Mallory Ignition DFI 6A User Manual
1
GENERAL INFORMATION
BATTERY
This Ignition Control Module operates on any negative ground, 12 volt
electrical system with a distributor. It will also work with 16 volt batteries
and can withstand a momentary spike of 24 volts in case of jump starts.
This system delivers full voltage with a supply of 10-18 volts, and
operates with a supply voltage as low as 8 volts. If your application
does not use an alternator, allow at least 15 amp/hour for every half
hour of operation. If you crank the engine with the same battery or other
accessories, such as an electric fuel or water pump, increase the
amp/hour rating.
COILS
For optimum performance with your Ignition Control Module, use a
matching coil such as ACCEL/DFI 6A E-core coil P/N 75607 or Mallory’s
PROMASTER
®
Coil P/N 29440 or 30440. Mallory’s PROMASTER®Coil P/N
29625 or 30625 can also be used, as well as most stock coils or aftermarket coils designed as stock replacements.
NOTE: Do not use Mallory’s PROMASTER®Coil P/N 28880.
TACHOMETERS
The yellow wire on the Ignition Control Module provides a trigger signal
for tachometers, shift lights, or other add-on RPM activated devices. This
wire produces a 12 volts square wave signal with a 20% duty cycle.
Some vehicles with factory tachometers may require a tach adapter to
work with the Ignition Control Module. If your GM vehicle uses an inline
filter, it may cause the tach to drop to zero on acceleration. If this occurs,
bypass the filter. For more information on tachometers, see pages 3 & 4.
SPARK PLUGS
Using the correct spark plug and heat range is important for optimum
performance. Because there are so many variables to consider, we
suggest starting with your engine manufacturer’s spark plug recommendation. From there, you can experiment with small changes in plug gap
and heat range to obtain the best performance from your engine. Use
the chart at right as a starting point. We also recommend non-resistor
spark plugs.
SPARK PLUG WIRES
High quality, spiral wound wire and proper routing are essential to the
operation of the Ignition Control Module. This type of wire provides a
good path for the spark to follow while minimizing electromagnetic
interference (EMI).
NOTE: Do not use solid core spark plug wires with this Ignition Control.
ROUTING
Wires should be routed away from sharp edges, moving objects, and heat
sources. Wires that are next to each other in the engine’s firing order
should be separated. For example, in a Chevy V8 with a firing order of
1-8-4-3-6-5-7-2, the #5 and #7 cylinders are positioned next to each
other on the engine as well as in the firing order. Voltage from the #5
wire could jump to the #7 wire. This could cause detonation and engine
damage. For added protection against cross-fire, ACCEL offers PRO
SLEEVE (P/N170071). Pro Sleeve is a glass woven, silicone coated
protective sleeve that slides over your plug wires. It also helps reduce
damage from heat and sharp objects.
MISCELLANEOUS INFORMATION
SEALING
Do not attempt to seal the Ignition Control Module. All of the circuits
receive a conformal coating of sealant that protects the electronics from
moisture. Sealing the Ignition will not allow any moisture that seeps in
through the grommets to drain and may result in corrosion.
WELDING
To avoid any damage to the Ignition Control Module when welding on the
vehicle, disconnect the positive (red) and negative (black) power cables of
the Ignition Control Module. It is also a good idea to disconnect the
tachometer ground wire as well.
DISTRIBUTOR CAP AND ROTOR
We recommend installing a new distributor cap and rotor when installing
the Ignition Control Module. Be sure the cap is clean inside and out,
especially the terminals and rotor tip. On vehicles with smaller caps, it is
possible for the air inside the cap to become electrically charged causing
crossfire which can result in misfire. You can prevent this by drilling a
couple of vent holes in the cap. Drill the holes between terminals at rotor
height, facing away from the intake. If needed, place a small piece of
screen over the holes to act as a filter.
DIAGNOSTIC LED
On the end panel of the Ignition Control Module there is a small hole.
Behind this hole is a red LED indicator. This serves two purposes:
when you first turn on the ignition switch, the LED will flash rapidly
3 times. This indicates that the ignition system has power, and that the
microprocessor is running properly. In addition, the LED will flash when
receiving a proper trigger signal from the vehicle. If, after a normal
ACCEL/DFI 6A Electronic Ignition Control
Module for Distributor Equipped Engines
PART NO. 75606
INSTALLATION INSTRUCTIONS
FORM 1522D REV. 12/07
ACCEL/DFI TECHNICAL SUPPORT 248.380.2780 www.accel-dfi.com
PARTS INCLUDED:
1 Ignition Control Module 5 1/4" Male Disconnects
4 #10 Sheet Metal Screws 5 1/4" Female Disconnects
2 Wire Ties 1 Rubber Grommet
2 Ring Terminals, Insulated 2 Cable Clamps
1 1-amp/100 volt Diode 1 Magnetic Pickup Extension
2 1/4" Tab Terminals
2
power-up, the LED doesn’t flash when cranking the engine, you
should check your triggering circuit for problems. If the LED flashes
when the engine is cranked, but there is still no spark, the problem lies
somewhere else.
