North American Turbocoupe Organization



FYI: Wiring harnesses
rich Offline
Member
#1
Ok, this is just an information item that I thought might help out some other people. I have not really seen this documented on the boards as of yet.

I swapped an 88 tbird turbo engine into my 88 stang lx hatchback.

There are differences in the small harnesses that go to the fuel injectors. The Stang's fuel injector harness has FI1/FI4 tied together to ECU pin 58 and FI2/FI3 tied to Ecu Pin 59. The turbo inj harness has FI1/FI2 tied to ecu pin 58 and FI3/FI4 tied to ecu pin 59. This means that if you use the stang iinjector harness the wrong injector combo will be firing. The ecu fires 2 injectors at a time, and at the same time (1&2 on the turbo for instance). SO do not use the stang injector harness. I guess you could rewire it though. Now, if I am missing something, please let me know.
2.3L Turbo in 88 stang, browntops, 93 a4ld, volvo ic, broncoII rad, gillis valve set @15, k&n af.
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Jeff K Offline
Administrator
#2
The turbo EEC fires all 4 injectors at the same time, via 2 drivers in the EEC. They fire every time the EEC gets a PIP signal, which is twice every crank revolution.

Dont know how the N/A EEC works, but it might fire the inj. in alternate pairs.

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Jeff Korn

88 Turbo Coupe: Intake and exhaust mods, T3 turbo at 20 psi, forced air intercooler, water injection, bypass valve, Ranger roller cam, subframes, etc., etc.. // 86 Tbird 5.0 (original owner): intake, exhaust, valvetrain mods, 100 HP nitrous, ignition, gears, suspension, etc., etc.... // 91 Escort: Bone stock winter car // 00 Windstar (wifes vehicle)
Jeff Korn

88 Turbo Coupe: Intake and exhaust mods, T3 turbo at 24 psi, forced air IC, water injection, BPV, Ranger cam, subframes, etc., etc.
86 Tbird 5.0 (original owner): intake, exhaust, valvetrain mods, 100 HP N2O, ignition, gears, suspension, etc., etc.
05 Taurus SEL Duratec daily driver
04 Taurus Duratec (wifes car)
02 Pontiac Grand Prix GT
95 Taurus GL Vulcan winter beater
67 Honda 450 Super Sport - completely customized
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TurboE Offline
Posting Freak
#3
Jeff, i dont know but i was wondering why the injectors would all fire at the same time aren't some of the pistons out of phase so that they are not all at the combustion stroke at the same time?
-88 TC Black
5spd, Precision SC50 T3/T4, QH/SD Tune, Gillis, AFPR, 255FP, WB O2, K&N, Ported E6, 3" DP, ATR 2.5" Duals, 3:73 Rear, Konis, Eibachs, 18" Voxx Wheels, X Drilled Rotors.
-06 G35 Coupe Diamond Graphite
-97 Pathfinder
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Dan E Offline
Posting Freak
#4
Quote:Originally posted by TurboE:
Jeff, i dont know but i was wondering why the injectors would all fire at the same time aren't some of the pistons out of phase so that they are not all at the combustion stroke at the same time?

Not Jeff...but.

Not sure...but if I had to guess...easier to write the programming code. You're right, a sequential firing order may make more sense...but what can I say...it's a Ford.

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Dan Eaves
88TC 5spd, Crower 5.5" Sportsman Rods, Short Wiseco Pistons bored .030" Over, Ported Head with Polished Combustion Chambers, Gutted & Polished Upper, Ported & Polished Lower, Polished T/B, Ported E6, SVO T3 .63AR Turbo, Bosch Bypass Valve, 3" DP w/No Cat, 2 1/2" DynoMax single cat back w/DynoMax Super Turbo Muffler, RR Cam, K&N in Fenderwell, Gillis Boost Valve, Centerforce I Clutch, Removed A/C, Polished Wheels, Polished Valve Cover, Polished Crank and W/P Pulleys, Walbro 255LPH HP Pump, Kirban Adj FPR, and the DAMN Heater Core is new too !

