I've added an FAQ list based directly on questions asked multiple times on this board to RPS... (questions are links to answers...)

http://www.rangerpowersports.com/tech/?p=133

If you'd like any questions added or see anything wrong, let me know...

The wiring diagrams from TurboRangers.org have been retrieved and are online again.

http://www.rangerpowersports.com/tech/?p=154

It looks great and you answered most of the major questions.


later

Good call RK. This would've come in really handy before I started my project, but the resource is still handy to have and will answer a lot of questions for future TurboRangers.

do any of the books about the 2.3T engine go beyond electronics? i would like a published resource on what mods work, dyno tests, etc. i dont have any of the books (yet!) but it seems like they are all electrical.

There's not a book like you're describing. One wouldn't be too hard to compile from the archives for the turbo list and turboford.org's techboard, but any time you get into the effectiveness of modifications you get into opinions quite quickly.

That said, the Probst book does go into suggested modifications from Ford SVO. No dyno tests or anything like that, but they are there.

a more printer friendly version of the faq would be nice

Originally posted by The Rascal King
There's not a book like you're describing. One wouldn't be too hard to compile from the archives for the turbo list and turboford.org's techboard, but any time you get into the effectiveness of modifications you get into opinions quite quickly.

That said, the Probst book does go into suggested modifications from Ford SVO. No dyno tests or anything like that, but they are there.

There is a ton of this type of information at www.merkurencyclopedia.com. Also, check out www.merkurdesktop.com. Tons of turbo links and info.

Originally posted by Drizzt
a more printer friendly version of the faq would be nice

You dont ask for much do you ?? :)

i made a .doc version of the FAQ but i guess RK didn't like it, i sent it to him but never heard anything about it so...

I've got it, and it'll go up when I get time...

I think it's about time we re-visit this with more detail. Anyone got anything else to add? What kind of detail needs to be added?

Well, we could probably make mention of Bob's Log headers for keeping the A/C. Also it would probably be a good idea to add differences in the block through the years for the guys that want to mix and match parts (like me); turbo block had the oil return boss, large journal/small journal change, losing the auxiliary shaft and distributor hole.

I suppose that would be a start.

Hmmm...ok, I'll work on a history/timeline of the Lima 4 cylinder, and what it was installed in in what configuration and see what I can come up with.

I also want to get the Ranger/2.3T wiring diagrams onto RPS. What format works best for everyone? I think the .jpgs are great for printing, but for a quick reference... Thoughts?

OOOH, just thought of another good one; Turbo terminology and reading compressor maps. That's a big mystery for a LOT of people.

I would like to see some pictures of a turbo setup. possibly even some pictures of the entire project. sorry if i am asking to much i just want to see what it looks like under the hood.

Originally posted by glossywhite
I would like to see some pictures of a turbo setup. possibly even some pictures of the entire project. sorry if i am asking to much i just want to see what it looks like under the hood.

http://rascalking.20megsfree.com/cars/83ranger/images

i would like to know which engines that i can adapt an intercooler to and i might be stupid but i havent been able to find alot of info about bolting it up to my stock tranny
Thankx

You can put an intercooler on any engine, even N/A if you so desired.

As for the tranny, if you've got a Lima 4 cylinder stock, then the engine will bolt up to your existing tranny.

ok probably been covered a million times but how much harder is it to do this swap into a '98 with 2.5 and 5 speed? i would much rather do this swap then a V8.

Originally posted by rangercar
ok probably been covered a million times but how much harder is it to do this swap into a '98 with 2.5 and 5 speed? i would much rather do this swap then a V8.

The block and tranny are (essentially) the same, the wiring is the same as any other 95 or newer, which is slightly more complicated for repinning than 94 and prior (switched from EEC-IV to EEC-V)

The problem unique to 98+, however, is the fuel system. In 98 Ford switched it to a constant pressure (65psi) returnless fuel system. This system has a fuel pressure regulator in the tank, instead of on the rail, that must be bypassed and a fuel return line must be run.

