Ignition systems for the Duraspark Conversion

[Bill usn-1]

After you have completed the Duraspark distributor conversion by following this thread. CLICK

For Non-Fuel Injection

EDIT: No longer the best option...see 4 pin GM below for easier ignition option.

Then all you need to do is plug the Ford Duraspark ignition module into the distr harness and wire in the 12V. This was my first major change to my scout when the GB died.



Part Number: EL107
Vehicle: 1979 FORD F-150 PICKUP
Engine: V8 5.8 Liter 2BBL
Module; OE Style; 351M Engine; 351W Engine; Except High Altitude Distributor # D6AE-12A199-A1A/A1C/A2A/A2B/A2C; D8VE-12A199-A1B/A1C/A1L/A2B/A2C; E8PF-12A199-AA/AB
Our Price: $19.48

You can grab the wires and the ignition box from the junk yard when you get the base plate. I normally pay $10-$15 for everything. If you look around, sometimes you find some near new replacements parts hiding in there!

The later TFI coil is another option while you are grabbing parts.
It's an epoxy core coil so there is no oil. Like the GM coil.
Used by Jeep guys with DS.
Part Number: FF179
Vehicle: 1988 FORD BRONCO
Engine: V8 5.8 Liter FI
Ignition Coil: Windsor
Our Price: $21.99






Here is the wiring. (view in normal mode not dark)



EDIT: white wire should go to S terminal vice I terminal.


Duraspark troubleshooting guide



If you want MSD with the DS pick up!!!



Now how about something easier.
Here is the DS distributor running a GM 4 wire ignition module. Now you get modern electronics (same as the $$$ HEI Distr has) that are available in every parts store and junk yard.
Ignition Module PN- EL102

CONVERSION PERFORMED ON A JEEP WITH DURASPARK.







Here it is installed by John H.




HEI trouble shooting




-----------------------------------------------------------------------------------------------
For Fuel Injection here is the wiring diagram to connect your DS conversion to the 8 pin EST.
Thanks to Brendan for the diagram.





HEI trouble shooting


Note: When setting the timing for the first time you must ensure the wiring is correct on the ignition module. The 2 wires from the pickup in the distr must be connected to the proper terminal, P and N on the module. To verify they are correct:
A. Set engine to TDC compression stroke. For IH use #8 for V8s and #1 for 4 cyls. For all other makes use the correct plug.
B. Remove the cap and verify the rotor phasing is correct IAW the distr conversion thread. Rotor should be just past center of the cap terminal in the direction of rotation(clockwise for IH) and the reluctor should be lined up.
C. Connect timing light and disconnect the timing bypass connector if EFI.
D. Crank engine to check timing. If the wires are connected properly then the timing will be within 5* of 0*. Just set timing to 0 and your good. If the timing is 20-30* away then swap the P and N wires and check again.

To test the stator (also known as the magnetic pickup assembly), you will need an ohmmeter. Run the engine until it reaches operating temperature, then turn the ignition switch to the off position. Disconnect the wire harness from the distributor. Connect the ohmmeter between the orange and purple wires. Resistance should be 400-800-. Next, connect the ohmmeter between the black wire and a good ground on the engine. Operate the vacuum advance either by hand or with an external vacuum source. Resistance should be 0-. Finally, connect the ohmmeter between the orange wire and ground, and then purple wire and ground. Resistance should be over 70,000- in both cases. If any of your ohmmeter readings differ from the above specifications, then the stator is defective and must be replaced as a unit.

IGNITION COIL TEST


The ignition coil must be diagnosed separately from the rest of the ignition system.

Primary resistance is measured between the two primary (low voltage) coil terminals, with the coil connector disconnected and the ignition switch off. Primary resistance should be 0.3-1.0-.
On Dura Spark ignitions, the secondary resistance is measured between the BATT and high voltage (secondary) terminals of the ignition coil with the ignition off, and the wiring from the coil disconnected. Secondary resistance must be 8,000-11,500-.
If resistance tests are okay, but the coil is still suspected, test the coil on a coil tester by following the test equipment manufacturer's instructions for a standard coil. If the reading differs from the original test, check for a defective harness.

[Dave Clifton]

Here is the DS distributor running a GM 4 wire ignition module.

So if I'm going with GM EFI, this is the way to go right? Will it plug right into an existing connector on the GM EFI harness??

Still working out the details...

Thanks.

[Bill usn-1]

Originally Posted by Dave Clifton

So if I'm going with GM EFI, this is the way to go right? Will it plug right into an existing connector on the GM EFI harness??

Still working out the details...

Thanks.

Nope, these are for the DS conversion that is not for the EFI.

When you do the conversion for the FI you just hook the purple wire to the P and the orn wire to the N terminal of the 8 pin ESTign module that you mount on a plate next to the coil.
The black wire goes to gnd.

I'll Add the EFI diagram and connections. Check back in a few!!!

[Dave Clifton]

Bill, are the Duraspark distributors common across the entire Ford V8 line? Will one from a 302 have the correct baseplate?

Dave

[Bill usn-1]

As long as it is a duraspark and not a TFI, you are fine.
The TFI will have the ignition module mounted on the side of the distr.

I have used 302, 351, and 460 DS distr parts!!

[terryd]

What is the correct value for the ballast resistor?
3.2 ohm (acording to the counter clown) or the more common 1.2 ohm?
Maybe I missed it here somewhere...

[Bill usn-1]

Originally Posted by terryd

What is the correct value for the ballast resistor?
3.2 ohm (acording to the counter clown) or the more common 1.2 ohm?
Maybe I missed it here somewhere...

What system are you running?
What coil are you running?

You only need the ballast resistor if you are still using a coil that ran a ballast resistor.
I ran the later epoxy coils and no ballast resistor.

If you converted from a points system and kept the original coil then you will need to keep the ballast resistor.

There may be more than one resistance value based on the application.

[terryd]

sorry, running the DS system.
Wired as pictured in the first wiring diagram in this thread.
Using the parts called out here also.
Smoked one module already.

[Bill usn-1]

Here is some good troubleshooting and diagrams.
It appears the 76 system used a ballast resistor and the 78 and up did not.


DS trouble shooting

It also appears there is a wiring error on the second diagram with red and white going to the Run circuit.
It will probably work but may not be the best way to wire it.

[terryd]

well, the module listed here is after 76, so I'm guessing the correct answer is:
No resistor???