5.0 distributor

Discussion in 'Fox 5.0 Mustang Tech' started by kccoon1, Apr 13, 2009.


  1. kccoon1

    kccoon1 New Member

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    how can you test to see if a distributor is bad
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  2. jrichker

    jrichker StangNet's favorite TOOL SN Certified Technician Founding Member

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    From Cranks OK, but No Start Checklist for Fuel Injected Mustangs...
    PIP sensor in distributor: The PIP sensor supplies the timing pulse to trigger the TFI and injectors. A noid light will tell if the PIP is working by flashing when the engine is cranking. The noid light plugs into the fuel injector harness in place of any easily accessible injector. Plug it in and it will flash if the injector is firing when the engine is cranked using the ignition switch.


    Cranks OK, but No Start Checklist for Fuel Injected Mustangs

    A word about this checklist before you start: it is arranged in a specific order to put the most likely failure items first. That will save you time, energy and money. Start at the top of the list and work your way down. Jumping around will possibly cause you to miss just what you need to see to find and fix the problem. Don’t skip any steps because the next step depends on the last step working correctly.


    Revised 8-Mar-2009 to add test for TFI module
    All text applies to all models unless stated otherwise.

    Note: 94-95 specific changes are in red

    1.) Remove push on connector (small red/blue wire) from starter solenoid and turn ignition switch on. Place car in neutral or Park and set the parking brake. Remove the coil wire from distributor & and hold it 3/8” away from the engine block. Jumper the screw to the big bolt on the starter solenoid that has the battery wire connected to it. You should get a nice fat blue spark.
    Most of the items are electrical in nature, so a test light, or even better, a voltmeter, is helpful to be sure they have power to them.

    No spark, possible failed items in order of their probability:
    A.) MSD or Crane ignition box if so equipped
    B.) TFI module: use a test light to check the TFI module. Place one lead of the test light on the red/green wire on the ignition coil connector and the other lead on the dark green/yellow wire on the ignition coil connector. If the TFI is working properly, the test light will flash when the engine is cranked using the ignition switch.
    C.) Coil
    D.) PIP sensor in distributor. The PIP sensor supplies the timing pulse to trigger the TFI and injectors. See paragraph 5A - a noid light will tell if the pip is working by flashing when the engine is cranking.
    E.) No ECC or computer power - ECC or computer relay failure
    86-93 models only: ECC relay next to computer - look for 12 volts at the fuel injector red wires
    94-95 models only: EEC or PCM power relay in the constant control relay module. Look for 12 volts at the fuel injector red wires.
    F.) No ECC or computer power - fuse or fuse link failure
    86-93 models only: Fuse links in wiring harness - look for 12 volts at the fuel injector red wires. All the fuse links live in a bundle up near the starter solenoid.
    94-95 models only: 20 amp EEC fuse in the engine compartment fuse box. Look for 12 volts at the fuel injector red wires.
    G.) Ignition switch - look for 12 volts at the ignition coil red/lt green wire. No 12 volts, blown fuse link or faulty ignition switch. Remove the plastic from around the ignition switch and look for 12 volts on the red/green wire with the switch in the Run position. No 12 volts and the ignition switch is faulty. If 12 volts is present in the Run position, then the fuse or fuse link is blown.
    Note: fuses or fuse links blow for a reason. Don’t replace either a fuse or fuse link with one with a larger rating than stock. Doing so invites an electrical fire.
    Ignition fuse links may be replaced with an inline fuse holder and 5 amp fuse for troubleshooting purposes.
    94-95 models only: Check inside fuse panel for fuse #18 blown – 20 amp fuse
    H.) Missing or loose computer power ground. The computer has its own dedicated power ground that comes off the ground pigtail on the battery ground wire. Due to it's proximity to the battery, it may become corroded by acid fumes from the battery. It is a black cylinder about 2 1/2" long by 1" diameter with a black/lt green wire. You'll find it up next to the starter solenoid where the wire goes into the wiring harness
    I.) Computer.
    J.) Bad or missing secondary power ground. It is located between the back of the intake manifold and the driver's side firewall. It supplies ground for the alternator, A/C compressor clutch and other electrical accessories such as the gauges.
    K.) Engine fires briefly, but dies immediately when the key is released to the Run position. Crank the engine & when it fires off, pull the small push on connector (red wire) off the starter relay (Looks like it is stuck on a screw). Hold the switch in the crank position: if it continues to run there is a problem with either the ignition switch or TFI module. Check for 12 volts at the red/green wire on the coil with the switch in the Run position. Good 12 volts, then replace the TFI. No 12 volts, replace the ignition switch.

