SHO Ranger

[Twisted6]

Cross posting from here:
http://www.rangerpowersports.com/forum/showthread.php?t=262954

I took me awhile to settle on the SHO engine for the swap, especially after seeing a number of people saying they were doing the same swap, but then were never heard from ever again.

Shy of an X2J ECU, I currently have everything I need to place the motor in the truck, except motor mounts. I have the scans from the magazine article from Ford's SHO Ranger project, but nothing shows or discusses the motor mounts in that article and that is the only information I have from that project. Did the truck go to the crusher or private collector?

Quick synopsis of the project:
- 94 Mazda B3000 2WD
- 92 3.0L engine
- Tri-flow cams
- BBs and intake porting
- LPM tuning
- UD pulley
- Considering a pair of TD04 turbos

 

[Ishodu]

Very nice. I want to see that when your done. You need to bring it out to one of the shoclub conventions.

 

[NovaSS]

good luck with the swap. I think most people get stuck AFTER they get the engine mounted in place. Thats the easy part. Its all the detail / fuel and wiring were people get frustrated and give up.

 

[Twisted6]

good luck with the swap. I think most people get stuck AFTER they get the engine mounted in place. Thats the easy part. Its all the detail / fuel and wiring were people get frustrated and give up.

To me that is the easy part. The fuel pump is the same part number, a few nylon fuel line repair kits and fueling is done.

Using the SHO instrument cluster, X2J ECU, wiring should be simple as well. I also picked up a hard button EATC, so considering picking up the SHO interior wiring harness to make things even simpler.

 

[Brett]

good luck with the swap. I think most people get stuck AFTER they get the engine mounted in place. Thats the easy part. Its all the detail / fuel and wiring were people get frustrated and give up.

What this guy said. ^ Id love to swap a SHO engine into a more capable platform but fact is i have no wiring know how beside "plug this into this". Alot of people jump the gun, not saying thats the case with you. Good luck to you sir. if u do a search there are more then a couple SHO swaps done by members that are still active and could give you ALOT of advice.

 

[mrecoolgar]

Go for it.
I am guilty of the Ranger SHO project but no progress.
I have too many previous projects needing completion.
And I need to complete my research before starting on it.

 

[zblackbeast]

i think the computer in my parts car is an x2j.. would you be interested if i pulled it? (Ill of course donate the $5 to SHOforum)

Very nice project tho.. im excited to see it finished

 

[Phoenix]

Way to go , lets see this one finished :sun:

Good luck.

 

[Twisted6]

Definitely interested in the ECU.

Funny thing is, I see fueling and wiring as the easiest part of this swap. Ranger/B-series used the same fuel pump as the SHO, should be safe to assume the sending unit operates on the same resistance.

Wiring wise, the engine came with a complete harness, just need an ECU and CCRM. Contemplating whether I really need a CCRM or not, the fuel pump is already on its own circuit in the truck and electric fan has it's own standalone controller. Wiring into the interior, I have already picked up a 94 SHO ATX instrument cluster, appears to fit with minimal modifications to the Ranger dash, speedometer cable connector between the SHO and Ranger is the same. Considering picking up a SHO interior wiring harness, as I also picked up a hard button EATC, it would make it much simpler.

The only problem I am having is figuring out if a D4U1 would be capable of shifting the A4LD, if so, that would save me some money and headache from trying to get a TCI transmission control unit to work.

 

[Twisted6]

Can a D4U1 drive an 88+ A4LD (Uses EEC-IV signals for both TCC lockup and 3-4 shift)?

If not, I am considering keeping the path with the X2J, use an 87 3-4 shift solenoid, which uses engine vacuum only, and using a GM low-vacuum TCC switch as a path to ground for the TCC switch, while tapping the power side off of the brake light switch. So when the brakes are applied the torque converter is disengaged.