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S197 Badger - 2011 S197 Gen3 Swap Build Thread Profile - S197 Mustangs

194
312
Exp. Type
Time Attack
Exp. Level
5-10 Years
CA
One more idle cause no matter how rough it is right now, it makes me quite happy.

Prior to firing up the car I did a lot of cleanup and took a good 20lbs of wiring out of it.
Little touch of paint on the center bar:
IMG_7242.jpeg

The rusty mess will certainly not be missed.
IMG_7294.jpeg

Took all the fuses and relays out that are not required anymore and removed all the left over wires as well.
IMG_7270.jpeg

Proceeded to shorten the chassis harness so it will fit under the dash instead of running all around the engine bay.
IMG_7336.jpeg
 
194
312
Exp. Type
Time Attack
Exp. Level
5-10 Years
CA
Question: Has anyone used a the stock gauge cluster without PATS or non-stock can inputs?
It seams the PATS from the gauge cluster is messing with my control pack ECU and the car refuses to start with the gauge cluster hooked up. It works just fine without it.


Running two OEM can bus systems in parallel is a thing now. First shot was to see what happens when you straight up join them. Quite predictably nothing good was about to come from this:
DE2DA251-DCE7-4954-A01C-B811D765BA26.gif

I then moved the control pack harness to Can2 and it worked like a charm.
RPM, IAT and engine temp are coming from the control pack. Fuel level and wheel speed sensors from the Gen1 harness. Unless I am mistaken the ABS module is providing the wheel speed numbers, which suggests the ABS should be functional.
FuelPSI, Fueltemp and Oiltemp are custom sensors.
6E7C03D6-5938-4DE0-8A3E-F872B583233A.gif
The four lower left gauges are the wheel speed sensors.
 
194
312
Exp. Type
Time Attack
Exp. Level
5-10 Years
CA
Is PATS in the gauge cluster in s197’s? I know in older fords it is. S550 is distributed between the PCM and BCM.

Sadly things managed to move backwards from here on. The starter stopped engaging altogether, not even the solenoid or signal is triggering right now. Grounds are all fine and it has been rather strange.

I go Forscan running but it has trouble with the control pack an its ECU ID and wont allow me to restore as-built data. Even HP tuner won`t allow me to restore my backup tune as its confused about the control pack ECU.

One thing I noticed though is that the clutch switch signal is having issues. No matter of physical switch position it will max out at 50%. I even jammed a wire into the connector to force the signal to 100% but the ECU sees it as 50%. I am unable to achieve the ccp_status "Clutch Fully Depressed".
Does this have an effect on the start protocol? I do not know but it certainly looks suspicious.


1649639654485.png
1649639711894.png
 
Hmmm couple ideas/questions:

your car has no remaining BCM right?

Is your cpp being fed the correct ref voltage? BCM supplies this normally. Where is it coming from now?

is there a “pats_enabl” PID in your PCM (not likely because it’s a control pack but maybe look anyways) or your IPC? If you find one it should show “enabled”.

Which “start” PID’s can you find in the PCM?

In my S550 there’s a shiznit tonand they all tell you about a different piece of the puzzle that makes up the start sequence.
in my case there were a number of starter block PID’s that showed me that it wasn’t cranking because the start request signal from upstream was not as the PCM expected so it was being blocked. In my case due to PATS. not sure how many of these PID’s still remain in the control pack Ecu.

clutch switch behavior is critical to the start sequence in a OEM PCM so it might be fairly important in the control packs as well. You cannot jumper a CPP in a gen 3 OEM Ecu and start it up as far as I could determine. Not sure about how picky the control pack pcm’s are in this regard.
 

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