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Messages - hjbjzj

1
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
I did not see that many fuseable links under the hood of the car....... You wouldnt happen to have an index of what all those fuseable links are for? would ya?
2
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
I did go out and buy a new map as the original one was disconnected. The new one is connected but not correctly. I currently have it running to the vacuum tree on the firewall. I found the diagram for vacuum lines last night. I will reroute vacuum lines accordingly and test it out.

Also going to locate some vacuum gauges and see what I come up with. Also still need to test the computer ground wires.

I will have a full weekend ahead of me.
3
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
I did order the cheap scanner off of Amazon. The simple digital read out one for 23$. Should be here Wednesday. I know the check engine light works. So there's that.

I can't seem to figure what would tell the IAC to open up the way it is to give the car the high idle. And then when the accessories turn on the car dies.

The ecu remanufacturer tested the DC EEC and it tested good. No issues found.
4
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
Well I'm trying to stay speed density. I do not want to go to maf.

I want to make the DC EEC work.

Something is sending a signal telling the iac to open up and there is something preventing the scanner from communicating to the EEC

Im hoping the gentleman chimes in on if the digital dash can cause these issues
5
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
Also. I have done a bit of digging on the coolcats site. Giving me the idea that DC EEC may be incorrect. As this is not a conversion motor but a full motor swap from a 92 mustang gt with essentially a deleted MAF.
6
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
I'm assuming the firing order is correct as the car was driveable with the A9P eec. And I'm also assuming the timing was good as the car did a good burn out with the A9P eec. It would just stall coming to stops. Thus I swapped in the DC eec. And now I'm running into stated issues.

The car does have the full electronic/digital dash.
7
Engine Swapping / 87 T-bird W/92 5.0 Swap High Idle
Bought a 1987 Thunderbird for my brother. The car was originally a 5.0 non-HO. The previous owner swapped in a 5.0 HO out of a 1992 fox body and a AOD trans. He also swapped in the A9P eec without doing any harness changes. The previous owner never did the MAF conversion to the 87 harness and could not get the car to run right.

 So when I picked up the car, instead of wiring in the MAF, I decided to pick up a 1987 auto mustang EEC (DC model) in hopes it would match the speed density harness the car already has. The car started fine but has a high idle of 1200 rpm. If I disconnect the IAC the idle drops back to normal (750 rpm). So I replaced the IAC twice now with the same issue. I replaced the MAP, same issue. Ive adjusted the TPS. Did an idle reset procedure, when I kicked all the accessories on (head lights, radio, A/C) the car idled rough and quickly stalled out.

 The car does not spit out any codes. Ive done the old school way with the test light and jumper wire and get nothing at all. With the key off I get a steady 1 light every few seconds. key on gives me nothing. With a snap-on scanner hooked up, its does not communicate with the car. Fiddling around in the engine bay I found some loose grounds. I tightened them and added an extra ground from the battery to the a/c bracket. Thinking the DC EEC is bad since it would not communicate with scanner or jumper wire, I had a local ECU remanufacturer test it out and it has tested GOOD.  Is the "DC" eec the right computer for the job?

 Im lost at where I need to probe next. I need to get this car running asap.

 Am I missing something in the harness. Is the EEC harness different from a 1987 tbird to a 1987 mustang? Do I need to change some pins around?

 Please help. sorry for long post. Thanks in advanced