I am looking at changing my 250 to a Distributorless ignition. I have found a couple of sources, and noticed that Ford has a EDIS system for a 4.0L Ranger. I went to a Pick-n-Pull and saw a handful of the Rangers sitting there. Would it be possible to use the coil packs and EDIS module?
Thanks,
Ken

 

[170-3tree]

I believe that would also require the use of some sort of crank marker, a computer to control it, and some way to drive the oil pump aside from the dizzy, but it could be done. People have done it with megasquirt and other tuning computers for some time.

 

[tri-power 250]

170-3tree,
I'm looking at either Electromotive's XDI's system, or MegaJolt Lite Jr. They both look like a doable install. The oil pump drive could be a modded distributor, at least that's what I'm leaning toward.
Thanks,
Ken

 

[170-3tree]

Then it seems you are on the right track. If I ever decided to go dis I would probably find a way to run an electric oil pump, maybe free up a pony or two. And my next build will likely incorporate that system.

 

[tri-power 250]

I hadn't thought about an electric oil pump drive, I was looking at a dry sump system. If I could find a used setup on ebay.

 

[xctasy]

Yes, the waste spark EDIS is a really easy swap, and with the massive scrappage rate of Explorers, there isn't a better system around.

When the Aussie EL2 and AU Falcons went back to the EEC V ecu unit after some major early module failures on the 1994 EF, ignition became the full EDIS-6 for most 1998 Falcons in Australia. The Explorer system is similar, but not exactly the same. For a while, Austrialian sixes had a half breed system.

With the Explorer EDIS-6, one bank has an electrode degradation issue, so you'll need to go to platinum spark plugs, or every second standard spraking plug on your 250 will be erroded over a 50,000 mile period.

That asside, you can use any 36-1 trigger system you care for.

 

[tri-power 250]

xctasy,
What year Explorers can I get this system? The system is from a 4.0L V-6, is that correct?

170-3tree,
I looked up the electric oil pump, which seems great, you can start the car after the pump primes the bearings. Too cool. Now the draw back is the large alternator that will be needed to keep the battery charged. I'm not giving up!

Thanks for help.
Ken

 

[170-3tree]

I think that most exploders until around 04 have some sort of that system, and also rangers. Not sure about the actual computer, but I would rather run my own tuned computer to control it.

I haven't researched the oil pump system extensively enough to see the power requirements, but that feature might sway me into the required alternator. I also imagine it would need some sort of speed control.

 

[CobraSix]

With the Explorer EDIS-6, one bank has an electrode degradation issue, so you'll need to go to platinum spark plugs, or every second standard spraking plug on your 250 will be erroded over a 50,000 mile period.

Put 325k miles on my factory original EDIS-6 on my 91 explorer, and never had this problem.

But yes, overall, the EDIS-6 is a great ignition system. Overall, can't be beat.

 

[MPGmustang]

you can convert a distributor to be a 'crank sensor', it might not be used to transmit the spark but you can use it to tell the EDIS-6 where the camshaft is inrelation to it running, with that you'll beable to keep the stock oil pump. IMO electric oil pump would be best left to the drag only cars and not a daily driver but it depends what you want to use it for, I just see one more thing to fail

 

[FalconSedanDelivery]

1

 

[rocklord]

For the love of , well why would you spend all that time and money on a system for an engine that on a good day makes less than 150 hp and never see's the high side of 4500 , if its one of those , just want to see If I can , hey whatever, Or if its a all out racing engine that's boosted and you need more engine management , I guess , its like puting computers in a Model T ? , I don't get it sorry guys

With the EDIS system and an ECU like Megajolt you eliminate the centrifugal and vacuum advance, and can finely tune the timing to rpm.
Think of it as being able to recurve the distributor with a computer.

 

[FalconSedanDelivery]

I

 

[rocklord]

Even with a recurved distributor you are held hostage by the weights and springs; it being almost impossible to reduce the timing at a higher rpm even if reducing the timing would increase performance.

Say, for example, if at 3000 rpm it would increase performance/efficiency to reduce the timing by 4 degrees, and then at 3500 to bring timing back up by those 4 degrees, but then at 4000 rpm decrease timing by 2 degrees. With an electronic ignition run by an ECU, you can make these changes easily; not so easily with a mechanically recurved distributor.

If changes are made to an engine after a distributor is recurved (such as a different cam, carburetor, manifold, and/or porting) that distributor may need to be recurved to take advantage of the changes. With an ECU controlled ignition, those changes to timing can be made with just a mouse click.

All I'm saying is that there are advantages to upgrading to an electronic ignition. Just as there are advantages to going with EFI, synthetic lubricants, T-5 transmissions, disc brakes, turbos, and better flowing heads.

That's all.

 

[tri-power 250]

FalconSedanDelivery, I'm doing the EDIS-6 and Megajolt to learn something new. Pretty much the same reason I'm adding 3 progressive 2 bbls, 300 connecting rods, short pistons, solid lift cam. For some reason the 250 has become a learning tool for me.
Let's see what happens.
Ken

 

[FalconSedanDelivery]

G

 

[wsa111]

Ken, remember when you start programming a timing curve, do you have the experience that FSD has to do a distributor advance on the computer when you haven't done a mechanical advance distributor.
Do your home work cause you need to input whats necessary for your engine. Best of luck, Bill

 

[tri-power 250]

Bill I am not challenging anyone on this site. FSD has done more with a 250 then I have. You have done more with Holley's then I have. I'm just playing around to see what I can contribute.
I am reading all there is about Megajolt and how to make it work on my 6.
If we keep doing the same thing to our six's then what have we learned?
When I get ready to program the timing curve, FSD will be the guy I talk to more then anyone.
Ken

 

[wsa111]

Ken, sounds like a great challenge.
I also recurve distributors on my sun machine.
I am not familiar with this electronic system, do you need camshaft sensors??, which maybe a problem. Crankshaft sensor would be probably easier.
If you can get a good working system i will be the first to congradulate you, V/R Bill

 

[rocklord]

Guys your missing my point , Ive Built a 482 inch 409 based Chevy , 871 Blown, Electronic fuel injected combo for a customer and tuned countless other fuel injected combos with my laptop your not educating me on how , Ive done it , my question was WHY BOTHER , the Engine does not warrant the technology based on the money time and gains to do it , OK I'm going to get real blunt , then I will let this go , your putting icing on a turd , I love the Falcon 6's for their simplicity , but that simplicity limits its potential , NOT because an ignition or induction upgrade wont help , its just you get to the point of throwing money at something that will only get so good based on its original design , am I clear now ? , Done, this was all just My Opinion on my spent vs gain got , nuff said !.

Screw it then! If the engine does not warrant the technology on the money, time and gains to do it, why not go with a V8! With a V8 you get the best bang for your buck!

It's not because it is cheaper, or not worth it, it is because WE CAN, and WE WANT TO!

Excuse me now, I need to go ice my Turd.

That's MY OPINION. Lighten up!