    See the following links for wiring diagrams...

    AutoZone.com | Get In The Zone! for 79-88 model Mustangs
    Computer/fuel pump/ignition wiring diagram, 86 model http://www.autozone.com/images/cds/gif/large/0900823d80167158.gif
    Computer/fuel pump/ignition wiring diagram, 87 model http://www.autozone.com/images/cds/gif/large/0900823d8016715e.gif
    Ignition wiring diagram, 87 model http://www.autozone.com/images/cds/gif/large/0900823d8016715f.gif
    Computer/fuel pump wiring diagram, 88 model http://www.autozone.com/images/cds/gif/large/0900823d80167162.gif[
    Ignition wiring diagram, 88 model http://www.autozone.com/images/cds/gif/large/0900823d80167163.gif

    AutoZone.com | Get In The Zone! for 89-93 model Mustangs
    Computer/fuel pump/ignition wiring diagram, 89-90 cars http://www.autozone.com/images/cds/gif/large/0900823d8019595f.gif
    Computer/fuel pump/ignition wiring diagram, 91-93 cars
    http://www.autozone.com/images/cds/gif/large/0900823d80195960.gif

    http://www.autozone.com/servlet/UiBroker?ForwardPage=/az/cds/en_us/0900823d/80/1d/db/3c/0900823d801ddb3c.jsp for 94-98 model cars

    2.) Spark at coil wire, pull #1 plug wire off at the spark plug and check to see spark. No spark, possible failed items in order of their probability:

    A.) Moisture inside distributor – remove cap, dry off & spray with WD40
    B.) Distributor cap
    C.) Rotor
    D.) Spark Plug wires
    E.) Coil weak or intermittent - you should see 3/8" fat blue spark with a good coil

    3.) Spark at spark plug, but no start.
    Next, get a can of starting fluid (ether) from your local auto parts store: costs a $1.30 or so. Then pull the air duct off at the throttle body elbow, open the throttle, and spray the ether in it. Reconnect the air duct and try to start the car. Do not try to start the car without reconnecting the air duct.

    Two reasons:
    1.) If it backfires, the chance for a serious fire is increased.
    2.) On Mass Air cars, the computer needs to measure the MAF flow once the engine starts.
    If it starts then, you have a fuel management issue. Continue the checklist with emphasis of fuel related items that follow. If it doesn’t, then it is a computer or timing issue: see Step 4.

    Clue – listen for the fuel pump to prime when you first turn the ignition switch on. It should run for 5-20 seconds and shut off. To trick the fuel pump into running, find the EEC test connector and jump the connector in the Upper RH corner to ground. The EEC connector is near the wiper motor and LH hood hinge.
    [​IMG]

    If the relay & inertia switch are OK, you will have power to the pump. Check fuel pressure – remove the cap from the Schrader valve behind the alternator and depress the core. Fuel should squirt out, catch it in a rag. Beware of fire hazard when you do this. In a pinch, you can use a tire pressure gauge to measure the fuel pressure. It may not be completely accurate, but you will have some clue as to how much pressure you have. If you have any doubts about having sufficient fuel flow/pressure, rent a fuel pressure test gauge from the auto parts store. That will tell you for sure if you have adequate fuel pressure.


    4.) No fuel pressure, possible failed items in order of their probability:
    A.) Tripped inertia switch – Coupe & hatch cars hide it under the plastic trim covering the driver's side taillight. Use the voltmeter or test light to make sure you have power to both sides of the switch
    B.) Fuel pump power relay – located under the driver’s seat in most stangs built before 92. On 92 and later model cars it is located below the Mass Air Flow meter. Look for 12 volts at the Pink/Black wire on the fuel pump relay.
    C.) Clogged fuel filter
    D.) Failed fuel pump
    E.) 86-90 models only: Blown fuse link in wiring harness. Look for 12 volts at the Orange/Lt Blue wire on the fuel pump relay.
    91-93 models only Blown fuse link in wiring harness. Look for 12 volts at the Pink/Black wire on the fuel pump relay.
    The fuse links for all model years 86-93 live in the wiring harness near the starter solenoid.
    94-95 models only: 20 amp fuel pump fuse in the engine compartment fuse box. Look for 12 volts at the Dark green/yellow wire on the constant control relay module.
    F.) Engine seem to load up on fuel and may have black smoke at the tailpipe. Fuel pressure regulator failed. Remove the vacuum line from the regulator and inspect for fuel escaping while the pump is running. If fuel is coming out the vacuum port, the regulator has failed. Check the regulator vacuum line for fuel too. Disconnect it from the engine and blow air though it. If you find gas, the regulator has failed.

