PATS delete test

[allmyEXes]

@Pontisteve Steve, So, in the EEC-V 1998 to ~2004 PCMs, the injector pulse is getting interrupted just as it is in the later 2006 F-150 PCM?
I'm slowly gaining knowledge about how this all works. Thanks for your time. Greg.

 

[410Fortune]

Not exactly

Pats b is 98-01
It disables the starter only

The next generation of pats, 02-04 pats e I think it’s called, disables the injectors much more difficult to bypass
Or Overcome, Tuning required


The 06-11 rangers are can bus and the instrument cluster is one of the end users and basically there is no way around at Pat’s on these models without a complete tune
The can bus trucks have several modules that all talk to each other. It’s near impossible to do conversions on these vehicles without removing all of that junk.

As you know, I have converted all of these vehicles to V8, which is pretty easy on the 98 through 04 trucks. It gets way harder after that. Still doable, but basically all the canbus stuff needs to be removed and replaced.

 

[Pontisteve]

@Pontisteve Steve, So, in the EEC-V 1998 to ~2004 PCMs, the injector pulse is getting interrupted just as it is in the later 2006 F-150 PCM?
I'm slowly gaining knowledge about how this all works. Thanks for your time. Greg.

Yes, every PATS system works by disabling the injectors when there's any PATS problem, and blinking the theft light. These two things happen at a minimum. On some models, PATS will also disable the starter. And on some models, it probably disables the fuel pump too. I think the fuel pump thing likely only happens when there's a Fuel Pump Driver Module involved.

 

[410Fortune]

05+ has fuel pump monitor and driver

I dont believe the 98-01 trucks disable the injectors, only the starter

 

[Pontisteve]

Not exactly

Pats b is 98-01
It disables the starter only

The next generation of pats, 02-04 pats e I think it’s called, disables the injectors much more difficult to bypass
Or Overcome, Tuning required


The 06-11 rangers are can bus and the instrument cluster is one of the end users and basically there is no way around at Pat’s on these models without a complete tune
The can bus trucks have several modules that all talk to each other. It’s near impossible to do conversions on these vehicles without removing all of that junk.

As you know, I have converted all of these vehicles to V8, which is pretty easy on the 98 through 04 trucks. It gets way harder after that. Still doable, but basically all the canbus stuff needs to be removed and replaced.

That's not quite right. All PATS systems disable the fuel injectors when PATS is unhappy. Some disable the starter too, but not all. Some disable the fuel pumps too. But starters and fuel pumps are way too easy to hotwire around. They aren't sufficient enough to be a good security. Injector pulse on the other hand, is not something you can fake. All the 98-up Explorer 5.0's had PATS, and disabled the injectors. The 5.0L Explorers didn't have Starter Interrupt, but the Rangers did. So if we do a Ranger 5.0 swap, we have to rewire the starter relay slightly so it will crank.

The CAN bus is just a way for the modules to talk to each other. They don't have to be present, except for the cluster since it's either acting as a PATS module or it's at least forwarding the key codes to the PATS module that would be built into the PCM. Either way, a CAN bus issue will cause a no-start in those CAN trucks, until you delete PATS.

 

[CDW6212R]

Ditto. My 98's, all three of them, will crank the starter no matter what. When the THEFT light is flashing, then the injectors don't fire, and I believe the fuel pump also won't run. I learned most of that in 2006 when I was delivering mail for the first time with my Mountaineer. I had removed the column cover to find the PATS key receiver, and discovered the plastic piece broken. That allowed it to hand slightly below the key cylinder, and often the THEFT light would flash. Once I RTV'd the transceiver in place, it never failed again.

My current white 98 Explorer is having intermittent THEFT light flashing, but the transceiver is in place, having never been moved by me. That's my only current issue, wondering if something is wrong with the transceiver, or something I haven't considered.

