1989 LX, wont start!

Prime suspects are the TFI module and the PIP sensor. That's why both are listed in the Cranks OK But No Start checklist. Keep following the checklist to determine which one is the culprit.

If you really want to know how it works and how to do some more testing, here another tech note...


How the TFI ignition works in 86-93 model Mustangs:

Revised 06-Oct-2010 to add breakout point to test proceedure

Tools needed: DVM, noid light, safety pin.


Theory of operation:
The TFI ignition in 86-93 Mustangs has 4 main components: the ignition switch, the coil,
the TFI module and the PIP sensor inside the distributor.

The ignition switch gets power from the two yellow wires that are supplied power
by a fuse link located in the wiring harness that connects to the starter solenoid.

Diagram courtesy of Tmoss & Stang&2birds


The coil is mounted on the driver’s side strut tower on most EFI Mustangs. It gets power from a red/green wire and a brown/pink wire from the ignition switch. That wire from the ignition switch feeds a 20 gauge blue fuse link that connects to the red/green wire. The fuse link protects the wiring and the ignition switch, since the fuse link for the two yellow power supply wires has a much higher current rating. Without the smaller fuse link protecting the smaller wiring used in the ignition circuit, a short there would cause the red/green wire to overheat and burn up.

The TFI module is mounted on the side of the distributor and supplies the ground for the coil. Every automotive power supply circuit uses the ground as the return path to carry power back to the negative side of the battery.
The TFI switches the tan/yellow wire coming from the coil to ground. It gets power from the red/green wire when the ignition switch is in the Run position.
The red/lt blue wire supplies a signal to turn on more power (dwell time) when the engine is cranking.
The trigger signal comes from the PIP sensor when cranking and the computer when the engine is running.
The SPOUT jumper plug enables computer controlled spark advance. When the SPOUT is removed, spark advance is locked at the setting determined by the mechanical position of the distributor.

The PIP sensor is in the bottom of the distributor under the shutter wheel. It is a Hall effect magnetic sensor that senses a change in the magnetic field when one of the slots in the shutter wheel uncovers the sensor. Then it supplies a pulse that triggers the TFI module to provide a ground to the ignition coil. A bad PIP will often set code 14 in the computer and cause hot start problems. Replacing the PIP sensor requires removal of the distributor and pressing the gear off the distributor shaft to expose the sensor. For most people, a remanufactured distributor ($55-$75) is the solution, since they may not have access to a press.

Troubleshooting the ignition system – no spark or weak spark. All the tests are done with the ignition switch in the Run position unless specified otherwise. A safety pin may be used to probe the wiring connectors from the back side.

No 12 volts on the red/green coil wire, start with step 1.
Good 12 volts on the red/green coil wire, start with step 4.

1.) To access the ignition switch wiring, remove the 3 screws from the bottom plastic cover for the ignition switch and steering column. Check for 12 volts at the yellow wires on the ignition switch. No 12 volts and the fuse link near the starter solenoid has open circuited.
2.) Check for 12 volts on the red/green and brown/pink wires coming out of the ignition switch. No 12 volts, replace the ignition switch.
3.) Check for 12 volts at the ignition coil. No 12 volts and the blue 20 gauge fuse link has open circuited.
4.) Check for 12 volts at the red/green wire on the TFI module. No 12 volts and you have wiring problems.
5.) Remove the small red/blue wire from the starter solenoid (looks like it is stuck on a screw).
This is a safety measure to keep the engine from turning while you are making measurements. Have a helper turn the ignition switch to Start and look for 12 volts on the red/lt blue wire on the TFI module.
No 12 volts and you will have starting problems, but push starting the car will work OK. No 12 volts,
replace the ignition switch. Be sure to reconnect the red/blue wire to the starter when you finish.
6.) A noid light available from any auto parts store, is one way to test the PIP pulse. The computer uses
the PIP signal to trigger the fuel injectors. 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 PIP is working. No flash from the
noid light and the PIP is suspect. To confirm the PIP is being the source of the non flashing
noid light, look for 12 volts on the red injector wiring. Good 12 volts and no flashing noid light means the PIP has failed.
7.) Remove the SPOUT plug from the harness and try to start the engine. If it starts, replace the PIP. This is a common no start condition when the engine is hot.
8.) The TFI module is a go/no go item when you have a no spark/weak spark condition on a cold engine. It either works or it doesn’t.

The TFI failure mode on a running car is usually a high speed miss on a warm engine. Many auto parts stores will test your TFI module for free. Bring along a hair dryer to get it hot while testing it and run several test cycles, since it often gets weak when it heats up.

The coil is somewhat more difficult to pinpoint as a problem. A good coil will make a nice fat blue spark 3/8”-1/2” long. The problem is that one person’s perception of what a fat blue spark looks like may not be accurate enough to spot a weak coil. The coil is cheap enough ($13-$16) that having a known good working spare might be a good idea.

See the following website for some help from Tmoss (diagram designer) & Stang&2Birds (website host)
for help on 88-95 wiring Mustang FAQ - Engine Information Everyone should bookmark this site.

Ignition switch wiring
http://www.veryuseful.com/mustang/tech/engine/images/IgnitionSwitchWiring.gif

Fuel, alternator, A/C and ignition wiring
http://www.veryuseful.com/mustang/tech/engine/images/fuel-alt-links-ign-ac.gif

Complete computer, actuator & sensor wiring diagram for 88-91 Mass Air Mustangs
http://www.veryuseful.com/mustang/tech/engine/images/88-91_5.0_EEC_Wiring_Diagram.gif

Vacuum diagram 89-93 Mustangs
http://www.veryuseful.com/mustang/tech/engine/images/mustangFoxFordVacuumDiagram.jpg

HVAC vacuum diagram
http://www.veryuseful.com/mustang/tech/engine/images/Mustang_AC_heat_vacuum_controls.gif

TFI module differences & pinout
http://www.veryuseful.com/mustang/tech/engine/images/TFI_5.0_comparison.gif

I have made some changes to the How the TFI ignition works in 86-93 model Mustangs tech note that will anser your questions.

The red w/ blue trace wire 3rd from top of tfi......whats its full job? And should I be having 2.7 volts on it while running? Im under the impression it should only have 12v while ccranking over. Mine is holding 2.7v and stopping the eec from advancing my timing

missin'5.0 said:

The red w/ blue trace wire 3rd from top of tfi......whats its full job? And should I be having 2.7 volts on it while running? Im under the impression it should only have 12v while ccranking over. Mine is holding 2.7v and stopping the eec from advancing my timing

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