    5.) Fuel pressure OK, the injectors are not firing.
    A.) A noid light available from any auto parts store, is one way to test the injector wiring.
    The noid light plugs into the fuel injector harness in place of any easily accessible injector. Plug it in and it will flash if the injector is firing.
    B.) I like to use an old injector with compressed air applied to the injector where the fuel rail would normally connect. I hook the whole thing up, apply compressed air to the injector and stick it in a paper cup of soapy water. When the engine cranks with the ignition switch on, if the injector fires, it makes bubbles. Cheap if you have the stuff laying around, and works good too.
    D.) Pull an injector wire connector off and look for 12 volts on the red wire when the ignition switch is on.
    E.) No power, then look for problems with the 10 pin connecter (salt & pepper shakers at the rear of the upper manifold).
    F.) No power and the 10 pin connections are good: look for broken wiring between the orange/black wire on the ECC relay and the red wire for the 10 pin connectors.
    G.) TPS voltage exceeds 3.7 volts with the throttle closed. This will shut off the injectors, since the computer uses this strategy to clear a flooded engine. Use a DVM, a pair of safety pins, and probe the black/white and green wires to measure the TPS voltage.
    On a 94-95 Mustang, probe the black/white and grey/white wires to measure the TPS voltage.
    It should be .5-.99 volts with the key on, engine not running. Note that if the black/white wire (signal ground) has a bad connection, you will get some strange readings. Make a second measurement using the battery post as the ground to eliminate any ground problems. If the readings are different by more than 5%, you may have a high resistance condition in the black/white signal ground circuit.

    6.) Spark & fuel pressure OK.
    A.) Failed IAB or improperly set base idle (no airflow to start engine). Press the throttle ¼ way down and try to start the car. See the "Surging Idle Checklist for help with all your idle/stall problems.
    B.) Failed computer (not very likely)
    C.) Engine ignition or cam timing off: only likely if the engine has been worked on recently).
    D.) Firing order off: HO & 351 use a different firing order from the non HO engines.
    HO & 351W 1-3-7-2-6-5-4-8
    Non HO 1-5-4-2-6-3-7-8
    E.) No start when hot - Press the throttle to the floor & try starting it if you get this far. If it starts, replace the ECT.
    F. ) Engine that has had the heads off or valves adjusted. Do a compression test to make sure the valves are not adjusted too tight. You should have a minimum of 90 PSI on a cold engine.
    #2
  3. kccoon1

    kccoon1 New Member

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    distributor problems

    I PUT A NEW DISTRIUTOR IN MY 90 MUSTANG AND IT BACKFIRES WHEN I TRY TO START,WHAT COULD BE THE PROBLEM
    #3
  4. kccoon1

    kccoon1 New Member

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    HOW DO YOU KNOW IF YOU HAVE THE PLUG WIRES ON THE DISTRIBUTOR CAP IN THE WRIGHT POST.I CHANGED THE DISTRIBUTOR TO A BILLET AND I CAN'T GET IT TO START,THE ENGINE WILL SPIN AND BACKFIRE,COULD THE DISTRIBUTOR BE IN THERE WRONG?
    #4
  5. BlownFiveLiter

    BlownFiveLiter have car, will race....wait, it doesn't run

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    Non-tuning issue - moved to 5.0 Tech.

