See
http://www.myo-p.com/Ford-EEC/EEC%20Hel ... black.html
There are many cars that have had an ECM melt down that are running on about 18 degrees of total timing base timing, plus 10 degrees from the distibtor. ....TFi is designed to handshake with the EECIV module. If you grab a MeagaJolt, it will control the timing like EECIV does. Some EECIV's had an external timing system, so did the old Durasaprk III and Yellow Strain Durasaprk II.
The bare minimum to run a TFi is by finding a six cylinder TFi, and running a 60 pin Speed DensityEFi EECIV with the non critical parts gutted out. I'd keep the basic systems so you can cross check it, but MegaJolt will do it all for less time and less money than messing about with a Frontal Lobotmy on an "EEK Four" ECM
The Thick Film Ignition system generates the spark via a cheap solid state integrated circuit or microchip with an EPROM. Like the Bubble Memory in an old HP 41 Calculator or Psion Organiser the old GT Tech 3 hand controller was based on, the timing code is burnt on to a chip, and the distributor curve is an electroinic 0 and 1 lookup table. If my MAP pressure and Engine Speed is this, whats my SPARKOUT total advance now?
The square wave that triggers the timed release of the spark is from the hexagonal lobe driven by the cam shaft on a conventional Ford I6 six...on the TFi, its driven right off a cut out wheel, and its totally square wave with each plip, but there are six plips.
On the 2.3 and 2.5 OHV engines, its just a four lobe system. You can run a TFi module off a normal 1968 to 1973 In line six Autolite Igntion system. The Durasaprk I and II uses adifferent trigger. TheHSC 2.3/ HSO 2.3 HSO 2.5 uses a system that will need a six plug distributor cap, and the spark timing has to suit the sqaure wave form.
The Durasaprk is variable reluctor, which isn't really easy to match with TFi. Didgital control is 0 and 1 codes into a computer ECM by low voltages. Most car Digital Systems are feed by Analogue systems, variable voltage changes. When Ford dreamed up the TFI, it had already done it before with the truley excellent CFi EECIII, the Durasaprk III system in the 1980 to 1984 5.0 non High Output engines. That system had a crank sensor.
Soooo, you can mix and match , or Pick'n'mix whatever, but you can run a motorbike off TFi if you organise the trigger system. Points, Pertronics, crank Sensor, or a reworked Duraspark converted to a points trigger, or just a TFi unit from an Even Fire V6 or 4.9 Big Six. Module failure is rare, despite the bad press. Its normally the internal pickup or another problem, although just once in a while, a TFi modue does go out of service, so people should consider keeeping a spare around Just In Case....
http://www.49ccscoot.com/manuals/FORD%20TFI%20electronic%20ignition.pdf":2rew8zti said:
Of all the digital ignition modules used in automotive
applications the Ford TFI is the only common module that fires on the negative to positive transition of the trigger waveform. Since point ignition systems 'fire' at the same time they can be a good triggering device for the TFI ignition module. Just visit the local auto salvage yard and
get several gray REMOTE mount Ford TFI modules along with the heat sink, and plug-in. Cut off as much of the harness as possible with the plug to the module. It is important toget a remote-mount TFI module and heat sink pair like the one pictured. The earlier TFI model mounted directly to the
distributor was subject to damage by engine heat. Though it will work it is more difficult to mount requiring fabrication of a heat sink, and may be damaged.