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Originally Posted by KULTULZ
Hey David,
Weren't these used on the late 5.0L EXPLORERS/MOUNTAINEERS? They used a cam position sensor in lieu of a distributor.
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That would be EEC-V, the 4's used a 36-1 crank trigger wheel only, finding 'home' with the missing tooth rather than the cam signal. I don't see many late Explorers, and I've drifted so far from EEC that I'm ASSuming there, but pretty sure without looking it up.
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Originally Posted by iwantmore
Interesting info. In the interest of learning could you give some examples of why go to this trouble on an older car. I have an older car with different dizzy and MSD but that seems easy next to this. Is it for fuel injection conversion? If it was all hidden it would have people guessing.
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Usually for EFI conversion, although it can be carbed with an EIC to provide the spark timing (PIP/SAW) control to the EDIS module. The coil packs can be mounted to the firewall or rear of the intake with no crossed wires, so it really cleans-up the compartment and makes people scratch their heads wondering what's missing the the engine bay.
I especially gravitated to it as a very robust and reliable system capable of maintaining full spark energy at over 30psig boost without spark 'blowout'. Most systems can't do that reliably except units at many times the cost or complexity. A big benefit is no matter the condition of your timing gears, chain, cam and distributor gears, the spark timing is absolutely rock solid and accurate to actual piston position, an important factor when you're tuning to the edge and a few degrees of jitter can cost big $ or HP. I also planned it once so I could chop the distributor off (but still use it as the oil pump drive) to clear the Eaton M112 supercharger snout from a Lightning 5.4, where the dizzy would hit on a SBF. I have a pic somewhere of the chopped dizzy I'll post. It made the left-hand drive blower concept go from impossible to easy.
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Originally Posted by dbu8554
not calling you a liar PSIG but the cars you listed are all EEC 5 or newer, from what i have been told you cant just use the EDIS from one of those vehicles without a controller of some type to adjust the timing if you are just using parts off the vehicle and no input from anything aside from what you get off the vehicle can you list how its done and parted needed thanks alot.
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Thank you. As I stated earlier, the cars in the picture list I grabbed include years that go to EEC-V. If it's an earlier IV box, you can use the entire system with EEC and still easily program it with suitable tools. I generally don't use the Ford EEC's and instead another aftermarket ECU or EIC for control. While the basic EDIS system (VR sensor, trigger wheel, module and coils) does not need any controller to function and provide a perfect fixed 10°BTDC spark, this is 'limp-home' mode, and a controller is required to provide programmed variable timing for spark (SAW or Spark Advance Word). Therefore, I use all the parts in the diagram, but swap the EEC for another box where I can easily and infinitely control the spark table for the application at hand - within the limits of the EDIS module.
One other change I've made is the use of Mopar waste-spark coil packs, as they have very similar properties to the EDIS packs and work perfectly, but lay flat on a surface, use standard male plug wire terminals and boots, and the wires exit to the side for an even flatter and cleaner install. Hope that helps.
David
Mopar 4-cylinder waste-spark coil pack:
Today
