SHOs Igniton

[2L8V8_4sho]

I'm now in a Engine Performance class at my school. We're learning about ignition systems and my teacher had me bring my car in. I was looking at the wiring schematic and I highlighted everything in the ignition system. Then I read Ford's DIS system Theory of Operation. Ok, to get right to the point....do the SHO's have Crankshaft Positioning Sensors, or do they use a Hall Effect Pickup. The Ford DIS Theory of Operation talks about a Hall Effect Pickup. CPS and HEP serve the same purpose and do the same thing, just in different ways. So I'm asking....is the sensor an actual CPS or is it a Hall Effect Pickup?

 

[2L8V8_4sho]

Nevermind. I pulled out my Chiltons manual and the second paragraph says, "Fords EI (formerly known as DIS) ignition system consists of a: Crankshaft Position sensor that is a single Hall effect magnetic switch, which is activated by three vanes on the crankshaft timing pulley.

 

[luigisho]

I think the cam sensor is hall effect as well.

 

[Shoaz]

So are the ABS wheel sensors.

Most electrical sensors for rotating machinery like this are Hall effect since they're cheap, easy, reliable, and don't need to be kept pristine clean.

 

[Bizzy]

Moved to the maintenance section. While the question has been answered, it serves as good info for those who may look for this info in the future.

 

[rangerj]

2L8V8,

Heres something for you to think about, and/or kick around with your class mates. If the SHO engine is a six cylinder engine why does the crankshaft position sensor (Hall effect) only have three vanes? rangerj

 

[Bizzy]

2L8V8,

Heres something for you to think about, and/or kick around with your class mates. If the SHO engine is a six cylinder engine why does the crankshaft position sensor (Hall effect) only have three vanes? rangerj

*raises hand madly*

OH OH OH......I know! I know! I know!!!!

 

[Rockledge]

My Ranger has 4.0L w/EDIS ignition that uses a "variable reluctance" CPS which may be what you are getting confused over. EDIS employs a different type of crank sensor than the one found on the SHO.

Ford's EDIS ignition system is similar to the DIS system used on the SHO in that both use the "waste spark" design. There are some key differences, however, as pointed out in this little writeup I put together:

http://rockledge.home.comcast.net/RangerPictureGallery/DIS_EDIS.htm

 

[DHMag]

My Ranger has 4.0L w/EDIS ignition that uses a "variable reluctance" CPS which may be what you are getting confused about. Ford's EDIS ignition system is similar to the DIS system used on the SHO in that both use the "waste spark" design. There are some key differences, however, as pointed out in this little writeup I put together:

http://rockledge.home.comcast.net/RangerPictureGallery/DIS_EDIS.htm

psst, the 4.0 Ranger and 3.0/3.2 SHO engine use the same coil pack

and rangerj...i know too

 

[Rockledge]

psst, the 4.0 Ranger and 3.0/3.2 SHO engine use the same coil pack

Good to know, thanks. I assume you found this out by mixing and matching one day out of necessity??

 

[DHMag]

Good to know, thanks. I assume you found this out by mixing and matching one day out of necessity??

spend 16 hours a day in a parts store, you tend to cross-ref stuff. with a little creativity and know-how.. you can adapt anything to anything...i have a few things ive already worked out.

 

[rangerj]

Ah, Bizzy and DHM, let the young fella figure it out.

Ford started using EDIS in 1990 on the 1.9 liter 4 cylinder, the 4.0 6 cylinder in the Ranger, BroncoII, and the Aerostar van, and in the 4.6 L v-8 in the Lincoln Town Car. So, I do not know why it was not used on the SHO 3.0 and 3.2 liter v-6s. The elimination of the CID sensor would have made our lives much simpler and less frustrating.

The variable reluctance sensor (VRS) replaces the CPS and CID in the EDIS system and provides for more accurate spark timing at idle and during acceleration. I would have thought Ford would have used it on at least the 3.2 liter SHO engine. Anybody know why they did not?

And for 2L8V8, just as soon as you learn about DIS and EDIS, then OBD II, then you will have to learn about C.A.N. which will go into production in 2006.

