Leave the wiring to the alternator as well. Remove the entire wiring harness from the engine except for the Electric Choke, Engine Temp and Oil Pressure sending units wiring. The coils (+) ‘BAT’ is powered by the Rangers Red/Light Green wire. Basically you’ll be powering the Modules Red wire in the plug with the Rangers Red/Light Green wire and the Modules White wire with the Rangers Red/Light Blue wire. There’s more splicing involved when wiring the ignition on a 1985 Ranger. To wire the new ignition on a 1983 – 1984 Ranger you simply plug it in to an existing plug and then wire the coils (+) ‘BAT’ to the Red/Light Green wire that’s hot when the key is on. You’re going to be replacing the factory ignition with a Duraspark distributor, coil and ignition module. Not as complicated as people make it sound. This will eliminate the need for, and make the stock EEC nonfunctional. REPLACING SPARKBOX IGNITER IN 1975 FORD BRONCO UPGRADEYou can get a 2 BBL carburetor from a Ford 2.8L that had a Duraspark ignition or upgrade to a Holley 350 CFM 2 BBL carburetor P/N 0-7448. The stock “feedback carburetor” should also be replaced with an earlier non emission controlled 2 BBL carburetor to make this conversion function properly. Some people choose to replace this ignition with an earlier Duraspark ignition. The 2.8L V6, as found in Rangers and Bronco II’s from 1983 to 1985, are saddled with a rather bizarre fusion of EFI and carburetion in the form of the EEC-IV controlled Motorcraft carburetor and TFI ignition. GM Vacuum Switch P/N 14014519 (For A4LD Setups)ĮCM Harness Connector (4 Prong) Napa P/N echec127ĮCM Harness Connector (3 Prong) Napa P/N echec72 Ignition Components Needed From 1975 – 1979 Ford Pinto or Mustang 2.8L V-6ĭistributor (Non-Bosch – Single Vacuum Advance)įord Duraspark Ignition Module (Note 2 Connectors Not 3)
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