Originally posted by 4bngrMazda
The block and tranny are (essentially) the same, the wiring is the same as any other 95 or newer, which is slightly more complicated for repinning than 94 and prior (switched from EEC-IV to EEC-V)

The problem unique to 98+, however, is the fuel system. In 98 Ford switched it to a constant pressure (65psi) returnless fuel system. This system has a fuel pressure regulator in the tank, instead of on the rail, that must be bypassed and a fuel return line must be run.

so ecentially (sp?) 95-97 sounds like the easiest swap to do right? btw i have a 97

Actually, pre-95s are the easiest to do because they use the same computer system (EEC - IV) as the turbo engines. 95s - 97s aren't much more difficult but there is more repinning that you will have to do.

Just so it's clear, you can't use a 95+ wiring harness with an EEC-IV computer. The computer connector on the EEC-V has 104 pins where as the EEC-IV has 60 pins. See how it would make it impossible to repin?

If you're swapping into a 95+, you need a 94 or lower EEC-IV harness, preferrebly out of a turbo'd car.

I'm swaping in a 88 tc in my 93 ranger and am haveing problems with the harness any help or advise. What conectors do I havr to splice in and what harness should I use

i might be going to pick up a running 87tc, i could just use the comp and harness outa it in my 95 ranger and would be set wont i? is it worth taking the 2.3t outa the thunderbird if its in good shape? the tc is indepen. front and rear instead of queer i beams so im sure they handel better, but does the tc weigh more the a ranger or anything?

Originally posted by Jory
i might be going to pick up a running 87tc, i could just use the comp and harness outa it in my 95 ranger and would be set wont i? is it worth taking the 2.3t outa the thunderbird if its in good shape? the tc is indepen. front and rear instead of queer i beams so im sure they handel better, but does the tc weigh more the a ranger or anything?

Get the computer, harness, and the engine with everything attached to it. Using the TC block is going to be much less complicated than trying to use the 95 Ranger block as a basis.

The 87 TC had a solid rear axle and a strut-based independant front suspension, but swapping the suspension is far more trouble than it'd be worth, and I don't know how you'd get the struts in front to work anyway. If you don't want to stay with I beams, go to a Mustang II style setup from Heidts, Fatman Fabrications, etc.

dam some one told me the tbirds have a arms up front w/ coils and a indy rear? im getting the whole car motors goin in the ranger 4 sure now. hows the tbird rear end compare to a 96ish exploder w/ discs breaks? same gears? size? lug?

Originally posted by Jory
dam some one told me the tbirds have a arms up front w/ coils and a indy rear? im getting the whole car motors goin in the ranger 4 sure now. hows the tbird rear end compare to a 96ish exploder w/ discs breaks? same gears? size? lug?

The T bird's got a 7.5 rear with 28 spline 4 lug axles.

The Explorer's got a 8.8 rear with 31 spline axles, and the same bolt pattern as the Ranger.

Different gearing was available for both vehicles (as is for just about any vehicle)

Actually, 83-86 TCs had the 7.5 (and drums), but the 87 and 88s had 8.8s (with discs) - in either case, the autos had 3.73 gears and the manuals had 3.45s, and both had 4 lugs. However, they were mounted just like any other fox body car, in a 4 link configuration (87/88 TCs also had kicker shocks) and coils on the lower control arms. To mount a TC rear in a Ranger you'd have to cut off all those mounts and weld on the leaf spring pads. Even then, the TC rear, again like the Mustang and other Fox body rears, is "centered", meaning that the left and right axle tubes (and shafts, obviously) are the same length. The Ranger and Explorer rears are offset to allow the driveshaft to clear the fuel tank. May not be an issue if you've already converted to a fuel cell, but if not you'd have serious clearance issues.

The MN12 birds (89-97) did have IRS, but that's a completely different platform from the Fox platform that the TC was built on.

