Strange no start this morning

[Turbogus]

Since I got 'BB' she's been running fine save for a carb fire early on with an Edelbrock Carter AFB clone. Just this morning though she didn't want to start. The starter motor spun up fine and the motor after a short while seemed like it wanted to run but failed to catch. I removed the fuel filter and it was clear (no surprise as I replaced it a few months ago). Tried some starter fluid and save for running rough (under the influence of the starter fluid) she never got to running. Prior to this problem 'BB' showed no signs of this issue.



In the brief time I had during my break at work I slopped together the fuel lines to the filter knowing I'd have to reorient the lines when I saw the direction of the fuel filter reversed. Now this thing has been running fine for over four years but I wonder if this may partially be the cause.

WIth the "I" terminal disconnected on the starter solenoid I wonder if this may also be the cause. I initally diconnected it on account of the starter running on and on (likely due to my gorilla arms overtorqing the battery connections to it).

No start yet but here's a little background....
About 6 months ago a no start (at starter) problem arose. Using the DARS chart I detirmined that the solenoid was at fault. I replaced with a Streak solenoid that I mounted up and with the "I" terminal attached. Fisrt startup and the starter refused to disengage even after key off. I disconnected the battery and checked the connections. I found that by removing the "I" terminal the starter would disengage after startup as normal. I later learned from this forum that when I overtightened the battery connections to the solenoid I must've internally spun the contacts to the point they made contact.
Overnight I got to thinking about this and I may go with another new solenoid taking care not to overtighten the connections to the battery and starter. All that being said I ran peliminary tests using DARS I ran from Chart 1 "Ignition Coil Primary Circuit"
1. Key on connected voltmeter to positive terminal at coil and to ground. Voltage Acceptable 6V +/- .5V Result 6.1V
2. Suspecting the Coil I ran the "Coil Test" checking resistance between the two poles of the coil. Acceptable limits 1.13 to 1.23 Ohms at 75* (1.5 Ohms at 200*) Result 1.8 Ohms

By the DARS chart Coil Test I'm supposed to replace the coil at this point. Noting the starter solenoid, I recently had 'BB' in a trusted shop for a leaky power steering pump and subsequently noticed the "I" terminal was in fact reconnected

I think I'll still start with the solenoid, IF I can find another Blue Streak in this consumer desert.



I like SMP Blue Streak as they have that nice copper foot making for better continuity and generally much better construction than many others.

Edit Update;

Last night, with the help of my hausfrau, we did the Secondary Circuit Check encompassing the following;
Disconnected coil wire from distributor and held wire within 1/2 inch of engine block checking for spark. OK
Removed spark plug wire from #1 and in similar fashion checked for spark. OK
Checked for fuel problems. None found
Unable to check timing without motor idling.



Ignition Coil Primary Circuit rechecked Ignition on 5.9V. Within limits
Turning Ignition to start 10.4V Outside limits Batt. voltage 12.4
Checked for short or open in "I" wire to starter. OK
Solenoid OK (starter turns) and "I" terminal live (for the time being ruling out the starter solenoid)
We stopped at Step 4 ~ time for dinner will take up again tonight.

I should have a new FD476 Blue Streak Coil arriving at NAPA today so, I'm going to try that first before the Ignition Module (Ford Brain Box).

If anyone's got any other ideas let me know, so far I'm going slow, as time allows, following the TSM DARS charts

 

[Turbogus]

The readings are closer to ideal but the Coil was not the exclusive issue. Got through Chart 1 Step 4 of the DARS last night, Voltage remained at 10.4V after removing the "I" terminal. I then connected a jumper from the Negative side of the coil to the negative battery terminal and I did get voltage drop to 5.7V.
Moving on to Step 5 checking the continuity between the new Coil negative terminal and D4 on the four pot Ignition Module and it took some serious probing force but I did get solid continuity.
By the DARS chart the next step is to replace the Control Unit i.e. Ignition Module.

I got on top of the motor last night with the help of a step ladder and noted that Pump Jets (accelerator pump) were supplying fuel to the primaries on the AFB.
If I can find the time going to act of JH's recommendations of checking TDC.

I'll continue posting results here as the occur.

 

[Torxhead]

Gus, prior to the no start issue, was there any misfire on the ignition? That would be an indicator the icm was going out, but they can just die anyway. What brand of icm are you currently using and does it have the black ground wire from it directly grounded to the battery? Some guys just attach a ground wire to the black wire from the distributor and others just disconnect it from the dist. and attach it to the battery. I use the Echlin brand of icm and it seems to work quite well, but very pricy.

 

[Turbogus]

It looks to be the original Ford Ignition Module. I was just reading about John Strenks' Stealth Upgrade, but it's to technical for the likes of me (ie my housefrau won't let me use our oven.

 

[Hedgehog]

Remove the distributor cap and spray in some WD-40. If it makes you feel better (I would) wipe out the excess. Put her on and Go for a drive. You Jeep was running well, suddenly she don't run well, but everything checks out. My first thought would be condensation in the distributor cap...........

 

[Turbogus]

Well fried the remote trigger starter I think but in pulling No. 1 plug (then 3,5 and 7) they looked to be fuel fouled. I ran 'em through my old Harbor Freight spark plug sandblaster thingamajig and followed up with a wire toothbrush and tested for spark at the plug gap ~ pritnear as bright as a welding arc. Pulled the AFB and drained the fuel, letting it air out while I was at work the other day. Got an Echlin rebuild kit that I hope will have correct gaskets and parts.

Well I got into the AFB last night and was surprised how loose most of the screws were, all of the air horn to throttle body came loose with very minimal effort. After seperating the two I found two of the four Main Metering Jets were MIA !
Also I found some fine debris in the bottom of the float bowl (accelerator pump side)







With the help of my wife's sharp eyesight we detirmined that the existing primary jets are 395's indicating .095 which on the Carter scale is about 2/3 of the way up from smallest size (.054 - .110).
Prior to this no start situation, the spark plugs were burning fine with a light brown color.