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@AuroraGirl
Couldn't tell by your post if you were suggesting the noise capacitor may be the cause. This thread is getting so long I didn't know if you missed that the current flow happens even with capacitor unplugged.
The capacitor you linked is apparently no longer available. Not even a NOS on eBay. But I did snag a couple at the you pull. Swapped out the rusty looking one for an unknown better looking one. Same old.
So, I de-pinned the PIP at the ICM again. Unplug the PCM, no current. SPOUT plug is irrelevant with PCM unplugged. Re-pinned the ICM, PCM still disconnected and the flow starts again.
I am fine with ruling out PCM.
I still think the ICM is wrong.
I mentioned I was okay with throwing a module at it.
Ford dealer parts I mentioned yesterday chatted today. They are just parts re-sellers and want to sell me a Ford 5U2Z 12A297 B. A gray module.
I am not ready to rule out distributor.
I have read several threads on this fitment subject. I still can't tell who's right and who's wrong.
And since I still have no test to distinguish one from the other I hesitate to order.
So, I de-pinned the PIP at the ICM again. Unplug the PCM, no current. SPOUT plug is irrelevant with PCM unplugged. Re-pinned the ICM, PCM still disconnected and the flow starts again.
I am fine with ruling out PCM.
I still think the ICM is wrong.
I mentioned I was okay with throwing a module at it.
Ford dealer parts I mentioned yesterday chatted today. They are just parts re-sellers and want to sell me a Ford 5U2Z 12A297 B. A gray module.
I am not ready to rule out distributor.
I have read several threads on this fitment subject. I still can't tell who's right and who's wrong.
And since I still have no test to distinguish one from the other I hesitate to order.
After this test, I'm ready to point my finger at the PIP. You're right, removing the ECU connector and the spout connector is redundant.
But what this test has shown is that "if the ICM isn't getting an Signal from the computer or the PIP, the ICM won't output any current to the coil. The ICM is doing what it is told. It's taking a small 68khz ripple and bumping it to a higher voltage, and sending it to the coil. The ripple is coming from the PIP. If you had an o-scope, you could see it for yourself.
In the meantime I'll be looking for a test for the PIP in the distributor. Replacement Echlin is $60. I should pull the distributor anyway and check its install end play. Check for correct drive gear. I'm sure the previous owner did not do these things.
When the PO started working on the truck he was diagnosing an intermittent loss of spark. I think exploring the wire shield TSB for this truck is the next course of action. I'll probably take today off as my fingertips are pretty sore from yesterday's junkyard expedition.
It was suggested that I check the grounding of the shielding. So I peeled tape to expose the aluminum shield. The ground was fine. So then I kept on peeling. I rolled back the shield to expose the PIP wire splice. Nice and clean, no errant threads of wire poking out. Yellow circle.
I will say that this foil shielding is much more fragile than the shielding on my '86 truck. The '86's shielding you couldn't tear it if you tried. This shielding in the '95 is very delicate. Be careful with it and you'll be fine.
Regarding the plug wires, I had already separated both the 5,6 and 1,3. What was odd was that the wires are likely original to the truck and looked neatly routed from the factory but not as the TSB above asks for.
The odd? Truck's radiator mount displays this decal.
And the secondary wiring could be causing the misfiring but not likely the dying roadside. Though the coil wire delivers a spark as you would expect, it ohmed out as bad. No continuity. I have a used set of Belden wires on the shelf and a relatively new set on my '86 to choose from. I had been shopping for a set of Ford Racing for the '86.
Did you verify with a meter the shield ground (aka "drain") is actually grounded? It appears to be attached at the foil shield, but there may be an open before it actually gets to the ground point. The shield ground is Pin 2 (Pin 7?) at the distributor connector (C178).
There is a discrepancy between the Ignition diagrams in the EVTM versus the PCED for Pins 2 and 7. EVTM shows Shield ground is Pin 2, PCED shows Pin 7. I would verify to both pins just to make sure. One of them needs to be the ground path for the shield to work.
Did you verify with a meter the shield ground (aka "drain") is actually grounded? It appears to be attached at the foil shield, but there may be an open before it actually gets to the ground point. The shield ground is Pin 2 (Pin 7?) at the distributor connector (C178).
There is a discrepancy between the Ignition diagrams in the EVTM versus the PCED for Pins 2 and 7. EVTM shows Shield ground is Pin 2, PCED shows Pin 7. I would verify to both pins just to make sure. One of them needs to be the ground path for the shield to work.
good catch on that discrepency manual transmission or e4od, maybe, this was listed separate to the 4r70w (next one)
Did you verify with a meter the shield ground (aka "drain") is actually grounded? It appears to be attached at the foil shield, but there may be an open before it actually gets to the ground point. The shield ground is Pin 2 (Pin 7?) at the distributor connector (C178).
There is a discrepancy between the Ignition diagrams in the EVTM versus the PCED for Pins 2 and 7. EVTM shows Shield ground is Pin 2, PCED shows Pin 7. I would verify to both pins just to make sure. One of them needs to be the ground path for the shield to work.
Okay, new stuff to me. I made an assumption about the shield ground. On my '86 the shield grounds to a stud on the lower intake manifold then to pin #20 (case ground) on the ECM. It is grounded to the firewall along the way.
So now I see, using ohm meter, that the shield wiring near the ICM grounds to the distributor through pin 7. Using this illustration from Haynes.
Looking in to the harness connector. Wrong illustration. Should have been using this illustration. So, the shielding is grounded through pin 2.
Okay, new stuff to me. I made an assumption about the shield ground. On my '86 the shield grounds to a stud on the lower intake manifold then to pin #20 (case ground) on the ECM. It is grounded to the firewall along the way.
So now I see, using ohm meter, that the shield wiring near the ICM grounds to the distributor through pin 7. Using this illustration from Haynes.
Looking in to the harness connector.
this is the second time ill be bringing this up, but what are you doing ohms testing? Thats not going to tell you anything in this situation. You need to do continutity checking (beeping feedback is nice) you can use this to veriffy your grounds from start to finish and multiple points in between
You also can do voltage drop testing
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