Team Rush Ignition Upgrade

The Jeep 258 CID I-6 from 1978 to 1990 is eligible for this upgrade.
The 258 I-6 from '78 to '90 used the same Motorcraft distributor for all
variations.

The distributor type is one of the most dependable ever released from the
factory. The distributor itself is a very good unit, and can easily be tuned and
used for even extreme performance upgrades.

Jeep used the small 'well' type distributor cap, short rotor, low energy
ignition spark plug wires and low output ignition coil are the problem. The
distributor cap design is left over from the 1920's. (WWI technology) The
plug wires haven't changed in any distinct way since the 40's. (WWII
technology) The ignition coil is still based on the oil filled units that appeared
in the 1920's (WWI).

The below described upgrades use as many stock, off the shelf parts, as
possible, so they can be replaced at any parts store. This keeps cost
and replacement parts availability problems to a minimum. I also try
not to get away from factory groupings. If I use all parts from the
same year, then it makes it easier to remember where things come
from.

Stock Parts To Replace: (stock jeep components)
Distributor Cap, Rotor, Plug Wires, Distributor Advance Springs

What To Use For Replacement UPGRADE:
FROM: For A 1982 Ford F-150 Pick Up Truck With A
300 CID I-6 Engine.

This upgrade will bring your Jeep ignition system into the mainstream
70's technology.

HIGH PERFORMANCE UPGRADES:
-Once the cap, rotor and plug wires have been upgraded, then you can use
some 80's technology in the form of the THICK FILM INTEGRATED (TFI)
ignition coil. The TFI coil is Motorcraft's answer to the GM HEI coil, and
out performs the common GM HEI coil by about 1-1/2 times. (Yes, that's
correct, the TFI coil stomps the GM HEI coil) The TFI coil will work with
ALL of the Duraspark modules. It's an odd looking thing, but can be
mounted in any orientation (even up side down). The coil from a '84 Ford
F-150 Pickup with a V-8 engine (WITH-EEC). The coil runs about $20 in
discount stores.
-A good set of 8mm plug wires is also recommended. 8.8 mm are even better.
Accel universals were used for this application, with the "non HEI" connectors.
These are great to use, because you can custom fit them to the exact size you
desire.

Install:
First, Disconnect the negative battery cable.
Second, remove the old plug wires, one at a time, unless you know
your firing order. Use the old wires to determine the length of the
new wires. crimp on the connections. This part takes the most
time, approx 20 mins.
Next, swap the old cap and rotor with the new larger Ford cap,
base and rotor.
Next, Replace the spark plug wires, in respect to the proper firing
order
Next, splice and solder your old coil wires(the + red and - green
wires) into the new plug connector for the new TFI coil.
Depending on your situation, you may need to install a resistor,
in the form of a ballast resistor or a resistor wire. Total resistance
should be 1.4 ohms = 9 volts into the coil.
Plug the connector into the coil, and mount in a convenient, safe
location. I mounted mine directly to my firewall.
Finally, connect the coil to distributor cap wire. I had to use one
of the leftover plug wires for this, connecting the spark plug end
to the coil, because the coil wire that came with the Accel set did
not fit snugly. The New TFI coil has the same connector on it as
a spark plug...how convenient!
Lastly, make sure to cover all splices with electrical tape or shrink
wrap or what have you, and connect the negative battery cable.

Your Jeep should fire up more quickly, have a much better throttle
response, and theoretically better gas milage.