 

[Pontisteve]

Ditto. My 98's, all three of them, will crank the starter no matter what. When the THEFT light is flashing, then the injectors don't fire, and I believe the fuel pump also won't run. I learned most of that in 2006 when I was delivering mail for the first time with my Mountaineer. I had removed the column cover to find the PATS key receiver, and discovered the plastic piece broken. That allowed it to hand slightly below the key cylinder, and often the THEFT light would flash. Once I RTV'd the transceiver in place, it never failed again.

My current white 98 Explorer is having intermittent THEFT light flashing, but the transceiver is in place, having never been moved by me. That's my only current issue, wondering if something is wrong with the transceiver, or something I haven't considered.

In most cases, the 96-04 Fords are suffering transceiver failures. And unfortunately, the part is usually obsolete. In some cases, the PATS module itself fails. I've noticed that this usually results in keys that don't work, and won't take to programming. Often, this happens after the customer replaced an old battery. I think that might be due to real low voltage damaging the transceiver during starting. In either event, used parts are often the only option. Or delete PATS, which is a better decision for most people.

This system was very reliable for a long long time. But not that these cars are hitting 25+ years old, not so much. And since PATS is virtually undefeatable, the car quickly becomes unreliable. And what good is an unreliable car that costs you a fortune in towing and diagnostics, only to find out the part is obsolete anyway? Delete PATS and move on. You'll be far ahead in the long run. There's nothing cheap about tow trucks, diagnostics, mobile locksmiths, and nothing fun about getting stranded.

 

[donalds]

After 97 its the injectors
That's when they did the big change over I believe

 

[410Fortune]

I see lots of halo failures
Communication lost w the halo
I have saved several rangers up here in north Idaho with flashing theft light

I always teach the owners that if you let it flash for 90 seconds it will start to flash your trouble code
Almost always the ignition halo
Those you can still buy

If it is a pcm or pats module I try to keep as many donor pcm/modules/key and tumbler in the shop from wrecked or parts/‘crush trucks. We grab the door and tailgate locks to swap over as well when possible
Plenty of rangers go back on the road using poor explorer guts

It is so nice now to have aftermarket support and the ability to just delete pats , program keys, tune, very nice these modern days
I’m looking forward to being able to control a factory can bus instrument cluster

So thank you for what you do for us!!
It Makes life easier for us conversion / hotrod rbv dudes

 

[Pontisteve]

After 97 its the injectors
That's when they did the big change over I believe

98 was the first year of PATS (Passive anti-theft system). Before that, there may have had an active anti-theft system, which goes by a different name, like remote keyless entry, factory alarm, TATS, etc. Those older "factory alarms" may very well have interrupted the starter on some models. But they aren't PATS, and while they do check to see if the lock cylinder was tampered with, they do NOT check the key codes to see if it's an authorized key. They had regular keys in those.

In 98, you started to see remote keyless entry, a separate system that deals with door locks, horns, lights flashing, and remote key fobs and keypads on the driver's door. Simultaneously, you would also see PATS on the truck, which does nothing but check the key in the ignition to see if it's a "programmed" key that matches what's stored in the PATS module.

PATS only affects the injector pulse, in some models the starter relay, and in some models the fuel pump, and in all models the theft light.

Remote keyless entry affects key fobs, key pads, door locks, horn, lights, panic alarm, trunk release, etc.

 

[CDW6212R]

All good to know.

On that subject path, how complicated is the keyless entry system for the 98 Explorer? I will be replacing the PCM with a 2014 PCM from hopefully a Mustang, F150 if not. So the PATS will have to go, and the ABS interaction for VSS also may be a minor bump.

I will definitely choose some aftermarket alarm, but I'd like to keep the keyless entry functional. I hate that it becomes disabled when the engine is running, that's stupid. I discovered that the one time I locked my doors accidentally after starting the truck one cold morning two years ago. I could not get the door open, so I went at the hood to be able to shut the engine down,(pump relay). It took my over 30 minutes to get into the door with a coat hanger(super rare to find just that).

Can any other alarms make use of the Ford keyless entry keypads?

 

[Pontisteve]

All good to know.

On that subject path, how complicated is the keyless entry system for the 98 Explorer? I will be replacing the PCM with a 2014 PCM from hopefully a Mustang, F150 if not. So the PATS will have to go, and the ABS interaction for VSS also may be a minor bump.