The beauty of the Explorer rear is that you don't have to do any of that, especially if you're mounting it axle over leafs, flipped from the stock Ranger configuration. And you get all the goodies - 8.8" ring gear, 31 spline axles, TL, disc brakes, and a very nice selection of gear ratios.

Hey Rascal, I posted that chart over at TF (to help somebody out...) and got a reply:

"the chart is inaccurate, 85.5 and 86 TC's came with small vam/35lbs injectors and in the t-5 cars it is a PC1."

Just thought you'd like to know, I don't have a clue about this so...
-Doug

Is there a page deticated to just the wiring harness and repinning part? i dont have a ranger YET, i got a couple more months and i'll have close to $3500. I'm looking at a '93-97 ranger 2wd 4cyl. i found one site about the 2.3T andi got REALLY into it! I tottaly feel i could take on this task (i'm 17), i got like 4 notebook pages front and back of notes of things i need, save up for and watch out for along with watching for a good deal on an SVO, or TC. I'm 99% confidinednt i can do this, its that 1% of that wiring crap.

What has to been done exactly? do you have to run wires? or is all you do is repin one connector and plug her in or what? If anyone could explain this or point me in the right direction it would be much appreciated. I'm looking for info on both the EEC-IV and EEC-V

Thanks!

Originally posted by nascarfreak88
Is there a page deticated to just the wiring harness and repinning part? ...

Not specifically. There's the wiring question in the FAQ, which should give you enough information to use the wiring diagrams (http://www.rangerpowersports.com/tech/?p=154) to come up with exactly what needs to be done for your specific application.

What has to been done exactly? do you have to run wires? or is all you do is repin one connector and plug her in or what? If anyone could explain this or point me in the right direction it would be much appreciated. I'm looking for info on both the EEC-IV and EEC-V

Thanks!

This is in the FAQ, at least enough to point you in the direction to ask specific questions. In addition, you may want to check out this (http://www.rangerpowersports.com/forum/showthread.php?s=&threadid=96708) thread for more EEC-V specifics.

you did a great job describing the swap. but you need more info on using the manual trans that is in the rangers. I have a 89 ranger and want to do the turbo swap. But i was wonderin if the trans will bolt up and all. the trans i got is a stock 5spd. I found a 88 turbocoup with engine and trans and i was wondering if the trans from the turbocoupe would work.

Originally posted by Rangeroffroader
you did a great job describing the swap. but you need more info on using the manual trans that is in the rangers. I have a 89 ranger and want to do the turbo swap. But i was wonderin if the trans will bolt up and all. the trans i got is a stock 5spd. I found a 88 turbocoup with engine and trans and i was wondering if the trans from the turbocoupe would work.

To use the Ranger tranny (M5ROD-R1)...

You can use either the 88 TC or the 89 Ranger flywheel, they should be identical down to the part number.
You'll need to use a Ranger clutch disk. Any engine application is fine, I'm using a Centerforce Dual Friction intended for a 2.9. The spline count is different between the T5 in the Turbo Coupe, so that friction disk won't work on the Ranger transmission.
Either clutch pressure plate will work. I'm using the Centerforce, again for the 2.9


To use the Turbo Coupe tranny (T5)...

You'll need an external slave cylinder, either the one from the TC or one from an 83-85 Ranger.
You'll need to move your transmission crossmember, or make an adapter plate.
You'll need to cut a hole in the floor of your truck for the shifter, about 6" back from the existing hole
You'll either need bucket seats or a flipped shifter and the bench seat all the way back.
You can use either flywheel
You'll need to use the TC clutch disk
You can use either pressure plate


Your existing driveshaft should work in either case.

The T5 (especially one from a junker) has not been demonstrated to be any stronger than the R1.

rascal, I am using a 1994 ranger with the T5 trans. Will I need the external slave also? I am trying to get parts together to convert the T5 from a cable to a hydraulic clutch.

Originally posted by mar755
... I am using a 1994 ranger with the T5 trans. Will I need the external slave also? ...

