Interchangability of Ignition Module
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Post Fiend
Joined: Jan 2000
Posts: 5,860
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From: Metro Detroit (Redford)
The module got pretty hot (could still hold in hand) running 2 miles not in heat sink. In the heat sink with the silicon di-electric grease I ran 15+ miles and it did not feel very warm at all. Checked Aerostar aftera 15 mile run and it was not very warm either. The Aerostar got the new Niehoff module, which was installed in heat sink using the grease that came with it. Looks like a non issue to me. Maybe the white zinc stuff is more for the distributor mounted module. BTW, I took the old one to AZ and it tested bad. Was pretty hot off the tester, just like the one I ran 2 miles not in heat sink. The gell inside the bad one did not have a bubble.
Fleet Owner
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From: Easton,Ks
It is for water proofing electrical connection and may or may not make a boot harder to pull off.
But not a place for dielectric grease.
In hot weather you need the white grease.
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Post Fiend
Joined: Jan 2000
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From: Metro Detroit (Redford)
I don't doubt the water proofing function of di-electric grease, but the instructions that came with my plug wires (Standard OE Plus) says to "Apply a thin film of silicone lubricant to the inner surface of the spark plug boot. This prevents the boot from sticking to the spark plug."
Right, what I meant was that the module mounted with di-electric grease is not getting hot. I suspect it would work even without the grease, as that is how I found it when I removed it from the Aerostar (the original grease had dried out after 13 years and 126,000 miles).
This because of being mounted in one case and not in the other, not the grease.
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Post Fiend
Joined: Jan 2000
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From: Metro Detroit (Redford)
Haynes Manual for the F150 (1980-1996) says to "apply a film of dielectric grease (essential for cool operation of the module) - DO NOT use any other type of grease!"
At any rate, the heat sink grease would certainly be better, but since mine is running cool with regular dielectric grease, it's good enough.
At any rate, the heat sink grease would certainly be better, but since mine is running cool with regular dielectric grease, it's good enough.
Fleet Owner
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From: Easton,Ks
Haynes Manual for the F150 (1980-1996) says to "apply a film of dielectric grease (essential for cool operation of the module) - DO NOT use any other type of grease!"
At any rate, the heat sink grease would certainly be better, but since mine is running cool with regular dielectric grease, it's good enough.
At any rate, the heat sink grease would certainly be better, but since mine is running cool with regular dielectric grease, it's good enough.
Ford Parts Specialist
Joined: Nov 2006
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From: Simi Valley, CA
The modules have engineering ID numbers on them = this ID number will not be the same as the actual part number.
Post the ID numbers off the modules, I can translate them, and give you the correct Ford & Motorcraft part numbers.
Post the ID numbers off the modules, I can translate them, and give you the correct Ford & Motorcraft part numbers.
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Post Fiend
Joined: Jan 2000
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From: Metro Detroit (Redford)
Here is the Chilton manual (Aerostar 86-97):
Coat the metal base of the ICM uniformly with silicone compound (Silicon Dielectric Compound WA-10 D7AZ-10A331-A ESE-M1C171-A or equivalent)
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Post Fiend
Joined: Jan 2000
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From: Metro Detroit (Redford)
F1SF-12A297-C1A
5A23A
But the one from the Aerostar only has the longer number, which differs from that of the F150 by only one character (second from last):
F1SF-12A297-C2A
Nonetheless, the Aerostar module is working fine in the F150.
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Ford Parts Specialist
Joined: Nov 2006
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From: Simi Valley, CA
Module from F150 has extra number: F1SF-12A297-C1A / 5A23A / But the one from the Aerostar only has the longer number, which differs from that of the F150 by only one character (second from last): F1SF-12A297-C2A
Nonetheless, the Aerostar module is working fine in the F150. Well...if it didn't it would be defective, because it's the exact same one!
Nonetheless, the Aerostar module is working fine in the F150. Well...if it didn't it would be defective, because it's the exact same one!
Fits (among others) 1991/94 Aerostar 3.0 / 1992/96 F150/350 4.9.
The different suffixes means (in this case) that there was either another batch run off, or a slight design change in the second batch...that's it.
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How many other examples would you like? Here's another (off the cuff btw): E3EF-12A297-A1A & A2A = E43Z-12A297-A. This is the POS dizzy mounted TFI module that fits 1983/90 cars/trucks. The same one that Ford recalled 5 MILLION of several years ago. I prolly sold over 3000 of these little charmers from 1983 thru 1997.
Info source: 1990/2002 Ford Light Truck Parts Catalog.
Fleet Owner
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From: Easton,Ks
The part number for the 1995 black ignition control module is:
Ignition Control Module Black
Old Number = F1SF-12A297-C1A
New Number = 5U2J-12A297-D
The parts guy will not belive you but tell him you want the 5U2J-12A297-D.
A gray Module will not work it must be black.
Fleet Owner
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From: Easton,Ks
You must use a Gray Module on a "push start" system and a black one on a "CCD" system.
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Post Fiend
Joined: Jan 2000
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From: Metro Detroit (Redford)
I don't know the difference between "push start" and CCD. We used to push start cars in the old days, but not sure that works anymore.
F150 has black module. Aerostar's was black with grey cover.
F150 has black module. Aerostar's was black with grey cover.
Fleet Owner
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From: Easton,Ks
The internal circuitry of the ICM will have one of two possible arrangements, push start or computer controlled dwell (CCD). The push start system allows for increased dwell, or coil ON time, when starting the engine. The ICM on this system determines when to turn the coil ON based upon engine rpm information. The coil is then fired, or turned OFF, whenever a rising edge of a SPOUT signal is encountered. The SPOUT signal, short for SPark OUTput, is a digital signal generated by the PCM providing spark angle information to the ICM. The SPOUT signal on the push start system controls only the firing of the coil. The falling edge of the SPOUT signal is ignored. The CCD system, however, does use both edges of the SPOUT signal. The SPOUT signal for the CCD system is same as in the push start except that the falling edge is now generated to control the time at which the coil is turned ON. The coil ON time, or dwell, for this system is thus entirely controlled by the SPOUT signal. The ICM does not internally determine when to turn the coil ON as it does on the push start system. It responds directly to the SPOUT signal it receives.
Fleet Owner
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From: Easton,Ks
The push start system will have a wire coming from the starting system to the ICM and the CCD will not.
ICM=ignition control module
ICM=ignition control module