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- Gear Head
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Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
I'm well along in trying to convert the Cologne 2.9 in my Merkur Scorpio from TFI/SD to EDIS/MAF. The parts donor has mostly been a '92 Ranger. FWIW, I've done this type of thing before, converting TFI to DIS, although that's admittedly easier.
If interested, you can read the full details of this project here...
https://forum.merkurclub.net/forum/view ... 2&start=75
First test, I get crank but no start. I've got spark. I've got fuel pressure. Spraying ether in the intake, I get a very brief start. Clearly I'm not getting fuel. With KOEO, I get 12V at the injector connectors but noid light shows the injectors aren't getting pulsed to Gnd.
Here's the differences between the two PCM's. In summary, all I did was add circuits 14 & 15 and moved circuit 46 to pin location 44. Thoughts on what to try next?
On Ranger, not on Scorpio
2 Speed Control (not needed)
3 Speed Control (not needed)
4 IDM (skip for now - can add circuit later - just sending IDM directly to tach as it was before)
5 Speed Control Gnd (not needed)
8 Fuel pump monitor (not needed)
9 VIP Test Connector (Additional circuit added to test connector? Skipping for now)
14 MAF (circuit added)
15 MAF (circuit added)
44 EEC Shorting Bar (circuit moved from previous pin 46 location - See below)
52 3-4 Shift Solenoid (A4LD only - not needed)
53 Converter Clutch Solenoid (A4LD only - not needed)
On Scorpio, not on Ranger
3 Speedometer output (not needed - VSS will continue to input directly to instrument cluster)
27 EGR Sensor (No EGR on new setup, so not needed)
30 NSS (No NSS on new setup, so not needed)
34 Fuel computer output (Output might be on Ranger PCM, but undocumented since not used)
46 Shared Gnd (appears to be #44 ranger equivalent, without the removable shorting bar - need to move 46 to 44)
51 Thermactor Air Solenoid (Not used on Ranger PCM - eventually delete hardware and vacuum line)
If interested, you can read the full details of this project here...
https://forum.merkurclub.net/forum/view ... 2&start=75
First test, I get crank but no start. I've got spark. I've got fuel pressure. Spraying ether in the intake, I get a very brief start. Clearly I'm not getting fuel. With KOEO, I get 12V at the injector connectors but noid light shows the injectors aren't getting pulsed to Gnd.
Here's the differences between the two PCM's. In summary, all I did was add circuits 14 & 15 and moved circuit 46 to pin location 44. Thoughts on what to try next?
On Ranger, not on Scorpio
2 Speed Control (not needed)
3 Speed Control (not needed)
4 IDM (skip for now - can add circuit later - just sending IDM directly to tach as it was before)
5 Speed Control Gnd (not needed)
8 Fuel pump monitor (not needed)
9 VIP Test Connector (Additional circuit added to test connector? Skipping for now)
14 MAF (circuit added)
15 MAF (circuit added)
44 EEC Shorting Bar (circuit moved from previous pin 46 location - See below)
52 3-4 Shift Solenoid (A4LD only - not needed)
53 Converter Clutch Solenoid (A4LD only - not needed)
On Scorpio, not on Ranger
3 Speedometer output (not needed - VSS will continue to input directly to instrument cluster)
27 EGR Sensor (No EGR on new setup, so not needed)
30 NSS (No NSS on new setup, so not needed)
34 Fuel computer output (Output might be on Ranger PCM, but undocumented since not used)
46 Shared Gnd (appears to be #44 ranger equivalent, without the removable shorting bar - need to move 46 to 44)
51 Thermactor Air Solenoid (Not used on Ranger PCM - eventually delete hardware and vacuum line)
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Connect IDM, it's an EEC input.
VSS is an input too.
46 is the sensor common, never say never but I've never seen an EEC-IV with pin 44 as the sensor common. To be clear, it's NOT grounded to the vehicle chassis.
What fault codes do you get?
No PATS?
VSS is an input too.
46 is the sensor common, never say never but I've never seen an EEC-IV with pin 44 as the sensor common. To be clear, it's NOT grounded to the vehicle chassis.
