Ok, I don't know how to load photos on this forum, but I uploaded them to my website and put links below. Hopefully this works, they should be pretty high resolution. I'll see if I can get some more when it quits raining. Sorry I don't have all the info upfront, just not smart enough to have all the answers to your questions. I cannot find the box you mention on the firewall or side of the engine compartment. There is a picture of a box on the passenger side inside by the battery. Is it possible it could be somewhere else, maybe in the dash? Let me know if there is another angle photo I could get that may be more helpful.

https://cdn2.bigcommerce.com/server1...g?t=1398817188

https://cdn2.bigcommerce.com/server1...g?t=1398817279

https://cdn2.bigcommerce.com/server1...g?t=1398817326

https://cdn2.bigcommerce.com/server1...g?t=1398817373

 

Good grief, dude, those pictures were HUGE!

I shrunk 'em down to 1280 x (whatever) and attached 'em directly to your post, people can now actually *see* what it is you're trying to show them.

EDIT: Looks like I didn't wait long enough for each one to come in and be resized; they're over 5 MB each in size (no wonder) times 4 pictures is over 20 MB you're asking people to download... people with slow Internet connections or who are on a phone won't wait that long. I generally ask for 1024 x 768 or below, sometimes 1280 x 1024 is necessary or just preferable. But 5,000 x 3,000 is just wall-sized huge!

BTW it looks like you still have the computer-controlled TFI ignition, which isn't going to work properly with all its tentacles cut off like that. Look at the DSII swap threads; somebody posted a link above, look in the sticky or subforums, I think we have 3 threads on this up there.

Do you have a timing light?

 

You are still running the stock TFI ignition system, so that means you still have some more "crap" to remove. The thin electrical device bolted to the side of the distributor is the TFI ignition module.

"Electronic Engine Control," or "EEC", is what Ford called their on-board engine computer that was phased in throughout the 1980s. Before EFI was the standard, some mid-1980s carbureted models used an engine computer that controlled the ignition, emissions, and the air/fuel mixture at the (feedback) carburetor by various solenoids and sensors located around the engine. As a result, the distributor on these didn't used a vacuum advance at all, and the ignition module is bolted to the side of the distributor itself. This system used what is called a TFI ignition system and is the same as what the EFI models used. And like EFI, you can't just unplug and delete stuff or even make upgrades on these models and expect your truck to run "better." When you do this, what happens is the EEC engine computer will try to compensate for the "problem" and the vehicle will usually run worse as in performance and economy. (The EEC engine computer is located under the dashboard, to the right of the steering wheel.)

By "ripping out" stuff you didn't understand, your timing is now locked in at 10 degrees BTDC, and nothing can change that except to put everything back to stock or put in an entire stand-alone ignition system that didn't use computer controls. The Duraspark II or "DSII" swap is what Ford used on various carbureted models throughout the 1970s and 1980s before they switched to the EEC-IV/TFI ignition.

You either need to go to the junkyard and get an entire Duraspark II setup, or wire in something aftermarket so that you can have timing control.

See here for complete Duraspark II information:
https://www.ford-trucks.com/forums/9...ml#post9026150

 

Yep, that TFI system is both holding your engine back and likely to fail - as they are known to do. DSII time for sure. And, by the way, the only electrical thing on that Eddy carb is the choke.

 

According to this, it means:

Limited Operation Strategy

Ford Technical Documents - www.fordmods.com


Furthermore, from Component Monitor



My Tempo didn't have a CEL or MIL or any such dash-mounted indicator, and neither do our trucks.

 

Ok, I've been reading on the DSII swap. Sounds fairly simple, I guess it just making sure you get all the correct components. If I understand this correctly I'm basically going to just go out and purchase a distributor, ignition module, and coil for my engine setup in an older truck like an 1983. One thing I read talks about replacing the wiring harness, another does not. I'll do some more reading.

 

And after some more reading....

This is starting to make sense. So my timing is just locked in and I have no advance of any kind at the moment. So, this has me excited because there is more performance to be had from where I am at now. This whole process has been a big learning experience so to some degree I'm glad these issues have come up. This is the first time I've rebuilt an engine and I've been learning quite a bit, but there is still more to learn. The slow part is unlearning bad info people have told me. The one guy who taught me the most has a truck in the same situation as mine, so looks like I'll be teaching him when I get done with this.

I'm going to try to find a wiring harness from a junk yard, or see if one can be purchased new somewhere. From what I read it should just plug right in. My new distributor will need to be a vacuum advance type. I prefer to purchase a new one than get one from a junk yard. I found the following two on summit. One requires an external ignition box, the other says it does not. Am I on the right track with a distributor or am I foolish for not going to the junkyard?

http://www.summitracing.com/parts/du...-150/year/1983

http://www.summitracing.com/parts/du...-150/year/1983

I've also been looking at Cardone remanufactured distributors like this one:
http://shop.advanceautoparts.com/p/c...15034|L3*16062
They show a picture of the electrical plug which is helpful.