    Less caps, please. How did you locate the rotor when swapping the distributor? Did you make sure to use the correct firing order?
    #5
  6. kccoon1

    kccoon1 New Member

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    ON THE FIRING ORDER WILL THE #1 SPARK PLUG BE ON THE DRIVERS SIDE OR THE PASSENGER SIDE ,THIS IS THE FIRST TIME I'VE REPLACED A DISTRIBUTOR
    #6
  7. jrichker

    jrichker StangNet's favorite TOOL SN Certified Technician Founding Member

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    Putting the distributor back in is fairly simple. Pull #1 sparkplug, put your finger in the sparkplug hole,
    crank the engine until you feel compression. Then line up the TDC mark on the balancer with the pointer
    on the engine block.

    The distributor starts out with the #1 plug wire lined up at about 12:00 with you facing it. Align the rotor
    to about 11:00, since it will turn clockwise as it slides into place.

    Align the distributor rotor up with the #1 position marked on the cap, slide the distributor down into the block,
    (you may have to wiggle the rotor slightly to get the gear to engage) and then note where the rotor is pointing.
    If it still lines up with #1 position on the cap, install the clamp and bolt. If not, pull it out and turn 1 tooth forwards
    or backwards and try again. Put the #1 spark plug back in and tighten it down, put the clamp on the distributor,
    but don't tighten it too much, as you will have to move the distributor to set the timing. Note that if it doesn't
    align perfectly with #1 position, you can turn the distributor until it does. The only problem is that if you are too
    far one way or the other, you can't turn the distributor enough to get the 10-14 degree optimum timing range.

    At this point hook up all the wires, get out the timing light and start the engine. Set the timing where your car
    runs best. Don't forget to disconnect the SPOUT jumper connector when you set the timing, and plug it back
    in when you finish.

    The HO firing order is 1-3-7-2-6-5-4-8.
    Non HO firing order is 1-5-4-2-6-3-7-8

    [​IMG]
    #7
  8. Beasty306GT

    Beasty306GT Active Member

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    chill with the caps please..
    #8
  9. kccoon1

    kccoon1 New Member

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    thanks for the help
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  10. SetofAces

    SetofAces New Member

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    Yeah, I pulled the distributor off my car for my pending h/c/i swap - without marking it - so this helps me too, so thanks!
    #10
  11. U2'SLO

    U2'SLO New Member

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    Did you set the timing properly??
    #11
  12. 90bluegt

    90bluegt Founding Member

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    180 degrees out, swap the distributor. Spin it 180* and it should be better.
    #12
  13. jrichker

    jrichker StangNet's favorite TOOL SN Certified Technician Founding Member

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    Putting the distributor back in is fairly simple. Pull #1 sparkplug, put your finger in the sparkplug hole,
    crank the engine until you feel compression. Then line up the TDC mark on the balancer with the pointer
    on the engine block.

    The distributor starts out with the #1 plug wire lined up at about 12:00 with you facing it. Align the rotor
    to about 11:00, since it will turn clockwise as it slides into place.

    Align the distributor rotor up with the #1 position marked on the cap, slide the distributor down into the block,
    (you may have to wiggle the rotor slightly to get the gear to engage) and then note where the rotor is pointing.
    If it still lines up with #1 position on the cap, install the clamp and bolt. If not, pull it out and turn 1 tooth forwards
    or backwards and try again. Put the #1 spark plug back in and tighten it down, put the clamp on the distributor,
    but don't tighten it too much, as you will have to move the distributor to set the timing. Note that if it doesn't
    align perfectly with #1 position, you can turn the distributor until it does. The only problem is that if you are too
    far one way or the other, you can't turn the distributor enough to get the 10-14 degree optimum timing range.

    At this point hook up all the wires, get out the timing light and start the engine. Set the timing where your car
    runs best. Don't forget to disconnect the SPOUT jumper connector when you set the timing, and plug it back
    in when you finish.

    The HO firing order is 1-3-7-2-6-5-4-8.
    Non HO firing order is 1-5-4-2-6-3-7-8

    [​IMG]
    #13
  14. BlownFiveLiter

    BlownFiveLiter have car, will race....wait, it doesn't run

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    Please stop posting multiple threads on the same topic, including across multiple forums. I just merged three of your threads together and moved one out of Fox 5.0 Tuning into this thread, since it's still not a tuning issue, like it wasn't when I moved your other thread on the 12th. This appears to be a continuation of your thread about testing if a distributor is bad, since it's on the same topic and suddenly a month later, you replaced it.

    Please follow jrichker's post verbatum and post back if you're still having issues.
    #14

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