What fault codes do you get?
No PATS?
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Thanks for the reply. I can add IDM and VSS, but from everything I've read they won't effect operations significantly, if at all. Certainly their input absence shouldn't prevent the injectors from getting pulsed, right?
Looking at a couple harness-ends I've clipped off a '94 Ranger and '95 Aerostar (both with the 4.0), I'm seeing a gray w/ red wire on 46 and a green on 44 labeled "Octane Adjust" or "EEC Shorting Bar". On one of the Ranger schematics (below) it didn't show pin 46 at all, and circuit 44 looked like it could be the Signal Return, so that's where I came up with my idea. Guess that was a bad idea. I don't think I did any harm, as 44 went un-used on the original Scorpio harness. I'll move it back to it's original location at 46.
Do we think the "Octane Adjust" circuit at 44 is required? I'll also attach a '95 Aerostar 4.0 schematic that at least shows both 46 and 44.
I haven't pulled codes yet. I'll do that.
No PATS. That didn't arrive until 1997.
Looking at a couple harness-ends I've clipped off a '94 Ranger and '95 Aerostar (both with the 4.0), I'm seeing a gray w/ red wire on 46 and a green on 44 labeled "Octane Adjust" or "EEC Shorting Bar". On one of the Ranger schematics (below) it didn't show pin 46 at all, and circuit 44 looked like it could be the Signal Return, so that's where I came up with my idea. Guess that was a bad idea. I don't think I did any harm, as 44 went un-used on the original Scorpio harness. I'll move it back to it's original location at 46.
Do we think the "Octane Adjust" circuit at 44 is required? I'll also attach a '95 Aerostar 4.0 schematic that at least shows both 46 and 44.
I haven't pulled codes yet. I'll do that.
No PATS. That didn't arrive until 1997.
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
I said 3 was an input to the EEC, I said nothing about connecting it or not.DPDISXR4Ti wrote: ↑Sat Aug 03, 2024 10:14 am 3 Speed Control (not needed)
3 Speedometer output (not needed - VSS will continue to input directly to instrument cluster)
I did say connect this.4 IDM (skip for now - can add circuit later - just sending IDM directly to tach as it was before)
You can read about how IDM failure locks out fuel in the CDAN2 strategy from here;DPDISXR4Ti wrote: ↑Sat Aug 03, 2024 7:54 pm Thanks for the reply. I can add IDM and VSS, but from everything I've read they won't effect operations significantly, if at all. Certainly their input absence shouldn't prevent the injectors from getting pulsed, right?
https://github.com/OpenEEC-Project/Strategy-Documents
CDAN2 strategy may not be directly transferable to what ever strategy you have but they mostly work in a similar way.
Looking at a couple harness-ends I've clipped off a '94 Ranger and '95 Aerostar (both with the 4.0), I'm seeing a gray w/ red wire on 46 and a green on 44 labeled "Octane Adjust" or "EEC Shorting Bar". On one of the Ranger schematics (below) it didn't show pin 46 at all, and circuit 44 looked like it could be the Signal Return, so that's where I came up with my idea.
The bottom right of your Ranger attachment shows GY/R connected to EEC terminal 46.
The left shows DG coloured wire on EEC terminal 44.
Do we think the "Octane Adjust" circuit at 44 is required?
Depends. It will give you the option of reducing ignition timing with a simple jumper.
You are fitting an ECU from a different engine capacity, but have not said how you intend to reprogram the EEC for the reduced engine capacity. If the EEC is not set for the lower capacity, its load calculation will be incorrect and the ignition will be more advanced than if capacity was set correctly. On top of that both engines are likely to have different ignition maps to start with.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Very interesting document - thanks for sharing. On a quick read just now I couldn't find where it talked about IDM failure. Do you recall the chapter?jsa wrote: ↑Sun Aug 04, 2024 12:55 am You can read about how IDM failure locks out fuel in the CDAN2 strategy from here;
https://github.com/OpenEEC-Project/Strategy-Documents
CDAN2 strategy may not be directly transferable to what ever strategy you have but they mostly work in a similar way.