Yes. The 87-88 TC Bellhousing (the only T5 bellhousing set up for a hydraulic clutch) will not accomodate the internal slave cylinder without modification.

for those sticking with an auto trany make sure you get the right flexplate for the trany you are using. 87-88 were the only years that used the A4LD transmission. 86 on down used the C3 if your converting a non 2.3 ranger bronco over to a 2.3 and it has an A4LD just pull the bellhousing off a doner 2.3 A4LD trany and bolt it up. they are a machine fit no need for a transmission shop unless you want them to install a new pump and gaskets.

dont do like i did and bolt everything up and find out you have a C3 flexplate bloted to a A4LD converter. they dont work together. the A4LD is dished the C3 is flat pulling the converter far enough forward to disengage it from the trany pump. when you bolt up the correct parts you should have about 3 threads sticking thru the flexplate.

B2urbohttp://www.rangerpowersports.com/gallery/data/500/16390flexplates-med.jpg

C3 left A4LD right

TPS should be set to .95-.98V at idle and sweep to 4.6-.4.9 WOT.
VAM should be .25v engine not running, .78v at idle and sweep to 4.6V WOT.

and VAM testing to check for proper wiring so the noobs will leave me alone ;)


trace all the wires that go to the VAM. you have to make sure all the wiring is hooked up the proper way. if everything is as it should be then the vam is bad.

this is all basic stuff. just unplug the vam and ECU and use a multimeter to check for continuity. do one wire at a time.

ECU pinouts
Descr____Pin______Color______(Voltage check KOEO and KOER)
vref___ pin 26__ Org/White__ (5.0v)
sig rtn_ pin 46__ Black/White_ (ECU Ground)
VAF___ pin 27__ White/Black_ (.26v KOEO, .95V KOER @ idle, 5.0v door open 100%)
VAT___ pin 43__ LtGrn/Purple_ (3.8v@80*F)


Vam plug is a 5 pin plug with only 4 wires for reference the pin that is without a wire will be pin 1 then 2,3,4,5,

1 n/a (Blank, NO WIRE HERE!!!)
2 Sig Rtn__ Black/White
3 VRef____ Org/White
4 VAF____ White/Black
5 VAT_____ LtGreen/Purple

so to check for continuity for Signal Return you would a.) plug one test lead into Vam pin 2 and b.) plug other test lead into ECU pin 46 c.) rinse and repeat for the remander of the Pins.

and to set the idle so more of the noobs will leave me alone.

KOER pull IAB plug, set idle with idle screw, KOEO adjust TPS to .90-.97v, KO pull battery cable positive lead and ground to negative post for 5 seconds, plug in IAB, hook up battery cable, an you are done!

I know a lot of people asked questions about how they can prepare a 2.5 for turbo. So far, it seems it can't be done. I've read somewhere where someone even said the 2.5 would last only minutes under boost. I agree with this if the engine was stock.. but since the 2.5 is only a a 2.3 bored out couldn't there be some stuff you could do to it to make it run boost? I imagine just swapping a 2.3 would be cheaper but could it be done with 2.5 if you took the right steps?

From my understanding there are parts to BUILD a 2.5 turbo, but a stock one won't last, and that is what they are probably reffering to - STOCK.

One morething to remember -> if you are getting a 2.3T from an auto trans vehicle, you will also need a pilot bearing to install into the crankshaft. I know my 88 T-C motor was already machined to accept one, so all I had to do was tap it into place. I've noticed most replays/threads mention about the bellhousing, clutch discs, etc, but I don't remember any mentioning the pilot bearing. It is needed also.

but since the 2.5 is only a a 2.3 bored out

actually its a stroked 2.3, bores are the same

a properly setup 2.5T would require special aftermarket forged pistons and new rods

can i keep my rear end from my truck now? its an 8.8 with (i think 3.55, maybe 3.73 .... its non-ls tho :bawl: )

is going from 4.0 to 2.3T a bad idea?

yes you can keep the axle in there, why would you think differently?

and going from 4.0 to 2.3t is your choice, it needs to be justified by you not us, but if i had a 4.0 id either supercharge it or do the 2.3T swap

yes you can keep the axle in there, why would you think differently?

and going from 4.0 to 2.3t is your choice, it needs to be justified by you not us, but if i had a 4.0 id either supercharge it or do the 2.3T swap

im getting on info for . . .

