Duraspark ignition
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==Introduction== | ==Introduction== | ||
| − | Ford used the Duraspark ignition system for quite a few years. | + | Ford used the Duraspark ignition system (sometimes referred to as the '''''DS''''' ignition system) for quite a few years. Ford's first production venture into electronic ignitions was termed "Electronic Ignition". While nearly identical to the DuraSpark series, it was only an upgrade to the standard point systems of the era. The DuraSpark-I and DuraSpark-II were produced concurrently, with the DS-I being designed to help meet California emissions and mileage requirements, and the DS-II for less-rigid 49-state use. While each system is physically similar, there are a few important differences to observe between them for servicing or conversion purposes. |
==Duraspark II ignition system== | ==Duraspark II ignition system== | ||
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[[File:Duraspark2 complete.jpg|thumb|500px|left|Duraspark II system, complete]] <br style="clear:both"/> | [[File:Duraspark2 complete.jpg|thumb|500px|left|Duraspark II system, complete]] <br style="clear:both"/> | ||
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==DuraSpark-I ignition system (California only)== | ==DuraSpark-I ignition system (California only)== | ||
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This version of the DuraSpark system is very similar to the DS-II, with the following exceptions: | This version of the DuraSpark system is very similar to the DS-II, with the following exceptions: | ||
| + | *DY204 module (red sealing block, a.k.a. "grommet") | ||
| + | *Deleted coil resistor | ||
| + | *Low-impedance high-energy ignition coil | ||
| − | + | This system is considerably more powerful than the DuraSpark-II, and designed to achieve better emissions and mileage through more complete charge burning, and improved ignition of lean air/fuel mixtures. To allow increased power flow for a high-energy coil, the coil resistor was deleted, and an electronic dwell circuit added to allow full energy saturation of the coil, yet prevent coil overheating. While the equivalent to GM's original HEI, it was limited to California-only as it was more advanced and expensive to produce. This high cost and limited availability is one reason the less-powerful DuraSpark-II conversions have historically been more popular. With the much greater availability in today's market, and prices reduced to DS-II equivalents, the DuraSpark-I is seeing a large increase in popularity for upgrades and conversions. | |
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| − | + | The large distributor cap designed for the DS-I to help prevent terminal spark jumping was also standardized for all DuraSpark versions to reduce long-term maintenance. While the DS-I is capable of firing over 0.080" spark plug gaps, the factory recommended gap was 0.055-0.060" in most models - much wider than the DS-II. | |
| − | + | Ford part numbers for the DuraSpark-I module are D7AE-12A199-A1B, D7AE-12A199-A1E, D7AE-12A199-A2B, and D7AZ-12A199-A. | |
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| − | Ford part numbers for the DuraSpark-I module are | + | |
Ford part numbers for the low-impedance ignition coil is D7AZ-12029-A. However, due to the special dwell circuit, many other high-energy coils may be used, such as the GM HEI external coil, the Ford TFI coil, and many aftermarket equivalents. | Ford part numbers for the low-impedance ignition coil is D7AZ-12029-A. However, due to the special dwell circuit, many other high-energy coils may be used, such as the GM HEI external coil, the Ford TFI coil, and many aftermarket equivalents. | ||
Ford models using the DuraSpark-I (California-only) include: | Ford models using the DuraSpark-I (California-only) include: | ||
| − | + | *1977 Custom | |
| − | + | *1978-'79 Fairmont | |
| − | + | *1977-'79 Granada | |
| − | + | *1977-'79 LTD | |
| − | + | *1977-'79 LTD II | |
| − | + | *1977 Maverick | |
| − | + | *1979 Mustang | |
| − | + | *1977-'78 Mustang II | |
| − | + | *1977-'79 Thunderbird | |
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Lincoln and Mercury equivalent models are similarly equipped. | Lincoln and Mercury equivalent models are similarly equipped. | ||
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==Connector pins== | ==Connector pins== | ||
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