Search results

Okay, my bad. For some reason I was convinced that the Ranger 4.0 had the EDIS logic in the PCM (as some other Ford applications did). Thanks for correcting me.

I stumbled across a '92 4L Aerostar at the junkyard recently and noticed that it uses an external EDIS-6 module. Rangers of a similar vintage have the EDIS technology built into the PCM. I had never noticed this before and am left wondering why. Anyone know what the thinking was?

Does anyone know offhand the model year range that the 24pph injectors were used on the V8 engines? They're the lilac-colored injectors.

I'm bumping this older thread as I recently purchased a 4L OHV engine that came with (what I presume to be) the Probe Industries 1.6 Roller Rockers. It's a '94 engine with the 98TM heads which Doug (now of Bama Performance) recommended, so I'm hoping he perhaps had a hand in building these...

Sure. At a minimum I'd provide a link to the build-thread at MerkurClub.com

Stock in the XR4Ti w/ C3

Inadvertently I'm somewhat prepared for more torque. Factory rear-end is 3.64 but I've got a 3.36 in there now. It's lacking in grunt out of the hole with the 2.9, so the 4.0 might make a welcome match to the tall rear-end gearing.

The V6 version of the T-9 found in the Scorpio is the strongest version made. That doesn't make it a great transmission by any extent, but it makes it acceptable under normal usage. The one that it in the car now is a recently rebuilt unit (by the previous owner), and, even though they're rare...

Yep, already on there, but thanks. I'm finding it's probably best to just stick with the 4.0 stuff overall and not get too crazy creating a FrankenCologne.

I don't currently have a vehicle with the 4.0 OHV engine, but rather it's predecessor, the 2.9, which does not have coolant routed through the intake manifold. I'm considering a 4L swap, but in the interest of plumbing simplification and reliability, I'd want to continue with a "dry" intake. I...

This thread got me to dig a little deeper and I've found that the Scorpio clutch is 9.5" while the Ranger 2.9 clutch is only 8.875". I'm not sure if the Scorpio flywheel is any heavier than the 2.9 Ranger - I'm guessing it might very well be - but it's certainly got a different bolt/pin...

I'm pretty sure the Cologne 6-bolt flywheel from the Scorpio is not the same as the Ranger one. Worth verifying. Regardless, the T-9 uses a 23-spline input shaft which I don't think we'll find a clutch for other than the 10".

I bet none of them went into a Scorpio with a T-9 transmission behind them. :)

Looking for a complete engine with the 6-bolt crank. Also needs to be one with the '95+ 12-bolt hole block.

Bumping this old post as I have the same question and I see this one never got an answer. Even the thorough article on the 4L from Automotive Rebuilder seems to miss the reality that there was NOT a clear switch-over to the 8-bolt crank starting in model year 1997. In fact, there seem to be...

Lots of references indicate that the 4L Cologne V6 started getting the 8-bolt crank in mid to late 1997 in the Ranger and Explorer. I've yet to find any mention of when the Aerostar got the 8-bolt crank. Logically, it doesn't make sense that it would have gotten rolled out just as production...

Thanks, that's what I was thinking.

Is there actually any fitment difference between the 1st and 2nd generation rear Explorer shock absorbers? In some cases I see them listed as separate applications, in other guides I see '91 - '01 lumped together as one.

Trying to figure out what the source of a new noise is on my Dad's '05 Mountaineer. It's a low, constant rumble (but fairly subtle), that changes in intensity with road speed. It sounds to me like wheel bearings, but the vehicle only has 35K miles, so it's tough to imagine wheel bearings going...

I'm trying to remove the hub that the pulley bolts to. Keep in mind, on the Saginaw pump used on the SOHC engine, the pulley is bolted to a hub on the shaft rather than being press-fit onto the shaft directly.

Just heated the hub up with a MAP torch and tried pulling it with my other (larger) 3-jaw puller. Nothing. Didn't budge AT ALL. :mad: This thing isn't coming off. So I think I'm up to plan D or so by now - I'm looking for a ~5" diameter pulley which is interference fit to a 16mm shaft...

Bad assumption here. I just broke one of the jaws on my 3-jaw puller trying to remove the pulley hub. Note to self - wear eye protection next time, you idiot! :rolleyes: My best guess is that these hubs are installed with more of an interference fit than the typical pulley, given that...

Before anyone else tries this, I need to provide a correction. While indeed the 3G Escort does use the TC pump, the pulley hub has a different size centering hub and bolt-pattern vs. the Explorer pulley. I'm wondering if the shafts of all the TC pumps are the same size at 16mm, and thus I...

Any idea what this is? Is there a 3-bolt pulley off some stock application that is larger than the Explorer one, or is after-market the only solution?

So then in general, if I wanted less assist, a bigger pulley is what I want, yes? Anyone know of a 3-bolt pulley larger than the one on the Explorer?