Anyone removed the Fuel Pump Inertia Switch out of circuit because it's faulty (and expensive)?

[cobrajocky]

should be available at most parts stores, NAPA is my favorite.

https://www.napaonline.com/en/search?q=Nty%3D1%26N%3D2500011%2B2601109%2B2800152%2B10200500%2B5002800%2B200280440%26Score%3D0.78&referer=plp&partTypeName=Fuel%20Pump%20Switch%20Connector&keywordInput=fuel%20inertia%20switch&scene=partTypesScene1&fullyQualified=true

Thanks, there aren't any NAPA's anywhere near me, but I can use your link to crosscheck that part at Advanced or Autozone stores.

Hey just curious, I assume you have a Ranger? Noticed your profile lists having a 3.0L (V6 ?). How loud or quiet is your fuel pump? I can barely hear mine, unless I crawl under the truck near the tank. Definitely can't hear it from inside the cab.

 

[pjtoledo]

my 2000 4wd has a 3.0 auto. the pump is real quiet.
on the 2005 2.3 manual XL its noticeable.

 

[cobrajocky]

my 2000 4wd has a 3.0 auto. the pump is real quiet.
on the 2005 2.3 manual XL its noticeable.

I would guess your 2000 4wd is an XLT model? The Ranger XLT / Mazda B4000SE (SE = XLT) got a lot more "upgrades" including far more Cab sound insulation. Maybe a better quality fuel pump?

I bought my B4000SE directly from Mazda Corporate nearby in Irvine CA when Ford still owned 51% of Mazda. My Ex-wife worked at the Corp offices and this one I got was a Show Room vehicle that was on display in the ground floor entry along with rotating other Mazda's - Miata's, 626, Millenia with the Sterling engine, RX-7, Tribute, etc., then they used it for erands for a few months around town. They have a employee program where employees /families can buy these "showroom" and management lease Mazda's at cost less age depreciation.

So I got this loaded '97 "XLT" B4000SE 4.0L ExtCab, Auto, Power all, at 1 year old and only 4k miles but still a full year old for $8,500. We bought my stepson a '97 B2300 (like your 2.3 Ranger) regular cab, 4-speed, 2wd, @ 15k miles but with upgraded trim for only $3,800. Mazda even paid the CA license fee. Both a steal. I was shocked that the B2300 4-speed got lousy mileage, my 4.0L got far better mileage (18mpg city/23 hwy), big motor in a light PuP. The fuel pump in the kids B2300 was loud too, even hear it in the cab, but that cab didn't have much insulation.

 

[cobrajocky]

Speaking of the crank sensor, look closely at the harmonic balancer, I've seen the outer ring slide back and rub on the sensor. If that's what is happening the problem won't stay intermittent, it'll die and stay dead.

Walt,

You scared me about this shifting harmonic balancer problem on the 4.0L V6 motors, I checked mine (1997 4.0L V6 but it's the older OHV version) in my Mazda B4000SE. So I did a Google Research and it is indeed a serious problem and not just Rangers, also Mustangs, Explorers, F-150's etc that got the 4.0L V6 OHC engine, but not the older OHV 4.0L. I think the OHC engine came out in 1998 or 99, not sure which. Here's one of the online articles I found that speaks to this problem - "Unfortunately, the Ford crankshaft pulley problem is an issue quickly on the rise as these aging vehicles pile up the mileage. " <- click on this link.

However, I've had problems with the Crank Position Sensor since 2010 (I found an old Post I did here in fact back then about the CPI knocking out ignition), so I am shopping around for a new replacement and a new plug with pigtails to splice in. I'm not 100 sure it's only a plug issue or also the CPS itself, so both are going. I need my reliability back.

Anyways, just wanted to let you know what I found about that Balance problem, funny that Ford never did a recall on that, it is serious.

 

[19Walt93]

It's a failure on older high mileage vehicles that would cause it to stop running, recalls are for safety and emissions defects. In my 42 years at the dealer I saw it once on a 10 year old, 120,000 mile vehicle. Warranty coverage was 3 years/ 36,000 miles, something that lasts 120,000 miles could hardly be called defective. Ford has countless owner notification programs that cover certain problems for an extended period beyond the warranty in the interest of customer satisfaction.

 

[cobrajocky]

It's a failure on older high mileage vehicles that would cause it to stop running, recalls are for safety and emissions defects. In my 42 years at the dealer I saw it once on a 10 year old, 120,000 mile vehicle. Warranty coverage was 3 years/ 36,000 miles, something that lasts 120,000 miles could hardly be called defective. Ford has countless owner notification programs that cover certain problems for an extended period beyond the warranty in the interest of customer satisfaction.

