Hey Mesozoic, I will try to find a CDAN4 EEC-V ecm pre PATS and see what happens. I think my issues would start with the extra wiring and wrong pinouts on the explorer harness plugs and maybe other issues. Unless you think otherwise. Especially since they're were changes to the explorer in late 1997. My wrecked 99 Ford Explorer 5.0L has the distributorless ignition system like yours. This seems like it would be a complete nightmare situation to trace problems like you had initially. Using the old explorer wiring harness seems like it would be more of a problem and adding more wires than necessary. Should I just use a painless wiring kit for ease of installation or go the explorer oem harness route? I'm all about saving money but, if it would save me countless hours of problems then I will spend the extra money... because this Torino wiring is 45 years old. That is where I'm at.... a complete stand still... so many different directions to take... Thanks for letting me pick your brain. I think you can help me get my project up and rolling again. I'm getting sick of just looking at the car and not being able to enjoy it. It's driving me nuts.
I love those old Torinos... saw one at the local cruise in last Thursday in excellent shape and was drooling all over it. Very nice cars.
Anyway, the 104-pin EEC-V pinout is going to be the same for every EEC-V, but your wiring harness will be different for each vehicle it was installed in. My friend has a shop in town and can obtain the complete wiring diagrams for the EEC, so if you have access to a similar kind of friend you're in good shape! I got my harness from a '96 Crown Vic and used the Mitchell On-Demand diagrams that my friend provided me... everything was exactly as illustrated and it all worked the 1st time.
So, again, the EEC-V pinout remains the same across all the various versions of them. Eg,. the pins that drive the CKP (crank position sensor) will always be the in the same location on all EEC-V since the hardware is designed that way. It will not matter if you obtain an EEC-V from a '96 Mustang GT, Crown Vic, or whatever, but you should make sure that you get the computer from a V8 car. This is because the EDIS ignition chip is different for the various number of cylinders supported by the EEC. The V6 EDIS chip is different from the V8 and will not support one.
All you need then, is the correct wiring diagram for the vehicle your donor harness is from. In your case this is the '99 Explorer. I think the only major difference between the '96-98 and '99+ Explorer is the camshaft position sensor type used. The early models had a Hall effect 3-pin sensor and the later models came with a passive variable reluctance (VR) sensor. I'm using the VR type, btw... it is more reliable since there are no active components in the sensor. You'll probably get rid of the thermactor, EGR, and possibly the rear O2 sensors (total of 4, but I'm only running 2). These things are easily disabled within the CDAN4 tune via programming. The connections on the wiring harness for the unused devices can either be cut off and cleaned up, or simply left disconnected.
I ended up taking the entire stock harness apart and removing all extraneous connections. I then purchased some Techflex F6 sleeving in various diameters and finished the harness after lengthening/shortening whatever was needed. It took a while to finish all the wiring, but I wasn't in a rush and took my time. I created an Excel spreadsheet that documents all the connector pinouts that I ended up using and not using.
I ended up replacing my entire vehicle chassis harness with a Painless Wiring setup for Ford musclecars prior to performing the fuel injection conversion, but I don't believe they've got a plug and play harness for the late model EFI past 1993.
Also, this link
should help you find the right EEC-V.