Regardless, you've made your point. I'll make sure the IDM output from the EDIS6 module is hooked up to pin 4 as well as the tach.
Jeez, I really gotta get new glasses! I totally missed that. Okay, it's back at position 46 now, but still not pulsing the injectors.
Okay, so could come in handy, but not required. Does it just pull timing a set amount of degrees or provide a whole alternate ignition table?
Understand your point. Both engines are Cologne V6 OHV with about the same CR. I've spoken with a tuner in the UK who has worked with both and indicates the maps are about the same. I've got a couple degrees of base timing adjustment with the way I've mounted the crank pickup. Yes, I realize that's caveman-level "tuning". I've also got Ranger, Aerostar, and Explorer PCM's I can swap about. Yes, more caveman tuning. Ironically, I'm wearing a Fred Flintstone t-shirt as I type this. Not kidding.jsa wrote: ↑Sun Aug 04, 2024 12:55 am You are fitting an ECU from a different engine capacity, but have not said how you intend to reprogram the EEC for the reduced engine capacity. If the EEC is not set for the lower capacity, its load calculation will be incorrect and the ignition will be more advanced than if capacity was set correctly. On top of that both engines are likely to have different ignition maps to start with.

Brad
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Some mid-day updates...
Went ahead and wired in the IDM circuit to pin 4 on the PCM. I re-set the battery, and then tried to start it. Still no injector pulse. So then I tried to pull codes. All I got was a screeching noise from the code reader - no codes at all. Bad PCM perhaps? So I tried the '91 Explorer PCM, having previously verified the pin-out is the same. Same results - no start, and just a solid screeching noise from the code reader.
Went ahead and wired in the IDM circuit to pin 4 on the PCM. I re-set the battery, and then tried to start it. Still no injector pulse. So then I tried to pull codes. All I got was a screeching noise from the code reader - no codes at all. Bad PCM perhaps? So I tried the '91 Explorer PCM, having previously verified the pin-out is the same. Same results - no start, and just a solid screeching noise from the code reader.
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Search the keyword IDM or keywords IDM failure.
I've not taken enough notice of octane adjust to be certain, but subtract a value across the board comes to mind.
Fred Flinstone LOL, what sort of multimeter or oscilloscope does Fred have? Time to test signals at the EEC for IDM, PIP and SAW.
Screeching sound like an old dial up modem?
Your might have hooked up to the data port rather than blink codes. The Czech made ForDiag connects to the DCL port which can read live data, fault codes as well as other stuff.
I've not taken enough notice of octane adjust to be certain, but subtract a value across the board comes to mind.
Fred Flinstone LOL, what sort of multimeter or oscilloscope does Fred have? Time to test signals at the EEC for IDM, PIP and SAW.
Screeching sound like an old dial up modem?
Your might have hooked up to the data port rather than blink codes. The Czech made ForDiag connects to the DCL port which can read live data, fault codes as well as other stuff.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
No scope, but a few multimeters. Yea, I was thinking I need to re-check continuity on all the new connections.
Yea, sorta like that. I'm pretty sure I hooked it up same as I always have, but I guess I need to re-review that as well.
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
While cranking, measure ac & dc voltage, frequency and duty cycle if you have those multimeter functions.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
I was thinking about this, which prompted me to do a full line-by-line pin-out comparison. As you can see, the Scorpio was early EEC-IV and didn't have the data-comm outputs that the later EEC-IV PCMs have. But given that there's nothing hooked up to 9 and 28, none of this should effect operations, right?
I'm going to do a circuit-by-circuit check of anything that was changed in any way.
