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Thread: LoPo 302, CFI, carb and emissions

  1. #61
    I'm an air-conditioned gypsy gadget73's Avatar
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    Jan 2005
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    38,502

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    I hear you. Its the digitizing part thats troublesome. There is a guy I watch on youtube that runs the vintagemachinery website. He scans piles of old things. His setup is basically a book holder and a pair of cameras, and some software that puts it together. Flip the page, hit the button, a camera grabs a picture of each page in the book. He does whatever to assemble all that into a single file for upload. Works fine for standard page books, but these big fold-out things are another story.

    86 Lincoln Town Car (Galactica).
    5.0 HO, CompCams XE258,Scorpion 1.72 roller rockers, 3.55 K code rear, tow package, BHPerformance ported E7 heads, Tmoss Explorer intake, 65mm throttle body, Hedman 1 5/8" headers, 2.5" dual exhaust, ASP underdrive pulley

    91 Lincoln Mark VII LSC SE, triple black (Timewarp) - poly front bushings, KYB struts and shocks, Holley SystemMax1 lower intake, SilverFox AOD valve body,

    1984 Lincoln Continental TurboDiesel - rolls coal

    Quote Originally Posted by phayzer5 View Post
    I drive a Lincoln. I can't be bothered to shift like the peasants and rabble rousers

  2. #62

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    Just move the camera further away. Modern camera resolutions are good enough to make print/line drawings legible in a larger format. The tough part is getting it to sit flat (even small bumps can cause shadows or lighting errors that screw up the areas by the folds).
    I've got a good lens for it, and a camera that MIGHT be up to snuff, just got to set up a frame (to hold the pages flat) and a lighting arrangement and about 6 months of free time...

  3. #63
    all the CFI are belong to me
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    Bit late, but yeah, 84 is EEC-IV.

    The engine harness is different between 84 and 85, but not in operationally significant ways, just ways that make it not possible to directly swap it without alterations (e.g. the start circuit moved into a different connector but works the same, and the TPS connector changed but the TPS uses the same value range).

    There are E4 and E5 revision computers, but they can interchange with the harness of either year. I've found more 'SG' code computers in junkyard 84s than I have found in 85s, but I have also found the E4 revision SG computers in 85s. Nothing definitive. In my case I found an 85 computer was better behaved (RE: driveability issues), but the 84 computer could have issues, so again nothing definitive.

    http://www.grandmarq.net/vb/showthre...EC-IV-CFI-ECMs

    83 GM 2dr POTM 10/2019 | 84 TC POTM 1/2017 & 4/2019 | 85 CS | 85 Ranger | 91 GM POTM 12/2017 | Junkyards

  4. #64
    Member Arquemann's Avatar
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    I wonder what ECMs I have, I have the original in a milk crate somewhere and the new one in the car that shop replaced. Changing the ECM didn't affect the engine.
    1985 Mercury Grand Marquis LS
    1997 Volvo 850 GLE Estate

  5. #65

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    Attachment 53639
    Attachment 53640
    Attachment 53641
    Attachment 53637
    Attachment 53638


    The first three images are the ECM connector. The 4th is ground distribution and the 5th is power distribution. Pin 1 on the ECM connector is constant power. Pins 37 and 57 are switched power supplied via the EEC power relay. Pins 60, 49 and 40 are your grounds. According to the EVTM S654 is in harness 12A581 on the back top of the engine near the EGR valve. Given its location I wouldn't be surprised if there was a problem there. G130 is located on the RH rear side of the engine. Basically what you are going to do is check for voltage drops in the power and ground circuits. In order to do this the circuit needs to be loaded. Using a voltmeter by itself does not tell the whole story. You're going to have the ECM connector disconnected from the ECM for your tests so you need to substitute a load. I use a 55 watt headlight bulb in a socket with pigtails for this. To check powers you ground one side of the bulb battery negative. You connect the other side of the bulb to the appropriate terminal in the ECM connector. BE VERY CAREFUL when you do this. You do not want to deform the terminal in the ECM connector and create a pin fitment issue. I usually hook a "T" pin to the pigtail from the light and carefully touch it to the terminal in the connector. You're also going to be using a voltmeter along with the bulb. Voltmeter negative gets connected to battery positive. Voltmeter positive gets hooked to the "T" pin. Make sure you have good solid connections with your test equipment. Connecting the voltmeter between the two positives allows you to measure the voltage difference (or drop) between those two points. If you have more than a .2V drop you have a problem with a bad connection in that circuit. To check grounds you connect one side of the bulb to battery positive and then probe the ground connections in the ECM connector. Your voltmeter goes between battery negative and your T pin.

    I'll see if I can dig up an ECM connector illustration that shows how the pins are numbered. Hope all of this helps!

  6. #66

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    Let me try this again. Not sure what happened the first time I tried posting these.
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  7. #67

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    Here are the ECM pin locations.


    Sent from my iPhone using Tapatalk

  8. #68
    Member Arquemann's Avatar
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    I greatly appreciate this!

    It's a lot to take in, I've looked at the diagrams and read through it a few times now and it's starting to make sense. I haven't done much electrical work this detailed, but I'll get to it with the help of my dad and you of course.
    I'll be making myself some idiot-proof instructions, since step-by-step is easy for me to follow.
    I might have a bulb and socket combo from a headlight harness I had.

    At least this thing has only so many pins in the ECM connector...

    Any advice on where to start with the probing (S654)? Probably check the grounds first, you mentioned the location of G130, how about the others?
    1985 Mercury Grand Marquis LS
    1997 Volvo 850 GLE Estate

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