What is the difference between single and dual vacuum advance? It looks like all the OEM replacements for an 83 were single so I'm guessing that is the easy thing to do. Just curious what the dual vacuum advance is and if it is something I should look at or not.

 

Some on here including us chose the DUI solution for the ignition conversion. Lots of info on here. After we did the conversion the performance was like night and day.

 

The two distributors from Summit are GM-style HEI ignition systems. If you go this route, you will not need to get a DSII wire harness from the junkyard, or an ignition module or coil. This would be a simple one-wire hookup. BUT, you cannot remove all of those computer wires you have hanging around now, as the oil pressure and coolant sending units and the tachometer are intertwined in all that mess that connects to the engine computer. You would have to leave all of those wires and computer in place, or wire-in the tach and sending units another way. Hasn't your engine been hacked up enough? Plus, the stock thermostatic air cleaner (WHICH IS NOT SMOG EQUIPMENT!) will not fit around that huge GM-style distributor.

Since the stock Ford DSII harness has its own sending unit and tachometer plugs and wires, going this route will allow you to remove the ENTIRE engine computer along with ALL of those wires that you don't need anymore. This would make a much neater and cleaner installation, and your engine will look completely stock. If you can find the wire harness, engine coil, distributor, and ignition module from a junkyard truck, this would be the better and cheaper way to go.

You need the single vacuum advance.

The Cardone distributor in your link is the correct one to use if you are going the Ford Motorcraft Duraspark route.

 

As Fonzie said, you want a single vacuum dizzy. The 2nd vacuum fitting actually retards the timing - something you don't want nor need.

As for the GM-style dizzy, there is another gotcha - they require a LOT of juice and will not run properly at all if run off of the stock wiring. That's because they need full battery voltage, meaning close to 14v, and the stock wiring has a ballast resistor in it that drops the voltage significantly in Run. What you can do is to use the stock power wire to pull in a relay that provides battery voltage to the dizzy in Run.

So I agree w/Fonzie - go find a stock DS-II harness at the salvage, a blue-grommet module, a standard coil, and the Cardone dizzy. You can really clean things up in the wiring and still have a fully functional ignition. But, the one-wire will work if you know what you are doing. It just requires some knowledge of wiring, relays, etc that aren't bolt-in.

 

I run both the coil and the GM 4 pin module down stream of the stock feed point for the coil. I get about ~11 volts at idle. It works fine this way, but then I am only looking for a stock level of performance.
Jim

 

After posting I realize the difference with the HEI distributor. I'll have to think about this. I don't really care about keeping it stock. I called a couple of salvage places locally and nobody has anything older than 10 years. And they don't bother keeping the harnesses. I found someone selling some stuff on ebay so that may be an option. The HEI sounds pretty easy, assuming I can figure out how to tune it properly. I don't mind a little rewiring, relay control is my area of expertise so no fears there. At the end of the day am I really going to see any performance differences between HEI and DSII? Assuming everything is timed and tuned properly.

As for it being hacked up enough already. I love hacking things up! I'm just trying to learn here, I'm not restoring the thing. Maybe in the future when I know more I'll look for another project to do properly. I know this may irritate some of you F150 lovers. Sorry. Just one man's opinion, but I feel like just jumping in and getting your hands dirty you learn the most. I went in to this knowing I'd have issues and make mistakes.

 

You should not see any difference between an HEI and a DSII ignition. And if you do then the one that wasn't performing as well had a problem. Basically spark is spark, and enough spark to ignite the fuel/air mix is all that is required. Any more spark than that just erodes the spark plug's electrodes further. (That is said assuming you aren't running some lean-burn arrangement, which was the impetus for things like MSD - Multi-Spark Discharge.) Both the HEI and DSII are quite adequate to light off your cylinders. In fact, I'm going to use the DSII system on my 400 which everyone that knows says should put out 500 HP and 500 ft-lbs.

 

Well you have all been a great deal of help. You opened my eyes to how the ignition system works. I need to do a little more research to understand things better, but I feel confident I can get this thing changed over. I think I'm going to go ahead and get the HEI, I can purchase one now for $332 and have it tomorrow. I think I'd rather do this instead of run around town trying to find a wiring harness. Worse case I can always throw it on ebay if I decide to do the DSII arrangement later. Of course I wouldn't do that unless I was unsuccessful at the HEI, which I'm thinking I won't have any problems. I'll let you know how things turn out.

 

85F150Blue: I'm across the river from you in Northern KY. I assume from the name that the truck is blue. If it is and you have a blue interior I may have some dash parts you could use (for free if you can pick up). My '84 had a nice dash-pad/dash that I would hate to see go to waste, but i don't want to try to pack it for shipping to someone. That would probably not end well. The body and frame have succumb to rust and the engine/trans. is going into an 89 F250 so the dash parts are of no use to me.

Of course, if your truck was really in a barn for a long time your interior may be in better shape than mine. If your interested just let me know.