Here's my pin-by-pin comparison:
Pin Ranger Scorpio
1 Keep Alive Pwr Same
2 Brake on/off Empty
3 VSS + Same, but likely different signal
4 IDM Empty (Added)
6 VSS- Empty
7 ECT Same
8 Fuel Pump Monitor Empty
9 Data Comm - Empty
10 A/C Cycle Same
14 MAF Empty (Added)
15 MAF Sgl Rtn Empty (Added)
16 Ign Gnd Same (but now from EDIS module)
17 STO / MIL Same
20 Case Gnd Same
21 ISC Same
22 Fuel pump Same
25 ACT / IAT Same
26 Ref Voltage Same
28 Data Comm + Empty
29 HEGO Same
30 Clutch Interlock / NSS Same
31 Canister purge Same
36 SAW Same (But was SPOUT from TFI, now from EDIS6)
37 Vehicle Pwr Same
40 Power Gnd Same
44 Octane Adj Empty
45 BAP Same (But was MAP)
46 Sgl Return Same
47 TPS Same
48 STI Same
49 HEGO Gnd Gnd, but tied to 16 Ign Gnd
52 Shift Sol (Auto only) Empty
53 O/D Sol (Auto only) Empty
54 WOT Cut-out Same
56 PIP Same, but now coming from EDIS6
57 Vehicle power Same
58 Injector Bank 1 Same
59 Injector Bank 2 Same
60 Power Gnd Same
Brad
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Better format?
Code: Select all
Pin Ranger Scorpio
1 Keep Alive Pwr Same
2 Brake on/off Empty
3 VSS+ Same, but likely different signal
4 IDM Empty (Added)
6 VSS- Empty
7 ECT Same
8 Fuel Pump Monitor Empty
9 Data Comm - Empty
10 A/C Cycle Same
14 MAF Empty (Added)
15 MAF Sgl Rtn Empty (Added)
16 Ign Gnd Same (but now from EDIS module)
17 STO / MIL Same
20 Case Gnd Same
21 ISC Same
22 Fuel pump Same
25 ACT / IAT Same
26 Ref Voltage Same
28 Data Comm+ Empty
29 HEGO Same
30 Clutch Interlock/NSS Same
31 Canister purge Same
36 SAW Same (But was SPOUT from TFI, now from EDIS6)
37 Vehicle Pwr Same
40 Power Gnd Same
44 Octane Adj Empty
45 BAP Same (But was MAP)
46 Sgl Return Same
47 TPS Same
48 STI Same
49 HEGO Gnd Gnd, but tied to 16 Ign Gnd
52 Shift Sol (Auto only) Empty
53 O/D Sol (Auto only) Empty
54 WOT Cut-out Same
56 PIP Same, but now coming from EDIS6
57 Vehicle power Same
58 Injector Bank 1 Same
59 Injector Bank 2 Same
60 Power Gnd Same
...Always Somethin'
89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, FMS Explorer (GT40p) headers, aftermarket T5 'Z-Spec', GUFB, Moates QuarterHorse tuned using BE&EA
Member V8-Ranger.com
89 Ranger Supercab, 331 w/GT40p heads, ported Explorer lower, Crane Powermax 2020 cam, FMS Explorer (GT40p) headers, aftermarket T5 'Z-Spec', GUFB, Moates QuarterHorse tuned using BE&EA
Member V8-Ranger.com
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Pin 9 & 28 for DCL will make no difference.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Thanks for confirming.
So I had limited hands-on time yesterday with the car, but I'm pretty sure I'm on to something. I did simple continuity tests of the PIP, SAW, and Ign Gnd circuits that are now coming from the EDIS module. They showed continuity, but some had resistance. More disturbing was that several other circuits at the PCM harness showed continuity. Keep in mind, this is with the PCM removed, coil-pack disconnected, and 12V+ circuit to the EDIS connector removed. Removing the Gnd circuit for the EDIS connector, the resistance values changed.
That was as far as I got, but here's what I'm thinking - one of two things...
1) I simply got one or more of the connections wrong
2) This is a weird one... The Scorpio's original wires that go to the TFI seem to each have a braided sheathing around them. The braiding likely goes to Gnd. At one or more of my newly spliced connections I may be tied into the braiding as well as the wire. Incidentally, this sheathing is black on all wires, making them much more difficult to distinguish from each other (See #1 above).
Details to follow....
Brad
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Just started the car.DPDISXR4Ti wrote: ↑Tue Aug 06, 2024 7:45 am That was as far as I got, but here's what I'm thinking - one of two things...
