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Do you have a diagnostic tool that can monitor PID’s in the ECU? When mine wouldn’t start and there were not DTC’s that I thought would prevent the starting sequence it was the PID’s that gave me enough info to eventually fix it.
Last time I played with that was two weeks ago and I have to check what we did exactly. But we were able to make the starter motor engage when wired directly. The starter motor itself is confirmed to be functional and it seams to be an issue with the starter signal to the solenoid.If you run a wire from the start switch to the starter solenoid (where the orange wire from the control pack connects to), will it crank?
Is the throttle body compatible with the Gen3? The Gen3 uses a different signal than earlier gen's.I am down to one code and this is a weird one. I got a couple more things I want to try but maybe someone has an idea what is going on here.
P124 - TPS problems:
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Symptoms:APP_E and APP_D changes based on pedal position. TP_R (Relative Throttle Position Displayed) is unaffected by it though.
- Getting the same result on two separate accelerator pedals I have here.
- TPS channel is blank.
- Pedal inputs get recognized and produce data.
- Throttle body briefly moves and initiates when turning on power.
- But pedal position has no effect on throttle body.
- Starter still won’t engage. Might be unrelated though.
Either the ECU refuses to use the data cause it considers in unsafe or it does it is not using it at all as of right now.
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Other Possible factors:
- Tune on the ECU is unknown
- Engine was only used on the engine dyno. Maybe the pedals were never hooked up in the tune.
Once you get the throttle body figured out, I would turn on the ignition and try starting with the starter directly wired. BTW, you can have the starter wired with both methods (direct and through computer).Last time I played with that was two weeks ago and I have to check what we did exactly. But we were able to make the starter motor engage when wired directly. The starter motor itself is confirmed to be functional and it seams to be an issue with the starter signal to the solenoid.
Awesome, you pin pointed the issue! I dropped in the old gen3 TB and it worked right away.Is the throttle body compatible with the Gen3? The Gen3 uses a different signal than earlier gen's.
This is what Motortrend used on the cobra Jet manifold:A Magic Box Lets You Swap Larger Throttle Bodies On 2018+ Coyotes
Need more airflow for your 2018+ F-150 or Mustang 5.0-liter engine? A JMS creation lets you run larger throttle bodies from the GT350 and GT500.www.fordmuscle.com
Ford Performance includes a harness with the Cobra Jet manifold (shown) but we opted for JMS Chip's ThrottleMax plug-and-play adaptor.
The converter is mandatory on Gen3s with the Ford Cobra Jet TB. The cable Ford supplies is to adapt the TB plug to the engine harness plug; there is no conversion of the digital signal to analog with it. VMP makes a TB that is for Gen3s but that's another +$700.Their article says:
Makes it sound like the converter might be optional. Now I wonder if that is down to the tune or if I got to drop another $400 to get that TB going. Alternatively I could go for a bigger 2018+ TB, not sure if there are any gains in it though.
Love the graphic!
- Looking for a good power distribution block and position to aid with the battery relocation. Any recommendations?
- I got a high PSI sender that I won´t need for brake pressure anymore. Any ideas what else to do with it? I already got oil and fuel pressure.
VMP 69mm TB is in. Decided to go for a larger TB than spending half of it on just some retrofit wiring.
Looks great, plug&play and works like a charm so far. It appears to be utilizing the stock 2018 TB motor.
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The porting came out nicely! Just got to fix up the attachment point and we are good to go.
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- Looking for a good power distribution block and position to aid with the battery relocation. Any recommendations?
- I got a high PSI sender that I won´t need for brake pressure anymore. Any ideas what else to do with it? I already got oil and fuel pressure.
VMP 69mm TB is in. Decided to go for a larger TB than spending half of it on just some retrofit wiring.
Looks great, plug&play and works like a charm so far. It appears to be utilizing the stock 2018 TB motor.
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The porting came out nicely! Just got to fix up the attachment point and we are good to go.
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Looking for a traditional style pdm? Bussman makes some nice ones depending on how many circuits you need. They’re just blocks and you buy terminals and wire them up any way you want. Otherwise if you want to go solid state PDM ($$$$) I’d say AIM seems to have a compelling quality and feature to price ratio. This was the route I was gonna go if I couldn’t get my stock harness working. You get the PDM and dash for a relatively small premium to one of their dashes alone.
check out this eBay store for traditional pdm components or prewired units. Usually you can get components much cheaper from digikey and the like but so much stuff is out of stock these days this places bussman kit with terminals was the easy button for me recently.
| eBay
www.ebay.com
I am afraid you gave an absolute fantastic answer to the wrong question. It is way simpler, I just need one of these to distribute the power from the relocated battery to the other components in the engine bay.
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Dude, I had it properly crank over the first time reliably last night. For the sake of my neighbors I waited till lunch to fire it up. Boy that felt good. Time to start bolting things back together now.yes yes yes get it dude!
How satisfying was that?!