CYLINDER SELECTION
Your Ignition comes from the factory set up for 8 cylinder operation. If
you want to use this ignition with a 4 or 6 cylinder engine, you must first
remove the four screws that hold the endplate with the LED hole. Once
the endplate is removed, you’ll see the end of the circuit board. Look for
the two-section switch. To select 4 cylinder mode, move the switch
marked "1" to the "ON" position. To select 6 cylinder mode, move the
switch marked "2" to the "ON" position. If both switches are "OFF", or
both are "ON", the ignition will run in the 8 cylinder mode. See Figure 1.
MOUNTING
The Ignition Control Module can be mounted in any position. If you mount
it in the engine compartment, keep it away from moving objects and heat
sources. Do not mount the unit in a closed area, such as the glovebox.
When you find a suitable location to mount the unit, make sure all wires
of the ignition reach their connections. Hold the ignition in place and
mark the location of the mounting holes. Use a 1/8" drill bit to drill the
holes. Use the supplied self-tapping screws to mount the box.
WIRING
WIRE LENGTH
All of the wires of the Ignition Control Module may be shortened as long
as quality connectors are used or soldered in place. To lengthen the
wires, use one size larger gauge wire (12 gauge for power leads, 16
gauge for all others). Use the proper connectors to terminate all wires.
All connections must be soldered and sealed.
GROUNDS
A poor ground connection can cause many frustrating problems. When
a wire is specified to go to ground, connect it to the chassis. Always
connect a ground strap between the engine and chassis. Connect any
ground wires to a clean, paint-free metal surface.
BALLAST RESISTOR
If your vehicle has a ballast resistor in line with the coil wiring, it is not
necessary to bypass it. This is because the Ignition Control Module
receives its main power directly from the battery.
WIRE FUNCTIONS
Power Leads
The two heavy gauge wires (14 gauge) that
deliver battery voltage to the ignition:
Heavy Red Connects directly to
the battery positive (+)
terminal or to a positive
battery junction. It could also
be connected to the positive
side of the starter solenoid.
NOTE: Never connect this
wire to the alternator.
Heavy Black Connects to frame or chassis
ground.
Trigger and Coil Leads
Red/White Connects to a switched 12 volt source, such as
the ignition key.
Red Connects to the positive (+) terminal of the coil.
NOTE: This is the only wire that makes electrical
contact with the coil positive (+) terminal.
Small Black Connects to the negative (–) terminal of the coil.
NOTE: This is the only wire that makes electrical
contact with the coil positive (–) terminal.
TRIGGER WIRES
Either of two circuits will trigger the Ignition Control Module: a points
circuit (dark blue) or a magnetic pickup circuit (violet and green wires).
NOTE: The two circuits will never be used together.
Dark Blue Connects to the ACCEL/DFI EST (Dk.Blue wire/pin
H of 8 pin ignition connector) or to points, electronic
ignition amplifier output or to the green wire of most
timing accessories. When this wire is used, the
magnetic pickup connector is not used.
Violet/Green These wires are routed together in one harness to
form the magnetic pickup connector. The connector
plugs directly into most aftermarket distributors or
crank trigger. It will also connect to factory magnetic
pickups or other aftermarket pickups. The violet wire
is positive (+) and the green is negative (–). When
these wires are used, the dark blue wire is not used.
Consult the chart that shows the polarity of other
common magnetic pickups
Yellow Connects to the tachometer.
ROUTING WIRES
Route all wires away from heat sources, sharp edges, and moving
objects. Route the trigger wires separate from the other wires and spark
plug wires. If possible, route them along a ground plane, such as the
block or firewall, which creates an electrical shield. The magnetic pickup
wires should be routed separately and twisted together to help reduce
extraneous interference. For best results use Shielded Ground Cable.
WARNING: The Ignition Control Module is a capacitive discharge ignition.
