Ford aced this, but it is very difficult to get a clear view of exactly how smartly they did it, because Ford had Push Start modules, IDM control, and a very strange roll out of speed density MAP systems, with constant, bank fire and sequential and MAF systems, as well as the VAM unit on the 2.3 Turbo EFi's. Ford chopped and changed the ignition systems to suit the power-train requirements. 5 speeds, trucks, and 4 stage autos, turbos, superchargers, 4, 6 or 8 cylinders, they all had different requirements
Dual synch distributors where what Ford was planning back in 1980, and
pmuller9 described it back in one of his many concise and well chosen word posts on Ford Thick Film ignition systems for use with EEC IV.
For the High Output Central Fuel Injection and Port EFi 5.0's, they had single synchron. The Port EFi...only those, they had "Dual Sychro" Hall Effect reluctors with the eighth reluctor PIP cut to allow the electronic signal both ignition spark, and to sequence Sequential Injection for 1986. The 1984.5-1985 Auto 5.0 HO with the CFi Fuel Injection system had a downgraded TFi, and so did the bank fire trucks with 5.0 or 5.8 Port EFi.
Ford devised a special kind of system before the 1983 era dual sych TFi ignition found in the 2.3 EFi Turbo, and then everything else new with the EECIV from 1984 to 1995.
No electronic spark control was used with a Hall effect sensor except on the V8's. The in line sixes and V6's all missed out on the very advanced Duraspark III system. The feedback carb sixes and V6'S used stock Duraspark II or later TFi.....they skiped very good intermediate system, the 1980-1985 Brown Box Duraspark III.
Fords DSIII used a v8 only, external Hall effect sensor system, found on
Windsor 4.2(early)/5.0/5.8
351M (81-82)
and some 400's (1979-80 or maybee).
The brown box control unit works in a similar way to the grey cap TFi.
Ford had to contend with car like emissions for CA, and a harder Fed test on the 49 state and CA F truck and E vans,
They were forced to run either
EECII Central Fuel injection (L-M passanger cars, CA, 1980-1984, EECIII),
2-bbl carbs of 7200 Variable Venturi (various)
2150 Motorcrafts with feedback idle control on some 1980 to 1985 cars/trucks.
The later EFi 460's ran the secondary Crank Position sensor as well
Rather than use the later TFi, you can use the stock Duraspark, and control the spark with an early 1980 to 1985 Crank Position sensor with 3 prongs instead of four. The truck and passenger stuff was indexed around a 6-1/2" Crank Position Sensor with four prongs and a C1963 control system found under Duralast SU213.
All the Holley guys who have been trying to invoke brain dead 4-bbl throttle body EFi have been scratching there heads to understand how the early Hall effect works.
Ford made 2-bbl CFi systems work, but the TFI ignition systems were piloted with the four to five years of Duraspark III/ EECIII engines, and Fords literature was very poorly concocted... so much wrong stuff.
Like this....this is an EECIII system with EECIV lables, so whatchout for Miss Information...
if you want EFi, and want to use semi or fully sequential EFi, Duraspark I, or II can do it it you lock the advance system.
See
svocapri's 15 Step method, and
http://vb.foureyedpride.com/showthread. ... istributor
or the wire it shut method of the Care of the less advanced rangerstation.com
https://therangerstation.com/tech_libra ... swap.shtml