http://www.geocities.com/wot_turbo/WOT.html

NATO MEMBER (Vice Chairman...if it's a vice...I deal with it)
Dan Eaves
88TC 5spd Vermillion Red, Polished...everything...
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TurboE Offline
Posting Freak
#5
I hear ya, but would that be a worthwhile modification if that is the case. In sequence with the spark plug firing order although slightly before the spark plug fires, or something like that.
-88 TC Black
5spd, Precision SC50 T3/T4, QH/SD Tune, Gillis, AFPR, 255FP, WB O2, K&N, Ported E6, 3" DP, ATR 2.5" Duals, 3:73 Rear, Konis, Eibachs, 18" Voxx Wheels, X Drilled Rotors.
-06 G35 Coupe Diamond Graphite
-97 Pathfinder
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Jeff K Offline
Administrator
#6
Thats just how the engineers designed it... I am not sure why... Our systems are batch fire... 2 drivers in the EEC firing 2 pairs of injectors, unlike the sequential injection system in a 5.0, which fires each injector individually, timed to fire when the intake valve opens. Sequential injection helps fuel economy and emissions at low - mid RPM range, but doesnt improve things at higher RPM. The 5.0 is a "dirty" motor from an emissions standpoint, and needed all the help it could get to meet emissions standards. Thats why the 5.0 was killed off in the mid 90s... they couldnt get it to run clean enough to meet the ever stricter emissions standards. The 2.3T seems to be a much cleaner motor from an emissions (and fuel economy) standpoint, so batch fire is used. Sequential injection, of course, costs more than batch fire.

I am GUESSING that all injectors fire at once, twice each crank revolution, in the turbo motor to eliminate any chance of anything going lean while under boost, which, or course, is a bad thing. Disclaimer: This is just an off the wall guess on my part!!!!

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Jeff Korn

88 Turbo Coupe: Intake and exhaust mods, T3 turbo at 20 psi, forced air intercooler, water injection, bypass valve, Ranger roller cam, subframes, etc., etc.. // 86 Tbird 5.0 (original owner): intake, exhaust, valvetrain mods, 100 HP nitrous, ignition, gears, suspension, etc., etc.... // 91 Escort: Bone stock winter car // 00 Windstar (wifes vehicle)
Jeff Korn

88 Turbo Coupe: Intake and exhaust mods, T3 turbo at 24 psi, forced air IC, water injection, BPV, Ranger cam, subframes, etc., etc.
86 Tbird 5.0 (original owner): intake, exhaust, valvetrain mods, 100 HP N2O, ignition, gears, suspension, etc., etc.
05 Taurus SEL Duratec daily driver
04 Taurus Duratec (wifes car)
02 Pontiac Grand Prix GT
95 Taurus GL Vulcan winter beater
67 Honda 450 Super Sport - completely customized
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rich Offline
Member
#7
Ok, I hear you guys but I am a little confused. I have not tried to start my car after my swap yet (waiting on the VAM) but right now my stang FI harness is in. I still have the TCoupe FI harness if needed. But I thought that there was a difference based upon the schematics for the 2 ecu's since they are different. As I said it looks like pin 58 fires 1 and 4 on the stang and 59 fires 2 and 3. Certainly different than the turbo diagrams. So I guess what you are saying is that even though 2 separate pins on the ecu control 2 different sets of injectors, they all fire at the same time? Can anyone confirm for sure? I just don't want to spin my wheels trying to start it later if this is an issue. Thanks!
2.3L Turbo in 88 stang, browntops, 93 a4ld, volvo ic, broncoII rad, gillis valve set @15, k&n af.
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Chuck W Offline
Posting Freak
#8
I posted over on turboford about this too. Why think so hard about it? Either use the TC injector harness, or swapp the F/I plus around so they are plugged into the appropriate injector for the turbo application...

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Any connection between your reality and mine is purely coincidental..
83 Pseudo-Coupe, 87 Ranger (soon to be 2.3T), 84 XR7, 86 XR4 and 62 Mercury Monterey (old n slo)
NATO Member
83 TC Clone, 80 Cougar XR-7, 85 Volvo 244 Turbo, AND 88 Scorpio
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rich Offline
Member
#9
Yep, read your post there Chuck. It's all good. I threw the post here earlier in the day. Thanks again. Sounds like it is fuss over nothing. But I am new to these turbo engines and wanted to be sure. Better to ask anyway.
2.3L Turbo in 88 stang, browntops, 93 a4ld, volvo ic, broncoII rad, gillis valve set @15, k&n af.
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shiftless Offline
Member
#10
As Jeff told you, the ECU has two separate injector drivers, but they fire at the same time. All four injectors fire simultaneously, either twice or four times per crankshaft revolution (I'm not sure which on the 2.3).

As Jeff later explained, the only advantage of a sequential injection system is it's a bit smoother and cleaner-burning at lower RPM. It also requires a complete injector driver for EACH injector, extra sensors, and lots of complex programming. Batch-fired injections systems, OTOH, are a hell of a lot simpler and cheaper and work just as well.

Also, sequential injection systems require much bigger injectors than batch systems, as batch systems have all 360* of crankshaft revolution to inject fuel, whereas sequential systems only have the very short period of time before valve opening to do it.

The batch system has been used for decades in multiport injection systems, and works extremely well. Sequential systems are way overhyped and are a waste of money in 95% of applications.
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