You rock man. Can't tell you how much I appreciate that.

 

Looks like I'm gonna have to go the multi-meter route. There are so many differences and new circuits with different wire colors, I suspect the 96 diagram is for an MAF truck. (I'll check this later by seeing if the c101m side matches my truck.) Ford didn't do such a good job labeling the diagrams this way.

 

There is no distinction for a MAF versus Batch fired engine on the C101 pin-out diagrams. Yes I agree it's still a bit cumbersome to wade through all the circuit number references. FYI...Speed Density trucks use circuits 555 and 556 to fire the two batches of injectors. That will cut down a bit on the hunting and pecking..

 

Interesting. I wouldn't have suspected that. I appreciate the help on the injector circuit numbers as well. It looks like those pins are the same on both plugs. Perhaps another circuit is interfering with it somehow?

 

The PIP signal from the distributor is circuit 395. Pin 18 on both C101 diagrams. That signal tells the computer to fire the ignition and the injectors. Injector power is circuit 361. Circuit 361 is Pin 23 on the 1994 C101 connector. On the 1996 pin-out chart Pin 23, circuit 361, is not used on the pin 18 female side of the connector. Circuit 361 is also used on Pin 42 on the 1996 C101 connector. Your issue is probably related to that slight difference.

 

So, on the 1994 connector, should I add another pin to 42, and then splice that wire into circuit 361?

Really appreciate the help by the way. Your wealth of knowledge on this is indispensable.

 

You only need the wires that are currently present in the engine side of the harness, if there are extra wires on the chassis side ignore them... there would be nowhere to connect them on the engine anyway.

 

Pin 42 is blank on both sides of connector C101 on the 1994 harness. I would be inclined to move Pin 42 on the 1996 C101 connector to Pin 23..after verifying Pin 42 on the 1996 connector does actually go to the injectors, which it should.

 

Okay, a small bit of progress. I moved the pin to match, and it didn't seem to make a difference. However, with one of the spark plugs out, I can see spark and I smell fuel after cranking the engine. Obviously, it is probably getting air, and it seemed like the throttle cable was a little long and might be keeping the throttle closed too far or something, so I adjusted the throttle stop screw to give it a bit more air. Now, interestingly, the engine fires hen cranking, but does not start, though it seems like it really wants to.

Seems like the issue must have to do with timing then, yes? It seems odd because the timing was not changed when I removed this engine, distributor was left in place, and it ran perfectly up until I put it in this truck. (I also pulled a new code- 121, which is probably because I adjusted the throttle stop screw so much. Code 552 and 558 also went away.)

 

If you did not move the distributor then timing being off would be rare. Since you smell fuel that implies you have voltage at the injectors now. Verify that with a meter on the red lead of the injectors.

That red wire is Circuit 361.

 

Okay, weird... I cranked the engine over for a long time, like 30 seconds, and it turned on and ran quite well. Idling high because the idle screw was in so far, but it ran wonderfully. I turned it off, cranked it for another 10 seconds, and it kicked on again. What could cause such a long cranking time?

 

Insufficient fuel pressure. Time to put a gauge on it.

 

Check fuel pump wiring and be sure to follow factory idle screw reset once you get it running.