High voltage is present at the coil primary terminals. Do not touch these
terminals or connect test equipment to them.
www.accel-dfi.com ACCEL/DFI TECHNICAL SUPPORT 248.380.2780
LABELS FOR
"CYLINDER SELECT"
ON CIRCUIT BOARD
DIAGNOSTIC
LED
FIGURE 1
(Shielded)
PRESTART CHECKLIST
• The only wires connected to the coil terminals should be the shielded
red connected to coil positive (+) and black connected to coil negative (–).
• The small red/white wire is connected to a switched 12 volt source,
such as the ignition key.
• Power leads are connected directly to the battery positive and
negative terminals.
• If you’re not using an alternator, the battery should be connected
and fully charged.
• The engine MUST
be equipped with at least one ground strap to
the chassis.
THEFT DETERRENT
The Ignition Control Module provides an easy way to install a theft
deterrent kill switch. See Figure 2.
MAGNETIC PICKUP TRIGGER
When using the Mag. pickup to trigger the Ignition Control Module, install
a switch across the dark blue (points) wire to ground. When the white
wire is grounded, the vehicle will crank but will not start.
WHITE WIRE TRIGGER
When using the dark blue wire to trigger the Ignition Control Module,
install a switch to the purple (Mag. +) wire and the other side to ground.
When the purple (Mag. +) wire is grounded, the vehicle will crank but
will not start.
TROUBLESHOOTING
This section offers several tests and checks you can perform to ensure
proper installation and operation of the 6A Ignition Control Module. If
you experience a problem with your 6A, first check for proper installation
and poor connections. You can eliminate many problems by checking
these items. If you have any questions concerning your 6A Ignition
Control Module contact the ACCEL/DFI Technical Service Department
at 248-380-2780, Monday through Friday, 8:00 am to 5:00 pm
Eastern time.
TACH ADAPTERS
If your tachometer does not operate correctly, you probably need a
tach adapter such as those made by Mallory. Consult the Tachometer
Compatibility List for common tachometers and compatible tach
adapters.
INOPERATIVE TACHOMETERS
If your tachometer fails to operate with the 6A installed, you may need a
Mallory tach adapter. Before purchasing a tach adapter, try connecting
your tachometer trigger wire to the yellow wire of the 6A Ignition Control
Module. This output produces a 12 volt, square wave. If the tach still
does not operate, you will need a tach adapter. Two different tach
adapters are available:
PN 29078 If you are using the magnetic pickup connector (green and
violet wires) to trigger the 6A, you will need this adapter.
PN 29074 If your tach was triggered from the coil negative terminal
(voltage trigger) and you are suing the dark blue wire to
trigger the 6A, you will need this adapter
BALLAST RESISTOR
If you have a current trigger tach (originally connected to coil (+)
positive) and use the dark blue wire of the Ignition for triggering, you can
purchase a Chrysler Dual Ballast Resistor (1973-76 applications). Wire
it as shown in Figure 3.
ENGINE RUN-ON
If your engine continues to run even when the ignition is turned off, you
are experiencing engine run-on. Usually, older vehicles with an external
voltage regulator are susceptible to this condition. Because the Ignition
Control Module receives power directly from the battery, it does not
require much current to keep the unit energized. If you are experiencing
run-on, it is due to a small amount of voltage going through the charging
lamp indicator and feeding the small red/white wire (even if the key is
turned off).
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ACCEL/DFI TECHNICAL SUPPORT 248.380.2780 www.accel-dfi.com
COMMON COLORS FOR MAG PICKUP WIRES
Distributor Mag +(Crk +) Mag –(Crk -)
Mallory Crank Trigger Purple Green
Mallory Billet Competition
Distributor, Series
Nos. 81 and 84 Orange Purple
Mallory Comp
®
9000 Series
Nos. 96-99 Orange Purple
Mallory Harness P/N 29040 Red Black
MSD distributor’s Orange/Black Violet/Black
MSD Crank Trigger Orange/Black Violet/Black
Ford Orange Purple
Accel 46/48000 Series Orange/Black Violet/Black
Accel 51/61000 Series Red Black
Chrysler Orange/White Black
FROM HYFIRE® VIA
WHITE
BLACK
USING THE MAGNETIC
PICKUP WIRE TO TRIGGER
THE HYFIRE
®
VIA
USING THE WHITE
WIRE TO TRIGGER
THE HYFIRE
®
VIA
CONNECTS TO
PURPLE
BLACK
MAGNETIC PICKUP
PURPLE
GREEN
FIGURE 2
SMALL RED
FROM HYFIRE
®
VIA
12 VOLT
IGNITION SWITCH
CHRYSLER DUAL
BALLAST RESISTOR
WHITE WIRE FROM
HYFIRE® VIA
FROM POINTS OR
AMPLIFIER
FIGURE 3
USING THE MAGNETIC
PICKUP WIRE TO TRIGGER
THE ACCEL/DFI 6A
USING THE DARK BLUE
WIRE TO TRIGGER
THE ACCEL/DFI 6A
FROM ACCEL/DFI 6A
RED/WHITE
FROM ACCEL/DFI 6A
DARK BLUE WIRE
FROM ACCEL/DFI 6A
DARK BLUE
BLACK
DARK BLUE
4 www.accel-dfi.com ACCEL/DFI TECHNICAL SUPPORT 248.380.2780
GM 1973-83 WITH DELCOTRON ALTERNATORS
GM Delcotron alternators use an internal voltage regulator. Install the
diode inline on the smallest wire exiting the alternator (see Figure 5).