1) I simply got one or more of the connections wrong
2) This is a weird one... The Scorpio's original wires that go to the TFI seem to each have a braided sheathing around them. The braiding likely goes to Gnd. At one or more of my newly spliced connections I may be tied into the braiding as well as the wire. Incidentally, this sheathing is black on all wires, making them much more difficult to distinguish from each other (See #1 above).

With all the wires essentially being black, I got one of the wires that gets deleted confused with the PIP. No PIP, no start. That was easy enough to figure out. It may have actually been a blessing, since....
Problem #2 was indeed the fact that for the 3 sheathed wires, when I spliced in, I was probably connecting up the sheath as well as the inner wire. The sheathes go to ground - not really the solution we were looking for.
The engine bay is a bit of a mess right now - need to tidy up a bit before a test drive can be in order. I'll report back.
Thanks for the help.
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
That braid is called the screen. It's purpose is to protect the signals on the cables within from electrical interference noise. Yes it must be connected to ground, usually at one end. The better circuit diagrams will show it as a dashed circle or elipse around the wires.
The EEC will count the number of PIP and IDM pulses expecting an equal count. If enough noise is induced the count won't match causing an error and possibly engine shut down if it gets bad enough.
The crank sensor pair are usually screened as well.
The EEC will count the number of PIP and IDM pulses expecting an equal count. If enough noise is induced the count won't match causing an error and possibly engine shut down if it gets bad enough.
The crank sensor pair are usually screened as well.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Understood. The problem arose from the original Scorpio harness, where each individual PIP, SPOUT, and IGN GND wire was shrink-wrapped with a braided, grounded screen that easily got tied-in to the underlying wire when spliced in with the new EDIS harness.
I haven't really driven the car yet other than in and out of the garage. The idle was wonky and the tach didn't seem to be working. It's been suggested I should remove the in-line resistor. I'm also going to remove and ultrasonically clean the fuel injectors. The ones in there now are junkyard pulls that I only did a simple resistance and "click" test on.
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
The EEC is expecting 4L of idle air, now 2.8's worth needed. Expect several tuning related issues to become apparent. Did you fit the 4.0 injectors or are the 2.8's exactly the same part?
If you are talking about ballast resistor, then yes remove it.
Might need to graft in the tach electronics from the ranger or other vehicle with the same edis.
If you are talking about ballast resistor, then yes remove it.
Might need to graft in the tach electronics from the ranger or other vehicle with the same edis.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Yes, I fitted 18pph injectors as the Ranger 4.0 PCM specs.
Will do.
I did not need to do that when I converted from TFI to DIS on my XR4Ti years ago; both the Mustang and Ranger PCM's worked fine. You think EDIS may present some different issues in that regard?
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Various versions of EDIS modules seem to be different with regard to IDM. Maybe EDM / IDM is more than just a naming difference. Some are 5V signal level while others are 12V level.
You may need to split the EEC and tacho feeds from each other. Then use three 1000V diodes to combine a tacho signal from the EDIS side of the coil primaries.
You may need to split the EEC and tacho feeds from each other. Then use three 1000V diodes to combine a tacho signal from the EDIS side of the coil primaries.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Interesting. I have all three versions of the EDIS6 modules - indeed they each have a different part#. A few months back, I raised the question of possible differences, but had no input... viewtopic.php?f=1&t=23710
I might try going back to my initial plan, which was to skip the EDM input to the tach entirely, just sending it to the tach. If nothing else, it would be good to know if that actually is a required input.
How would that work with the diodes? Splice into each of the three coil circuits and then an in-line diode on each of those that then gets spliced together back to the wire that goes to pin 4?
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Quick sketch.
1N4007 diodes.
1N4007 diodes.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Thanks! Found a similar drawing here (at the bottom) http://www.useasydocs.com/details/EDIS.htm
Suggested 1N4004 diodes instead of 4007 - any difference of note? Also suggested was a 1N4746 diode (in the other direction) on the final solitary circuit to the tach. Think that's actually needed?
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
4007 is 1000V and the 4004 is 400V, I'd stick with the 1000V to be sure, to be sure, more safety margin.