Oh I agree on the out of warranty aspect, but I think Ford (and Mazda) should have sent a notice of the possible issue to be on the look out on high mileage trucks, that said in consideration that my dad worked for Ford Truck division and then owned several dealerships. I'm not sure how mush longer I'm going to keep my 100k B-4000SE, since I'm moving out of Socialist Kalifornicate ASAP and having it moved clear across the US to the South East financially doesn't make sense.

Your profile says you have a Ranger and then V8 and 351. Did you somehow jam a 351 Ford V8 into a Ranger??!! I had a special order 1970 Mustang "Boss"my dad order for me before he passed, with the 351 Cleveland (semi hemi), with a Borg Warner Super T-10 4 speed and a 3:50 rear end, no back seat, Plexiglass rear and side windows, full roll cage, for SCCA racing. Ate EVERYTHING, even Corvettes alive. And it was the Boss "Pumpkin Orange" of course. Basically a 351 Mach 1 on steroids.

 

[19Walt93]

My 351 is a roller cam 95 F150 engine with a Holley and a Pertronics distributor. It was somebody's drag truck and didn't have a heater box when I got it so the firewall is flat and I stuck a Vintage Air system under the dash. I was disappointed that it doesn't draw outside air so I called them. Vintage is in Texas, they couldn't imagine why I'd want to pull outside air into my truck. It gets warm, the a/c cools in the summer, and the defroster passes NH inspection, it just doesn't defrost too fast at 19 degrees.

 

[cobrajocky]

My 351 is a roller cam 95 F150 engine with a Holley and a Pertronics distributor. It was somebody's drag truck and didn't have a heater box when I got it so the firewall is flat and I stuck a Vintage Air system under the dash. I was disappointed that it doesn't draw outside air so I called them. Vintage is in Texas, they couldn't imagine why I'd want to pull outside air into my truck. It gets warm, the a/c cools in the summer, and the defroster passes NH inspection, it just doesn't defrost too fast at 19 degrees.

Holy Cow! That is amazing looking, I had no idea that there was remotely enough room in a 90's Ranger to fit a 351 V8. I am so envious. Is that roller cam 351 the Windsor or the Cleveland block V8? It's been so long and my memories of the 70's is fading, but wasn't the Cleveland block smaller than the Windsor?

How do you keep the back of the truck on the ground, the weight ratio must be 75% in the front and 25% back end!

Love Holly carbs, my 70 Mustang "Super Boss" had a 950cfm from Ford installed on high rise manifold, also Ford. I don't remember the actual Holly model number, think it was in their 4100 series. Ford tubular headers and no AC. While it was street legal for1970 in Illinois, it technically was a race car. I "lost it" at a 5 car wreck at a race at Sears Point in Nor Cal in 1976. That was beyond sad.

 

[19Walt93]

I looked into the weight before deciding to use the 351, it's 60 lbs heavier than a 302. Since I had a complete 351 that would be cheap to rebuild and would have had to buy a crank kit and some other stuff to do a 302, I decided I could tolerate 60 lbs easier than hundreds of dollars. The truck was gutted when I got it so I had to build everything. Clevelands were only built from 70 to 74, the 351M was built on a 400 block and those used a 460 bell housing face. All the Cleveland/ M based engines were heavy.

 

[cobrajocky]

Deleted

 

[cobrajocky]

I looked into the weight before deciding to use the 351, it's 60 lbs heavier than a 302. Since I had a complete 351 that would be cheap to rebuild and would have had to buy a crank kit and some other stuff to do a 302, I decided I could tolerate 60 lbs easier than hundreds of dollars. The truck was gutted when I got it so I had to build everything. Clevelands were only built from 70 to 74, the 351M was built on a 400 block and those used a 460 bell housing face. All the Cleveland/ M based engines were heavy.

Yeah, the Cleveland's were heavy, I had to put a 180 lbs of lead bars in the trunk to keep the rear for traction when racing. But man what an engine. My bucket list is to find a '70 351C Mach 1 and convert it to my "Super Boss", drive it a bit and be buried in it.