It is usually a brown wire.
Most other applications:
To eliminate run-on, place a resistor in-line
to the small red/white wire to keep voltage from leaking into the Ignition
Control Module.
MISSES AND INTERMITTENT PROBLEMS
Experience has shown that if your engine is misfiring or hesitating at
higher RPM, it is usually not an ignition problem. Most common causes
include a coil or plug wire failure, arcing from the cap or boot plug to
ground or spark ionization inside the cap. Perform the following checks:
• Inspect the plug wires at the cap and at the spark plug for a tight
connection. Visually inspect for cuts, abrasions, or burns.
• Inspect the primary coil wire connections. Because the Ignition Control
Module receives a direct 12 volt source from the battery, there will not
be any voltage at the coil positive (+) terminal, even with the key
turned on.
WARNING: During cranking, or while the engine is running,
very high voltage will be present and no test equipment should be
connected. WARNING: Do not touch the coil terminals during cranking
or while the engine is running.
• Make sure that the battery is fully charged and the connections
are clean and tight. If you are not running an alternator, this is an
imperative check. If the battery voltage drops below 10 volts during
a race, the Ignition Control Module output voltage will drop.
• Is the engine running lean? Inspect the spark plugs and the entire
fuel system.
• Check all wiring connections for corrosion or damage. Remember
to use proper connections followed by soldering, then seal the
connections completely.
Early Ford and GM: To solve the run-on problem, a diode is supplied
with the Ignition Control. By installing this diode in-line of the wire that
goes to the charging indicator, the voltage is blocked from entering the
Ignition Control Module. Figure 4 shows the proper diode installation for
early Ford and GM vehicles.
NOTE: Diodes are used to allow voltage to flow only one way. Make sure
the diode is installed facing the proper direction, as shown in Figure 4.
Ford: Install the diode inline to the wire going to the #1 terminal.
GM: Install the diode inline to the wire going to the #4 terminal.
CHECKING FOR SPARK
If Triggering the Ignition with the Dark Blue Wire:
(See Figure 6)
1. Make sure the ignition switch is in the "OFF" position.
2. Remove the coil wire from the distributor cap and set the terminal
approximately 1/4" from ground.
3. Disconnect the Ignition Control Module white wire from the
distributor’s points or ignition amplifier.
4. Turn the ignition to the "ON" position. Do not crank the engine.
5. Tap the dark blue wire to ground several times. Each time you pull
the wire from ground, a spark should jump from the coil wire to
ground. If spark is present, the ignition is working properly. If there is
no spark, skip to Step 6 on next page.
FOR EARLY GM VEHICLES
ATTACH DIODE TO
#4 TERMINAL
FOR FORD VEHICLES
ATTACH DIODE TO
#1 TERMINAL
1A-100V DIODE
TO CHARGING LIGHT
SPLICE HERE
DELCOTRON
ALTERNATOR
1A-100V DIODE
TO CHARGING LIGHT
SPLICE HERE
FIGURE 4
FIGURE 5
TACHOMETER COMPATIBILITY LIST
Aftermarket White Wire Magnetic Trigger
Tachometer Trigger Connector
Autogage Mallory 29074 Mallory 29078
Autometer — —
Ford Motorsport — —
Moroso — —
Stewart Mallory 29074 Mallory 29078
S.W. & Bi Torx — —
Sun Mallory 29074 Mallory 29078
VDO Mallory 8910 Mallory 29078
AMC (Jeep) Mallory 29074 Mallory 29078
Chrysler Mallory 29074 Mallory 29078
Ford (Before 1976) Mallory 29074 Mallory 29078
Ford (After 1976) Mallory 29074 Mallory 29078
GM Bypass in-line Bypass in-line
filter filter
Imports Mallory 29074 Mallory 29078
FIGURE 6
DARK
BLUE
WHITE
WIRE
TO GROUND
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