The 18V reverse biased zener may prove to be necessary, depends on what your tacho expects the signal to look like. Your tacho may already have a capacitor or zener internally to filter Vbat from coil back EMF.
The 18V reverse biased zener may prove to be necessary, depends on what your tacho expects the signal to look like. Your tacho may already have a capacitor or zener internally to filter Vbat from coil back EMF.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
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Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
I put the IDM issue aside, as the engine just isn't running right. It runs, but not right. It feels like it's got a miss or off-timing. I've done a couple things...
- Triple-checked that I've got the wiring from the EDIS module to the coil-pack correct
- Verified that ignition leads are going to the correct cylinders
- Fuel injectors check for correct resistance, on/off switching, and then ultrasonically cleaned
- Coil-pack replaced
- Verified that all fuses are functional (including the ones over by the glovebox)
- Disconnected IDM connection to the tach (I can worry about that latter)
- Disconnected VSS input to PCM (it's different on the Scorpio from the Ranger)
The weird part is that I'm still getting a solid tone and no error codes when I try to pull codes. I don't think there should be any compatibility issues between early and late EEC-IV PCMs. I run a '94 Ranger 2.3 PCM on the '87 XR4 and have no issues there.
Trying to sort out my diagnostic path at this point...
- Triple-checked that I've got the wiring from the EDIS module to the coil-pack correct
- Verified that ignition leads are going to the correct cylinders
- Fuel injectors check for correct resistance, on/off switching, and then ultrasonically cleaned
- Coil-pack replaced
- Verified that all fuses are functional (including the ones over by the glovebox)
- Disconnected IDM connection to the tach (I can worry about that latter)
- Disconnected VSS input to PCM (it's different on the Scorpio from the Ranger)
The weird part is that I'm still getting a solid tone and no error codes when I try to pull codes. I don't think there should be any compatibility issues between early and late EEC-IV PCMs. I run a '94 Ranger 2.3 PCM on the '87 XR4 and have no issues there.
Trying to sort out my diagnostic path at this point...
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Above, I mentioned the impact of capacity difference on timing.
What crank angle is the CPS at?
What does a timing light show you?
Fault codes should be possible by jumper and LED, without a code reading tool.
Your ranger 2.3 to xr4 2.3 is the same capacity...same engine.
What crank angle is the CPS at?
What does a timing light show you?
Fault codes should be possible by jumper and LED, without a code reading tool.
Your ranger 2.3 to xr4 2.3 is the same capacity...same engine.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
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- Gear Head
- Posts: 54
- Joined: Fri Jan 07, 2011 2:12 pm
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
I'm about as certain as I can be that's not the issue here. This is more pronounced issue. FWIW, I know someone who did a MAF conversion to this car/engine using a stock Essex 3.8 PCM and claimed it ran well.
It was reportedly set at 60 degrees BTDC. I have faith in the guy who set it up, and it looked about right. Admittedly, I didn't measure it, so indeed it remains unconfirmed.
That's on the list of things I need to check. I'm going to first try swapping in another EDIS module and PCM, if only because those are easy.
Understood, but odd what I'm getting, don't you think? I've gotten that before with a PCM that's bad. BTW, updating my previous comment on the nature of the tone, I'll say now that it's NOT an old-school modem type of noise. It's more a high-pitched constant squelch.
Brad
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Yes the fault code issue is strange, hence the suggestion to persue it further.
Cheers
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
John
95 Escort RS Cosworth - CARD QUIK COSY ANTI / GHAJ0
Moates QH & BE
ForDiag
-
- Gear Head
- Posts: 54
- Joined: Fri Jan 07, 2011 2:12 pm
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
Other projects have taken priority for the moment, but figured out that my code reader had a sticky contact, and once that was fixed I pulled codes yesterday...
341 (O) Octane jumper installed (information only code to notify you if it is installed) <No concern here>
542 (O,M) Fuel pump open, bad ground or always on – – Power / Fuel Pump Circuits
Obviously I'm getting fuel, so not sure what the 542 is all about. Nothing should have changed in that regard from the original setup. Perhaps the later EEC-IV PCM (vs original) is just doing a more thorough job in seeing a voltage drop and is reporting accordingly? Worth exploring, but I don't think it's my issue.