Your 351M was part of the 400 engine family wasn't it? Didn't Ford uses that 351M in that Cobra Torino, what ever it was called, too? That was a sexy mid 70's coupe. Two of my fathers Ford Dealerships had the exclusive Cobra franchise, the one for Illinois and one in Wisconsin. We did a lot of racing while my dad was still alive - Road Racing and Drag. He had a Cooper Ford with a 289 for road racing and his "company car" was a 63 289 AC Cobra. red with the white racing stripes. The Illinois dealership also had a pair of Fairlane "Thunderbolt" for drag and the Milwaukee dealership raced a 32 Ford "Gasser" that the mechanics built / drove and the dealership sponsored. Man that was the REALLY good old days!

Walt, I forgot to ask as we've strayed a good 1/4 mile from the original thread.

So what do you think about the Crankshaft Position Sensor (or the connector) on my 4.0L OHV V6 in my B4000SE /XLT being the sole cause of the "failure to start" after being driven fine the day before?? (especially since it started right after I "jiggled" the connector on the CPS.)

 

[19Walt93]

The 351M and 400 were both tall deck Clevelands that had a 429/460(385 series) bell housing pattern. The original Clevelands used the same bell housing as the Windsor family. Ford being Ford, I suppose we should be grateful that they used the 429/460 pattern for the M and 400 instead of a unique new one. You're probably aware that Cleveland 2 barrel heads had big ports and open, low compression chambers while the 4 barrel heads got stupid big ports and closed chambers for higher compression. They actually made more power after port plates were installed to reduce the volume. The Australians built closed chamber heads with the smaller ports, if you can find some they're the best Cleveland heads. I don't know why Ford built the 400, the 429 2 barrel worked great in big cars and would have done well in F series trucks. Probably was one of Bunkie Knudson's brain storms, like the bloated 71-73 Mustangs.
The sensor or connector could definitely be the problem and would be fairly cheap to replace. If the connector doesn't fit tight it deserves to be replaced for that reason alone.

 

[cobrajocky]

The sensor or connector could definitely be the problem and would be fairly cheap to replace. If the connector doesn't fit tight it deserves to be replaced for that reason alone.

Thanks for the verification on the CPS and connector being a very likely cause of most of my problems with the "no start" issue. I've been shopping around for a very good price on a OEM CPS, but can't seem to find a replacement connector with a pigtail to splice in. I hope that isn't a problem finding one. Not a lot of OEM Ford parts around for older pre 2003 Rangers and I'm not sure a China replacement is any better then my loosy goosy original.

My dad said that Ford made the 400 just to have an engine to compete with the Chevy 396, even though there was no "Corvette like sports car" in the Ford lineup when the 400 series came out. Suppose it was a huge gap between the 351's and the 428's and 429's. I had a 63 T-Bird, that "burnt Burgundy" color, that had the 325hp 390ci Police Commando engine in it, I believe it was a special order for one of my dad's Hinsdale ILL dealership customers. It had been rear ended less than a year old, pretty bad so the insurance company wrote it off and it sat at the dealership for almost 2-years. Dad bought it from the insurance company and had the body shop rebuild it. We replaced the auto trans with a 4-speed Borg Warner T-10 (recurring theme in my cars), custom headers and glass packs. That car was a monster.

 

[Snoranger]

Thanks for the verification on the CPS and connector being a very likely cause of most of my problems with the "no start" issue. I've been shopping around for a very good price on a OEM CPS, but can't seem to find a replacement connector with a pigtail to splice in. I hope that isn't a problem finding one. Not a lot of OEM Ford parts around for older pre 2003 Rangers and I'm not sure a China replacement is any better then my loosy goosy original.

My dad said that Ford made the 400 just to have an engine to compete with the Chevy 396, even though there was no "Corvette like sports car" in the Ford lineup when the 400 series came out. Suppose it was a huge gap between the 351's and the 428's and 429's. I had a 63 T-Bird, that "burnt Burgundy" color, that had the 325hp 390ci Police Commando engine in it, I believe it was a special order for one of my dad's Hinsdale ILL dealership customers. It had been rear ended less than a year old, pretty bad so the insurance company wrote it off and it sat at the dealership for almost 2-years. Dad bought it from the insurance company and had the body shop rebuild it. We replaced the auto trans with a 4-speed Borg Warner T-10 (recurring theme in my cars), custom headers and glass packs. That car was a monster.

IIRC... The 4.0 crank position sensor uses the same pigtail as an EV-1 fuel injector. (The type of fuel injectors used through the 80s.)

 

[cobrajocky]

IIRC... The 4.0 crank position sensor uses the same pigtail as an EV-1 fuel injector. (The type of fuel injectors used through the 80s.)

Ah wonderful, thanks for reading this thread and letting me know this info. Very much appreciated!!