Hello all, here's a crazy question. A few weeks ago, i decided to help a friend of mine diagnose a b2300 ignition problem. When I arrived, his 93 ignition had the EXACT same DIS ignition as my 89 ranger. As we peered under his hood, we came to the hypothesis that his ignition module (DIS) was faulty, so we decided to remove it from his system, and apply it to mine to see if that was the issue. He had two of them, one a scrapyard part. We first tried the scrap part. When i cranked my engine over, nothing. (I'd like to note that even though that harness has a ground wire, we made SURE with set of jumper cables to the block on that module). I replugged mine (which was and still is on the block) and it fired right away. Then we tried his origional part, and nothing, so I reconnected mine. At this point I cranked my engine and i've had no fuel/spark since. The B2300 was repaired later, and it turns out his crank sensor was damaged by debris (it was in three pieces behind his pulley), later replaced and he's running fine, but now my truck is sitting at the end of his driveway dead as ****. I used a test light against the coil pack harness, and I got a pulse, but no spark from the wires/plug.(possible undervoltage?) The injectors are not pulsing whatsoever. The only code I got out of it was 14, 27, and 28 in the KAM but not the KOEO diagnostic result (the codes before the single flash). Now the computer got reset and it just says 11 in both areas of memory, or all systems go!.... but still no fuel or spark. I checked all three relays, the harness (from the hayes manual diagram) continuity/resistance across the primary and secondary sides of the coil packs, and everything still checks out! My worry is that the main computer is screwed, but, I do hear my fuel pump, and it does still does perform some sort self diagnostic (double pumping for EEC with jumper installed on the maintenece harness). I have no idea how to check my crank sensor. There are no clear pinouts and I know that its a hall effect transistors, not coils,by visual inspection. But i have no spec # and can't cross-referece against a scope/hfe test... So my question is this? WHAT TO DO?? Is there something I'm missing from my method? What is the proper procedure to isolating this fault? is it possible that there is a fusible link on that harness??? HELP!!

lala

 

Welcome to FTE.
Here's a link to the "Technical Information" sticky at the top of this board:
https://www.ford-trucks.com/forums/s...d.php?t=107538
There may be some usefull info there to help with your problem.

 

the tech page looks helpful, but what is the definition of DMM??

 

You shouldn't get a 27 or 29, try pulling them again. The 14 is an erractic ignition, drop me an eamil if you need the pinpoint test for the code. Did you mean IDM, ignition diagnostic monitor.

 

Ken00:
can't pull no more codes.. its all "11" now, even in the KAM. I would love the pinpoint test though, but this site won't let me mail you yet.. too much of a greenhorn even if im long winded. As for IDM, i have no idea. I pulled the DMM acronym from the tech note on this site for 2.3 DIS troubleshooting..... i still don't know if that procedure can isolate the fact that i have no output at the injectors due to no signal.

 

Digital Multi Meter.

I'm not sure if this is true but if the PCM isn't getting a signal from the crank sensor it may not fire the injectors. Email is on the way.

 

Hello All!

Weeellll.... the problem go solved. But how it was is important guys. As it turned out, a small cap screw with a broken head was the culprit. This particular one was located as the bottom left one holding the DIS module up. Now here's the very sticky part. Only the bottom left metal insert to that module, not the back plate, or the other inserts, is soley responsible for completing the ground circuit to itself from the block, even though the harness has a dedicated ground wire to the module. We had found this by sticking the positive pole of the multimeter to the B+ and poking various parts of the engine with the negative. If we didn't get 12 ~ 13 volts, we knew there was issues there. Well,KOEO, when that insert was touched, not the aluminum plenum, and the fuel pump/relays kicked again without the aid of a key. An alligator clip later and I brought her home (as long as i didn't rev her too much and shake it loose ). Retardedly, Ford used 5.5 millimeter capscrews here..... 7/32 was close enough for one, but it took a Dremel for the rest. Another sad engineering blunder is that the ground loop isn't closed without that bolt because of no contact on the cak portion of the module.... one could take advantage of this with an insulating washer, an eyelet and a piece of 18 AWG wire to a toggle. This could also be the solution to a stranded ranger in the middle of nowhere. The symptoms it cause was a visible pulse to the coils via test light/DMM with no spark (pulse line to battery, RMS read of avg 7v which is no good..the pulse was actually undervoltaged because of bad reference) and NO fuel pulse no matter what procedure you follow..... yet the computer can give a "11" all systems go. I had origionally got erratic PIP, but this had nothing to do with it. Basically, the module doesn't even need to be on that intake plenum to run, as long as the one corner is tied to ground... and regardless if the backplate is.
Id like to thank everyone who lent a hand in this project. It definately taught me a great deal about such fuel/ignition systems. I also request that this small nugget of info is included in the DIS troubleshooting guide for 2.3 4 cyls.

Once again, Thank you all,

lala

 

Glad to hear she's running again, thanks for letting us know what the problem was and I'll get this info in there.