Real-time update - some trouble-shooting progress....
First, I tried swapping in an alternate EDIS-6 module. No change.
Got the timing light out - hooked it up to ignition lead 1 and checked the timing. I don't have a definitive timing mark - had to remove it when I installed the crank pick-up bracket - but it's right about where it should be.
Checked cylinders 2 & 3 - get a constant light-strobing as I should.
Entirely different story on the other side...
Cylinders 4 & 5 I get no light strobing from the timing light at all.
Cylinder 6 - the one in the middle - I get intermittent strobing.
So basically, I'm running on 3.5 cylinders.
Keep in mind, I've already swapped in another coil-pack, and saw no change. Ignition leads???
341 (O) Octane jumper installed (information only code to notify you if it is installed) <No concern here>
542 (O,M) Fuel pump open, bad ground or always on – – Power / Fuel Pump Circuits
Obviously I'm getting fuel, so not sure what the 542 is all about. Nothing should have changed in that regard from the original setup. Perhaps the later EEC-IV PCM (vs original) is just doing a more thorough job in seeing a voltage drop and is reporting accordingly? Worth exploring, but I don't think it's my issue.
Real-time update - some trouble-shooting progress....
First, I tried swapping in an alternate EDIS-6 module. No change.
Got the timing light out - hooked it up to ignition lead 1 and checked the timing. I don't have a definitive timing mark - had to remove it when I installed the crank pick-up bracket - but it's right about where it should be.
Checked cylinders 2 & 3 - get a constant light-strobing as I should.
Entirely different story on the other side...
Cylinders 4 & 5 I get no light strobing from the timing light at all.
Cylinder 6 - the one in the middle - I get intermittent strobing.
So basically, I'm running on 3.5 cylinders.
Keep in mind, I've already swapped in another coil-pack, and saw no change. Ignition leads???
Brad
-
- Gear Head
- Posts: 54
- Joined: Fri Jan 07, 2011 2:12 pm
Re: Making the Cologne 2.9 Distributor-less using 4L OHV parts - TFI/SD to EDIS/MAF Conversion
So much for the easy fix... I swapped in three new ignition leads on the 4-5-6 side. I'm showing spark now on all three, but it's still running rough; possibly a little better, but not enough of a change to really be consequential. I'm not quite sure what was going on there with the other wires - they did show a little more resistance than the ones I replaced them with. As a side note, I verified that cylinder 5 fires at the same time as 1, which makes sense as they are paired together.
For grins, I swapped in the '91 Explorer 5-speed PCM. I didn't notice any change. Pulled codes - surprisingly this one is older 2-digit codes - I got...
57 Intermittent in Park/Neutral/ Switch or Neutral Pressure switch circuit – PNP or Transmissions
95 (O) Fuel pump: open, bad ground or always on – Power / Fuel Pump Circuits
(R) AIR not Diverting (AIRD) – Air Injection
(M) Possible bad fuel pump ground or open btwn pump and pin 8 at PCM (Fuel Pump Monitor signal) – Power / Fuel Pump Circuits
^^^ This more likely provides the answer on the 542 error with the Ranger PCM given that I don't have anything hooked up to pin 8
For grins, I swapped in the '91 Explorer 5-speed PCM. I didn't notice any change. Pulled codes - surprisingly this one is older 2-digit codes - I got...
57 Intermittent in Park/Neutral/ Switch or Neutral Pressure switch circuit – PNP or Transmissions
95 (O) Fuel pump: open, bad ground or always on – Power / Fuel Pump Circuits
(R) AIR not Diverting (AIRD) – Air Injection
(M) Possible bad fuel pump ground or open btwn pump and pin 8 at PCM (Fuel Pump Monitor signal) – Power / Fuel Pump Circuits
^^^ This more likely provides the answer on the 542 error with the Ranger PCM given that I don't have anything hooked up to pin 8
Brad
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