 

[Rockledge]

Ford started using EDIS in 1990 on the 1.9 liter 4 cylinder, the 4.0 6 cylinder in the Ranger, BroncoII, and the Aerostar van, and in the 4.6 L v-8 in the Lincoln Town Car. So, I do not know why it was not used on the SHO 3.0 and 3.2 liter v-6s. The elimination of the CID sensor would have made our lives much simpler and less frustrating.

The variable reluctance sensor (VRS) replaces the CPS and CID in the EDIS system and provides for more accurate spark timing at idle and during acceleration. I would have thought Ford would have used it on at least the 3.2 liter SHO engine. Anybody know why they did not?

rangerj, I often wonder the same exact thing ...why EDIS on some Ford applications and DIS on others?

And another related question I have is, why does Ford still employ a CID sensor for fuel injection timing on EDIS-equipped vehicles? It doesn't make sense to me that the CPS signal is good enough for sequencing the ignition timing in EDIS but it's not good enough for sequencing the fuel injectors?

 

[2L8V8_4sho]

Ah, Bizzy and DHM, let the young fella figure it out.

Ford started using EDIS in 1990 on the 1.9 liter 4 cylinder, the 4.0 6 cylinder in the Ranger, BroncoII, and the Aerostar van, and in the 4.6 L v-8 in the Lincoln Town Car. So, I do not know why it was not used on the SHO 3.0 and 3.2 liter v-6s. The elimination of the CID sensor would have made our lives much simpler and less frustrating.

The variable reluctance sensor (VRS) replaces the CPS and CID in the EDIS system and provides for more accurate spark timing at idle and during acceleration. I would have thought Ford would have used it on at least the 3.2 liter SHO engine. Anybody know why they did not?

And for 2L8V8, just as soon as you learn about DIS and EDIS, then OBD II, then you will have to learn about C.A.N. which will go into production in 2006.

We've learned about points type distributor, electronic distributor, learned about basic DIS now called EI. I'm working on the SHOs ignition @ school. We've looked @ GM CD3I ignition. We still have yet to talk about OBD II and EDIS.

 

[2L8V8_4sho]

2L8V8,

Heres something for you to think about, and/or kick around with your class mates. If the SHO engine is a six cylinder engine why does the crankshaft position sensor (Hall effect) only have three vanes? rangerj

Wild guess but is it because there are only 3 coils (one coil pack)? Vane per coil.

 

[projectSHO89]

Wild guess but is it because there are only 3 coils (one coil pack)? Vane per coil.

Sort of halfway on the right track... but not quite.

Think less about the exact hardware that was used and more about what must happen for a V-6 to run.

Steve

 

[platoribs]

All this time I thought "variable reluctance" was what we felt when we thought about selling our cars.

 

[Rockledge]

All this time I thought "variable reluctance" was what we felt when we thought about selling our cars.

Or keeping it.

 

[2L8V8_4sho]

2L8V8,

Heres something for you to think about, and/or kick around with your class mates. If the SHO engine is a six cylinder engine why does the crankshaft position sensor (Hall effect) only have three vanes? rangerj

To establish base timing?

 

[gmorrell]

Ah, Bizzy and DHM, let the young fella figure it out.

Ford started using EDIS in 1990 on the 1.9 liter 4 cylinder, the 4.0 6 cylinder in the Ranger, BroncoII, and the Aerostar van, and in the 4.6 L v-8 in the Lincoln Town Car. So, I do not know why it was not used on the SHO 3.0 and 3.2 liter v-6s. The elimination of the CID sensor would have made our lives much simpler and less frustrating.

The variable reluctance sensor (VRS) replaces the CPS and CID in the EDIS system and provides for more accurate spark timing at idle and during acceleration. I would have thought Ford would have used it on at least the 3.2 liter SHO engine. Anybody know why they did not?

Cost... The need to redesign the engine front cover to accomodate a shutter wheel and new CPS, a new EEC, new wiring harness, emissions re-certification, etc., all on a slow selling model that was on its death knell?

Multi-tooth crank wheels have another major advantage over simple 10º BTDC crank position sensors; with some post processing of the EDIS crank signal in EECV, they are able to measure crankshaft instantenous acceleration, which translates to misfire detection, a requirement for OBDII.

Gary M.