4.0 -> 2.3T swap
4.0 blown
4.0 nitrous
4.0 -> 5.0

as of now ... 2.3T sounds the funnest. where-as 4.0 sprayed seems to be the cheapest for me.

the faq page is very informative but it does laq in one area....
details. it will give you the general idea and leave you hangin. then you proceed to search for hours on the forums looking for the bit of info you need and still come up empty handed. i , for exsample am looking for specific info on repinning my 93 ranger to a tc cpu and found the faq page which gave me tons of useful info but didnt get me all the way. so the section on repinning sais to check the forums..... in searching the forums i am either doing something wrong or the info i am after just isnt there. i am new to the site and the problem may very well be me. but if you have any suggestions, with details, feel free to let me know.

find your pinouts and wireing diagrams for your 93 ranger, find the pinouts and wireing diagrams for whatever turbo computer you are goin to run, then compare the two and figure out what wires you need to remove, add, move from your existing harness to satisfy the turbo computer

i have said that verbatim dozens of times

Aren't there links in there to help with the pinning? Got-boost.com and turboford.org are 2 of the ones I used.

Actually, 83-86 TCs had the 7.5 (and drums), but the 87 and 88s had 8.8s (with discs) - in either case, the autos had 3.73 gears and the manuals had 3.45s, and both had 4 lugs. However, they were mounted just like any other fox body car, in a 4 link configuration (87/88 TCs also had kicker shocks) and coils on the lower control arms. To mount a TC rear in a Ranger you'd have to cut off all those mounts and weld on the leaf spring pads. Even then, the TC rear, again like the Mustang and other Fox body rears, is "centered", meaning that the left and right axle tubes (and shafts, obviously) are the same length. The Ranger and Explorer rears are offset to allow the driveshaft to clear the fuel tank. May not be an issue if you've already converted to a fuel cell, but if not you'd have serious clearance issues.

The MN12 birds (89-97) did have IRS, but that's a completely different platform from the Fox platform that the TC was built on.

The beauty of the Explorer rear is that you don't have to do any of that, especially if you're mounting it axle over leafs, flipped from the stock Ranger configuration. And you get all the goodies - 8.8" ring gear, 31 spline axles, TL, disc brakes, and a very nice selection of gear ratios.
Is the explorer rear end a direct bolt in if I do axle over leafs? Will it work with the ranger leafs or do I need the exp leafs? What about the disc brakes? Do I need a proportioning valve. Any help would be appreicated.

Is the explorer rear end a direct bolt in if I do axle over leafs? Will it work with the ranger leafs or do I need the exp leafs? What about the disc brakes? Do I need a proportioning valve. Any help would be appreicated.

there is a sticky in the drivetrain tech of a write up about my swap, i think the pics dont work on that anymore though, but if you want pics then go to my website (click under my username) and page 6 (i think) is another write up for the axle swap with pics

no facts on Duratec 2.3t?

i am in the market for a new 2.3 STX and want to go turbo.

As far as I know no one has tried to turbo the 2.3 Duratec in the Rangers.

this seems to be a concern for me. emmisons. there is hardly anything about the upgrades that validate emmisions after an install. im getting close to having all of the parts i need to start going balls to the wall with my project. any input fellas?

Depending on where you live the rules are different, so check with your local authorities about what is allowed for engine swaps in your particular state or county.

