'93 ignition question/'94 motor swap

[Elliott S]

'93 ignition question/late '94 ('95 model) motor swap

I've checked out the tech for the 3.0 and didn't see anything relevant there so hopefully someone can guide me on this.

I have a '93 3.0 that is tired. It has the distributor. There is a late '94 3.0 with cam position sensor ignition I can get cheap but don't know if it will swap without swaping out the ecu, etc.

Is this something that requires a lot of electrical swapping or is it fairly direct?

Would there be any difference if it was a '95? There is one of those available also.

I understand there are some variances between manual tranny flywheels between the years so if you can answer that also I'd appreciate it (something else not covered in the tech section for the 3.0).

TIA


Edit>> ok, I found this thread http://www.therangerstation.com/forums/showthread.php?t=42156&highlight=3.0+swap and it looks like I should be able to run the '94 motor with DIS in place of my '93 with TFI. The guy with the '94 still has the motor in the truck so I should be able to get any wiring/electrical I need. Can someone tell me what electrical I might need to grab and if this is a plug in deal or if I'll have to cut/splice in places? Does the same ECU work for either rig?

 

[Ranger44]

I'm still in the processes of making this swap. What's holding me up is getting ahold of a Crank dampener from a 95' up 3L that has the teeth for the Crank position sensor. I have everything else but the plug wires. I can get those for a 20 at my local auto store.

I'd just add EDIS to your current style engine and wiring. If you're patient I'll have a write-up....hopefully....soon.

The complications of swapping and trying to add 95 wiring etc, is EEC-V. OBD-II. The 95' block itself however WILL swap in place. Minus the wiring, and EGR, etc.

any more ?, fire away. I can answer them soon or later.


RM

 

[Elliott S]

Cool, looking foward to a write up and I saw you had been researching it so I guess this is good timing for me.

I'm probably going to buy the '94 motor with the DIS (the guy told me it was an 11/94 production). To match the DIS wiring I think I'm going to also need ECM, or at least one from a '94/'95 that was also manual tranny and 4x4 to match my truck.
I'm going to try and get this motor pulled this weekend so if you can at least give me a heads up on which electrical parts to grab now it would help and if I need different wiring adapatation later then your write up will probably cover that. It will probably come with the coil pack so I'm thinking I'll also need the ICM as it's not directly attached to the motor. Other suggestions?

I probably need the PCM...


Where is that ECM located in the cab? >> Edit, I guess that's the same as an PCM and it's located near the driver's side lower firewall. (yes I use a Chilton)

 

[Ranger44]

The distributor Ignition is TFI

The distributorless ignition is EDIS(coil Pack)

Go from exactly what you have. I'm using ALL of my 94 stuff including the PCM.

TFI and EDIS use the same output signals from the PCM. SPOUT, PIP, etc. These EDIS systems are stand alone systems, and are popular swaps on older engines. Therefore, rob the components off another EEC-IV V-6 that uses EDIS. Can anybody guess what that is? A 4L(90-94). Preferably a later Ranger harness(93-94), but explorer and early Ranger parts can be made to work. Lets start with what connectors, module, sensors, etc, you will need.

1). EDIS 6 ICM (Ignition Control Module.
2). the connector that the ICM plugs into
3). A Crank Position sensor from a 3L Ranger or Taurus w/ connector
4). A Crank Dampener off of a post 95' 3L. It just has to have the teeth that the CPS reads.
5). A coil pack bracket (3L Ramger)
6). Coil Pack (any 3L(post 95') or 4L) and connector to it.
7). Plug wires designated for a 95+ EDIS Ranger
8) SPOUT connector

The rest is wiring. You can make your own harness or just pull apart a Ranger 4L harness. Splicing, soldering, and shrink wrap required. Also, a lot of patience. A Ford EVTM(bible) doesn't hurt either.

 

[Elliott S]

Excellent, this info needs to go in the 3.0 tech section along with the break down on which manual tranny flywheels fit what year 3.0 as there were three over a short time span... and I'm still not sure what the differences were other than I'm pretty sure balance was one of them for when the crank was revised.

At any rate, it sounds like I just need to connect the '94 harness I'm getting with the motor to my '93 PCM. I don't see having to make any harness in my situation as I can get all the wires with the motor right out to the PCM and ICM, the rest are on the motor already in this situation. Is that correct?

I'd read on another post of yours that the plugs looked like they were a match and I know between '93 and '94 the PCM was supposed to have been located in the same place on the lower firewall. If this late '94 fits in the '95 classification I guess it may have the PCM up on the inner fender so I may have some wiring to do in that event.

Thanks for taking the time to detail all this out. I guess for guys doing a similar conversion but on their own motor with TFI that they still will have the issue of a hole for the distributor at the back of the motor after the parts swap but they can also swap that whole cover also (is that part of the manifold?), is that correct?

 

[Ranger44]

I'm not converting to OBD-II. (EEC-V)

I'm keeping my simple OBD-I (EEC-IV)

What I'm getting rid of is the shitty TFI ignition. Granted Ford did pull there heads out of their A$$es by placing the TFI ICM over on the rad. support like EDIS RBV's,(early TFI the ICM was on the distributor placing it bascally on a heat source, what does heat do to electronics?) but there are still potential problems with a TFI ignition system.

#1: the distributor. The cap and rotor isn't sealed. One drop of water in there will disable my engine. Leaving me in a bind. EDIS coil packs are very off-road friendly. There really isn't a spot that can be an equivalent weakness to the system. Water would have to push ALL the dielectric silicate grease out of the spark plug wire sockets. That would take anything more than direct pressure, greater than that of a power washer. So......

#2: the TFI module still has it's problems. It's not nicely sealed like a EDIS6 module is. If you open the module cover, you'll see the board is covered by a sealer(some sort of silicone gel stuff-with lack of a better explanation or name).

#3). LESS moving parts to fail. LESS wearing parts to fail.

#4). NO MORE HASSEL, of trying to set timing. Timing adjustment is good on performance engines, but a 3L? The stock 10BTC is fine, both the TFI and EDIS use this base timing. Btw, the TFI ICM controls timing just like the EDIS ICM does.

So......what's the down side of having EDIS again??????

Btw, this isn't just limited to 3L's. You can convert Turbo 2.3's(EDIS4), 2.9's, etc. Even older 5L's(EDIS8). In theory you could also downgrade a 4L to TFI too. Probably use a 2.9 distributor.

WHAT would be really great, is for me to get my truck running on this and then make plug in kits to sell on here. Depends on interest on the project when I do the write-up.

RM

 

[Ranger44]

When it comes to 3L's there isn't a 94 model year engine that has EDIS.

There may be a 95' that has a 94' build date, but it's still considered a 95' and OBD-II. The wiring or PCM will not work. I'm not sure if the EDIS system will entirely work, but it might.

 

[Elliott S]

This engine the guy has, not sure what his rig is registered as, but he said it was a 11/94 build and it's DIS.

 

[graff104]

This engine the guy has, not sure what his rig is registered as, but he said it was a 11/94 build and it's DIS.

you could use your harness and your dis.

 

[Elliott S]

My '93 doesn't have DIS... the swap is a late '94 ('95 model year) with DIS going in my '93 TFI rig.

 

[Ranger44]

A 95 will have been built late 94'

 

[Elliott S]

Yeah, the vin broke down as a '95. I think late October was the break for model year range from what I can tell. That's probably in the tech archives here...