What to choose, what too choose...

[jaymegriffiths]

the 96 application ist bad. its when leaks develop from cracked lines or shitty gas cap/ect and cause sometimes untracable drivability nuicsance with age that things get pissy....


but modern tuning has options.

Finding a good deal aint that bad. i may be getting a 94 sploder with a blown 4.0 and an 89 f150 351 w for dirt cheap! 150 bux

 

[AllanD]

while i have to say this is an outstanding answer, and as fact as it gets.....i am lost on one aspect


as opposed to retrofitting a powertrain to a truck that never had
i have worked with all the 4.0's now, and admit that this one particular aspect of the evaporative emmissions.....well saying it is a cantankerous assbiter is being polite as i get...it sure as hell isnt a deal breaker.

this kid said he wanted to be talked out of it...soo i guess

OBD2 doesn't work unless ALL it's components are installed and operating
Fer cryin' out loud there's even a sensor on the iller assembly where the damned gas cap screws on...

That "sensor" cannot be installed on his earlier fller assmbly and the explorer filler won't fit his truck as a unit.

Seemingly trivial differences in cxome areas can stop you COLD.

There's noting wrong with the ENGINE, but swapping OBD2 into
an earlier vehicle?

Simple stuff like component location and wires that don't reach to where you NEED to mount specific components... that just makes a tough job that much harder.

Why look for a harder job?

Simply putting a 1993 Explorer engine and wiring into my 87 wouldn't have been practical if not for the fact that the computer is in the same location
on my 1987 as it is on a 1993 Explorer, if I had tried to do my swap witha 1993 RANGER harness with it's driver side firewall mounted computer I would've wound up stuffing the 1993 Ranger harness into the trash.

An Aerostar computer and wiring is simply USELESS in a Gen1 or Gen2
Ranger or a 1990-94 Explorer engine swap.

My swap was complicated enough and to properly accomplish it I got to spend three WEEKS with the wiring harness after the engine was physically
in position... and that swap was EASY compared to ANY BD2 swap.

Frankly If I were going to go to the aggrevation of an OBD2 swap on
an EEC4 vehicle it would be for either an EDIS5.0(Explorer) or a 4.0SOHC.

A 4.0OHV swap simply doesn't justify the monumental increase in effort
and aggrevation.



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[bobbywalter]

OBD2 doesn't work unless ALL it's components are installed and operating
Fer cryin' out loud there's even a sensor on the iller assembly where the damned gas cap screws on...

That "sensor" cannot be installed on his earlier fller assmbly and the explorer filler won't fit his truck as a unit.

Seemingly trivial differences in cxome areas can stop you COLD.

There's noting wrong with the ENGINE, but swapping OBD2 into
an earlier vehicle?

Simple stuff like component location and wires that don't reach to where you NEED to mount specific components... that just makes a tough job that much harder.

Why look for a harder job?

Simply putting a 1993 Explorer engine and wiring into my 87 wouldn't have been practical if not for the fact that the computer is in the same location
on my 1987 as it is on a 1993 Explorer, if I had tried to do my swap witha 1993 RANGER harness with it's driver side firewall mounted computer I would've wound up stuffing the 1993 Ranger harness into the trash.

An Aerostar computer and wiring is simply USELESS in a Gen1 or Gen2
Ranger or a 1990-94 Explorer engine swap.

My swap was complicated enough and to properly accomplish it I got to spend three WEEKS with the wiring harness after the engine was physically
in position... and that swap was EASY compared to ANY BD2 swap.

Frankly If I were going to go to the aggrevation of an OBD2 swap on
an EEC4 vehicle it would be for either an EDIS5.0(Explorer) or a 4.0SOHC.

A 4.0OHV swap simply doesn't justify the monumental increase in effort
and aggrevation.



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well...thats just it. adapting the odb stuff is simple for me, and i can use any harness as well or make one from scratch
so a late low mile doner is preferred(these days) as they are easy to procure and parts locate. i just want to move stuff and do minor fabrication as i find its the simplest and most cost effective in the general...thats using a complete donor.....a 93 can have the pcm on either side ime as well, that is why i say when doing a 4.0 to get it all from one place.

v8 swap? hell i am going gm for the same reasons. they have the best fit and newest shit.

adapting the pressure sensors for the fuel system is not too bad imo...i can make it work, but admittedly it wont look nice. but it will work and you cant see that shit anyway..

then theres the ability to eliminate all of these issues with tuning software in the first place depending on actual inspection needs. in the end eec5 is a much easier system to work with performance wise as the diy stuff is expanding for techwares.