The Turbo FAQ has been part of the RPS tech guide for a while now.

http://www.rangerpowersports.com/tech/?p=133

The wiring diagrams from TurboRangers.org have been retrieved and are online again.

http://www.rangerpowersports.com/tech/?p=154

the facts:

there are 3 types of blocks: EDIS (small main journal), DIS (small main journal), and Turbo/NA (large main journal). they all have the same bore. DIS and Turbo/NA blocks are mainly the same. EDIS is a totaly diferent block. you cant use EDIS acc. on DIS and turbo/NA blocks the bolts dont line up.

there are 3 types of cranks: small main journal 2.5, small main journal 2.3, and large main journal 2.5. the stroke is different on the 2.5.

the rod journals are the same on all the cranks. the 2.3 rods and 2.5 rods are different lengths.

2.5 pistons are different then 2.3. higher piston pin height on the 2.5.

you can mix and match however you please as long as your using the crank with the same mains as the block.

Ex. if you want to turbo a 2.5 EDIS engine you would need:
2.5 turbo pistons. thats it.

Ex2. if you want to turbo a 2.5 EDIS with stock 2.3 parts you would need: 2.3 turbo pistons, 2.3 rods, and a 2.3 small main journal crank.

EX3. if you want to turn your 2.3 into a 2.5 you would need: DIS or EDIS block, 2.5 crank 2.5 rods and 2.5 turbo pistons.

Ex4. if you real want to keep your 2.3 turbo block and 2.5 it. then you would need: main shims, 2.5 main caps, and the block would have to be line honed back into spec.

some info on distributorless trucks would help. can i use a TC computer with my 94 ranger just by repinning it like your FAQ said? also, what about MAF vehicles vs. speed density? i'm assuming the same computer isnt used. also, california emissions are a bit different for some vehicles. is everything essentially the same for the 2.3l rangers? i know the 2.9 rangers from Cali had MAF's whereas the rest of the country had Speed density.
Thanks for the info you listed, it's a big help!

buy a haynes for your ranger and one for the turbocoupe , easiest way understand all the wires in both vehicles . Although i might add the 2.3 turbo block is the strongest of all because it has a higher nickel content . And the best stock head is the turbo head if uncracked. hey generic the your 94 block should have a dizzy hole so either go with turbo computer w/ tfi dizzy and vam , or keep your stock 94 eec-iv and upgrade your maf and get a tuner to run a turbo..

Just thought I'd point out the fact that all the tech pages are down...

The links are broken..........

Trying to get some info with out starting up a bunch of new threads and all the links dont work!?!?!?

this seems to be a concern for me. emmisons. there is hardly anything about the upgrades that validate emmisions after an install. im getting close to having all of the parts i need to start going balls to the wall with my project. any input fellas?

in CT my truck passed with flying colors, no egr, no emission crap whatsoever except for a Pypes 3 inch high flow cat

I can't read the FAQ's, am I missing something? I use firefox...

RPS can't seem to keep their servers working and they haven't been working lately so most of their articles like this dont work.

All I get when when I click on any technical stuff is [function.require]
Why is this?This is the 3rd or 4th time I have asked about this problem,still no responce?

They've been fighting server issues and such, so the links are down until further notice I guess.

my faq is when do they fix stuff here? this has been down for quite a while. the whole forum is down quite alot too.:poke:

FAQ link no workie.

I have a 87 2.3 auto what all will i need to do the complete swap? i.e heads header ecu harness? let me know what all i need or point me to the correct thread in the forum thanks!!!!!!!!!!!

FAQ link no workie. same for me that's why I gotta ask

Link Still doesn't, whats the problem.........:rant:

Link Still doesn't, whats the problem.........:rant:

I was interested in reading about these Turbo 4 bangers too. I wanted to know if they were really quick or just a hit with the kids because of the turbo in it. I'll do some digging.

Links are dead as I'm betting that info no longer exists for RPS. It's been gone now for a while, since one of the crashes. It will probably never be back unless someone wants to go out on the web and find the info themselves and relink it.

There's more than enough info though through reading this section to answer any questions.