Preliminary Checkout, Equipment, and Notes
CHECKOUT^ Visually inspect the engine compartment to ensure all vacuum hoses and spark plugs wires are properly routed and securely connected.
^ Examine all wiring harnesses and connectors for insulation damage, burned, overheated, loose, or broken conditions. Check sensor shield connector. Make sure ICM mounting screws are clean and tight.
^ Be certain the battery is fully charged.
^ All accessories should be off during diagnosis.
EQUIPMENT (REQUIRED)
^ EI (Low data rate) diagnostic cable (Rotunda 007-00044, or equivalent)
^ Spark tester, neon bulb type (Ford Part# D89P-6666-A, or equivalent)
^ Volt-Ohmmeter (Rotunda Part# 007-00001, or equivalent)
^ Remote starter switch
^ 2 EEC breakout boxes (Rotunda Part# T83L-50-EEC-IV, or equivalent)
^ Spark tester, gap type (Ford Part# D81P-6666-A, or equivalent)
^ DIS/EDIS adapter tachometer (Rotunda Part# 007-00061, or equivalent)
^ Inductive timing light (Do not use the timing advance feature, if equipped. It will not work correctly with EI systems.)
^ 12 volt test lamp
EQUIPMENT (RECOMMENDED)
^ Module Tester (DMT) (Rotunda Part# 007-00071) This tester contains 12 LEDs, 12 test jacks, and a built-in interface cable that allows the tester to monitor all DIS module signals.
^ Coil Sensor Tester (CST) (Rotunda Part# 007-00072) This tester is similar to the DIS Module Tester, except it allows monitoring of signals at the sensor and coils.
NOTES
^ Start all diagnostics by performing the quick test procedure. The tests in this section are dependent on results from tests conducted in that procedure.
^ When making measurements on a wiring harness, both a visual inspection and a continuity test should be performed. Inspect the connector pins for damage (corrosion, bent or spread pins, etc.) when directed to remove a connector.
^ Spark timing adjustments are not possible.
^ When making voltage checks a GROUND reading means any value within a range of 0 to 1 volt. Also B+ readings mean any value that falls within a range of B+ to 2 volts less than B+.
^ When using the spark plug firing indicator, place the groove end as close as possible to the plug boot. Very weak flashing may be caused by a fouled plug.
^ Do not use an incandescent test lamp to check the PIP, SPOUT, IDM, or CID circuits. The lamp will prevent the circuit from operating.
^ When a DVOM is on the DC range, correct test lead polarity must be followed. The red lead is positive (+) and the black lead is negative (-).
^ To check PIP or CID, the engine is "bumped" with the starter while watching the voltmeter. Both the CID and PIP signals are digital and should switch between VBAT and ground as the engine turns. To see the signal change using a DVOM the engine must be turned in very short spurts.
^ Refer to the wiring diagrams section for wire colors.
^ The AC voltage reading from a "true RMS" type DVOM may be significantly different taken from a "standard" or averaging DVOM, leading to incorrect answer of pinpoint test steps.
^ A reset circuit has been added to ensure that the ICM is synchronized with the engine during crank and start.
CAUTION
^ Most DVOMs used by auto technicians belong to a class or type known as "averaging". Examples are the Rotunda Digital Volt-Ohmmeter 007-0001, Fluke 70, 20 series, and Fluke 88. Recently technicians have started to use DVOMs of a different class (true RMS, DVOMs: Fluke 87, 8060A, 8026A, etc.). True RMS DVOMs should not be used with the Pinpoint Tests because they may display different voltage readings if the DVOM is turned on first and then the test leads are connected, or if the leads are connected first and then the DVOM is turned on. Also they may not auto range to the same range every time and some display significantly different values depending on the range selected. It would be impossible to list all of the meters and how to use each, so we are requesting that you perform the following test to verify your DVOM is compatible with the Pinpoint Tests.
^ Using a known good DIS or EDIS vehicle, install the DIS or EDIS diagnostic cable, connect the EEC breakout box to the diagnostic cable, start the vehicle and measure the AC voltage between J18 (RC1D) and ground. The battery should be charged and the engine must be idling between 700 and 900 rpm. On any DIS or EDIS vehicle (except Escort/Tracer) the value should be between 1.0 and 2.0 volts AC (1.5 volts is typical). If you have the DIS hand held testers they may be used instead of the diagnostic cable/EEC breakout box to gain access to the J18 (RC1D) and J31 (PIP EEC). Next, with the engine idleing, measure between PIP and ground. This reading should be between 6 and 8 volts AC.
^ Because the Escort/Tracer EDIS ignition system fires the coil differently (repetitive spark) at idle, the coil to ground voltage reading should be between 2 and 7 volts AC (4.5 volts is typical). The PIP to ground reading on the Escort/Tracer is the same as the other DIS/EDIS systems.
^ If the readings you get agree with our test, your DVOM is OK to use with the Ignition Pinpoint Tests. If not, do not use it because it may lead to false diagnosis.
^ A 12 volt test lamp should not be used to test CID, IDM, SPOUT, or PIP signals. It will load the circuit and may cause erroneous measurements or improper DIS/EEC-IV operations (i.e. engine stall). A 12 volt test lamp is required to verify proper coil circuit operation in Section D.