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bobbywalter
TRS Technical Staff
TRS Event Staff
V8 Engine Swap
TRS Technical Advisor
TRS 20th Anniversary
Ugly Truck of Month
TRS Event Participant
- Joined
- Aug 9, 2007
- Messages
- 23,470
- Reaction score
- 4,668
- Points
- 113
- Location
- woodhaven mi
- Vehicle Year
- 1988
- Make / Model
- FORD mostly
- Engine Type
- V8
- Engine Size
- BIGGER
- Transmission
- Automatic
- 2WD / 4WD
- 4WD
- Total Lift
- sawzall?
- Tire Size
- 33-44
- My credo
- it is easier to fix and understand than "her"
forgot about this one...
did you specifically locate the exact issue or chain of events that led to the no spark?
seems you did not isolate it in total and went with fresh shit. i have seen mechanical failure fail these and is why i listed what i did. its easy to check and worth the time.
if the problem harness is otherwise intact as it operated in vehicle i would like to study it.
in mi i have seen quite a few dropin explorer setups, and just about everywhere i go i see these done in the later trucks..for obvious reasons at that.. simply put, tuners here have been pushing towards obd2 for the last 6-7 years as its much easier to work with now, and has many advantages over obd1... the newest eec4 setups are shitty in hi stress applications and starting to fail in odd ways these days. it is what it is...luckily aftermarket is making all of it a non issue in the end.
as to the tranny...
basically @ 95 or so when obd2 kicked in the sensors changed a bit, mostly just the pwm...went to a higher or lower ohm setup iirc. not sure of the exact break for the later updates, though i think its the 97.5 up that has the hardboard sensor package and the 95-97.5 have the wire type sensors...where its just a wire harness from the case connector to the sensors. thats the difference in the pinout diagrams supplied above as far as i know..
the later type can use the 5.4 epc as a bolt in.. as a potential upgrade....the earlier type have a single type epc with the wire type connector...but i remember them being workable with either pcm...
because mechanically they used the same signals/currents...
there are differences in springs for accumulators/servos from earlier and later, but the way i always understood this, and have worked on these, was using the vb setup from one system to the other allows the trans to function normally with whatever electronics your using..
seems repinning should be an option but vb swap was recommended and done.
i dont remember there being anything in the converter clutches being different....theres low and hi stall in stock form over normal and 2 different bolt patterns for the flexplates and thats about it...i could be wrong about that...this is like 95-2004...
looking at the pinouts it seems workable, but robbing the vb setup connecters and all from the harness donor should solve the issue.
the tone ring out back should run the speedo on this gen truck as well.
did you specifically locate the exact issue or chain of events that led to the no spark?
seems you did not isolate it in total and went with fresh shit. i have seen mechanical failure fail these and is why i listed what i did. its easy to check and worth the time.
if the problem harness is otherwise intact as it operated in vehicle i would like to study it.
in mi i have seen quite a few dropin explorer setups, and just about everywhere i go i see these done in the later trucks..for obvious reasons at that.. simply put, tuners here have been pushing towards obd2 for the last 6-7 years as its much easier to work with now, and has many advantages over obd1... the newest eec4 setups are shitty in hi stress applications and starting to fail in odd ways these days. it is what it is...luckily aftermarket is making all of it a non issue in the end.
as to the tranny...
basically @ 95 or so when obd2 kicked in the sensors changed a bit, mostly just the pwm...went to a higher or lower ohm setup iirc. not sure of the exact break for the later updates, though i think its the 97.5 up that has the hardboard sensor package and the 95-97.5 have the wire type sensors...where its just a wire harness from the case connector to the sensors. thats the difference in the pinout diagrams supplied above as far as i know..
the later type can use the 5.4 epc as a bolt in.. as a potential upgrade....the earlier type have a single type epc with the wire type connector...but i remember them being workable with either pcm...
because mechanically they used the same signals/currents...
there are differences in springs for accumulators/servos from earlier and later, but the way i always understood this, and have worked on these, was using the vb setup from one system to the other allows the trans to function normally with whatever electronics your using..
seems repinning should be an option but vb swap was recommended and done.
i dont remember there being anything in the converter clutches being different....theres low and hi stall in stock form over normal and 2 different bolt patterns for the flexplates and thats about it...i could be wrong about that...this is like 95-2004...
looking at the pinouts it seems workable, but robbing the vb setup connecters and all from the harness donor should solve the issue.
the tone ring out back should run the speedo on this gen truck as well.