I will definitely choose some aftermarket alarm, but I'd like to keep the keyless entry functional. I hate that it becomes disabled when the engine is running, that's stupid. I discovered that the one time I locked my doors accidentally after starting the truck one cold morning two years ago. I could not get the door open, so I went at the hood to be able to shut the engine down,(pump relay). It took my over 30 minutes to get into the door with a coat hanger(super rare to find just that).

Can any other alarms make use of the Ford keyless entry keypads?

If you get a Ford EVTM (wiring) manual off Ebay for your 98 Explorer, it shouldn't be very difficult to see how the factory keyless entry stuff is wired up. Keyless entry doesn't usually have anything to do with the motor and PCM, other than sometimes you may see the starter being interrupted by a factory alarm. Especially in older cars, like mid 90's.

I was unaware that the remote keyless entry stuff is disabled on running engines. That's news to me. I'm not sure how that system even knows the engine is running, other than the key being on. I'm no expert on the factory alarms and keyless entry stuff. Whenever I need to know something about that, I just look up the wiring diagrams for it and see what the inputs and outputs are, and any notes that Ford left us in the wiring manual too. These keyless entry and alarm systems are generally unrelated to PATS, so it's not been something I've looked into much, other than seeing that some of them shared access to the theft light, and may have had their own starter interrupt methods, as does PATS sometimes.

 

[410Fortune]

My keyless entry still works after I convert drivetrains
It is a stand alone system and can be added to any of these rigs with power locks
Ranger dudes like to add explorer keyless entry and the door pad

I can post the wiring diagrams for a 98 keyless system if wanted

 

[CDW6212R]

Thanks. I did add the keypad to my 93 Limited door, when I used the body for my 99. That was interesting to cut the door for both that keypad, and the monster door jamb connector. I had to whittle on the three key cylinder holes, in the doors and hatch to swap the later parts in. I haven't been doing much modifying since that 93/99 project, stuff gets in the way, and I'm much slower now. We're getting low teens tonight, I'm hoping for a few more nice days to get my front diff back in for Winter.

 

[Urquhart11]

Holy cow, here's a new twist. I just bought a 98 ranger that had a 3.0, now has a 2004 4.0. The fellow said it wasn't getting fuel. I can release fuel pressure from the fuel rail. How do I know if the PAT system is preventing it from starting? It sure sounds like it wants to start.

 

[410Fortune]

It’s simple
Does the theft light flash slowly?
When you turn the key to the START position the theft light should go off
If it goes off then the pats system is happy with your security key

 

[Pontisteve]

dAPTS

Holy cow, here's a new twist. I just bought a 98 ranger that had a 3.0, now has a 2004 4.0. The fellow said it wasn't getting fuel. I can release fuel pressure from the fuel rail. How do I know if the PAT system is preventing it from starting? It sure sounds like it wants to sta

Holy cow, here's a new twist. I just bought a 98 ranger that had a 3.0, now has a 2004 4.0. The fellow said it wasn't getting fuel. I can release fuel pressure from the fuel rail. How do I know if the PAT system is preventing it from starting? It sure sounds like it wants to start.

What 410Fortune said. Plus, PATS shuts off the injectors entirely, so it won't "want to start". It'll just crank. In fact, in most cases, the starter on Rangers will be disabled too. So it won't even crank if you have a PATS problem. Plus, the theft light will be blinking rapidly when you turn the key on.

If it's had an engine swap to a 2004 4.0L, then you would need to do a lot of stuff to make that swap work. It would have to be a mechanical returnless fuel system. The fuel pressure would have to match what the 2004 4.0L motor wants (probably 65 psi). Not 55. Not 39. No return line. The PCM would have to be from the same 2004 4.0L truck. So would the MAF and injectors.

You might start with an actual fuel pressure check. OTC makes a fuel pressure gauge for about $50 that works fine on Fords, and is available on Amazon. From there, you would also check for spark during cranking, and injector pulse during cranking.