Hi I have a 88 ranger pickupw/2.3 and 5 speed I'm putting together.I have performance parts left over from other older 2.3's.I'd like to know what to do about reprograming the stock computer to make them work in engine.I have a Crane cam 270 dv. dur.,418 lift at valve, 113 centerline.I have a set of Hooker header,that I plan to weld in a oxygen senser in the collector. I also have a ford motorsports clutch and pressure plate.I've seen these modules that plug between computer and wiring ,they are cheap but not sure they are what I need.Anyone got any advice on where to go for help for this Thanks Tim

 

I have KF supercharger I want might like to put on my 1988 2.3 ranger w/5speed sometime in future.This truck isn't worth a lot so I thought I might just put a Holley carb on it.The cost of a custom fuel injection system is too much and stock system wouldn't work with blower. Does stock computer control anything other than engine? What I mean is, wiring to starter,alternator,and ignition should work just the same even though computer is not hooked up? I was thinking of just taping various senser wires back into harness,disconecting wires where I could and running MSD BTM box to handle spark timing and advance. Thanks Tim

 

Hi Tim, and Welcome to FTE! Please take a moment to check out the Guidelines as they contain important info that you'll need when posting on the site:

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I've decided to put both your posts together in this one thread to try and make it a little easier to sort out what it is you're trying to accomplish. I'll start with your first question.

Your truck should have a Mass Air fuel injection system, which will self-adapt to increases in airflow created by the cam and header so you shouldn't have to do anything to the system with a couple of fairly mild upgrades. I presume this is for the short term, and you plan to add the supercharger later? The Mass Air system may be able to handle the extra demands of the supercharger as well, but you might want to think about limiting boost unless you install forged pistons. They were available on the Thuderbird Tubo coupe, which was a turbocharged 2.3 as well as the Mustang SVO and the Merkur XR4Ti (I believe... although I'm not really familiar with the Mekur).

Changing over to carb isn't quite as easy as you think without some re-wiring. The computer controls many functions including timing, so you would have to remove the TFI distributor and replace it with an earlier Duraspark or aftermarket unit. The truck wouldn't even crank without changing some of the wiring since the computer controls that as well. That's not to say it can't be done, just that there's a bit more involved than simply taping wires back into the harness. You'd be better off to remove the computer and harness altogether and installing an earlier carbed harness. Actually that's not as hard as it sounds. There's an engine harness, and a main harness that the computer plugs into, and then there's a harness that handles the rest of the vehicle functions. The engine and main harnesses are easily removed.

But I would seriously think about staying with the EFI. You may be able to borrow some components from one of the turbo vehicles I mentioned above to make it work with your supercharger. More research will be required, for sure.

 

Thanks yes I'm just tring to get it back on the road now plus a few mild performance parts.So all 2.3 Rangers were mass air? I wasn't sure they were.one problem getting it running is I need a smaller oxygen sensor.the stock ranger one is like a 1 1/2" in dia. Way to big to mount in my header.Do you know of a smaller one that would work? I don't know if I'm going to use the supercharger for sure just checking on what it would take to make it work. I have almost all the parts [but harness]to do it now so it is possible.That's way in future I got a 2.3 turbo block that I could work on a little at a time. Thanks Tim

 

I don't think all 2.3 Rangers were Mass Air, but my sources say the '88 was. But it doesn't use the conventional MAF meter, but rather the VAF meter which looks like this:



I'm not familiar with an O2 sensor that's as big as you mention. The one below is what is called for on your truck, as well as mine which is a year newer but with the 2.9. I just bought two of these and put them in a set of long-tube headers, make sure you specify the long-wire version such as pictured so you have the extra length of wire to reach the new mounting location. It's not a good idea to lengthen the harness wires to reach as it changes the resistance of the wires and sends a false reading to the computer. Wire length is 16.5 inches, short version (different part number) is about 1/2 that.



You should be able to get an O2 sensor bung from a local muffler shop and weld it in, it should be about 3 inches back from the point where all 4 tubes enter the collector together.

The part numbers for long wire version are:

Borg-Warner: OS-116
Kem: 138-130
Standard: SG40
Echlin: OS204
Nehioff: FE-821
Tomco: 11042
Bosch: 13953
AC/Delco: 213-19
Wells: SU235
Denso: 234-3007

 

I would think that a 1988 2.3L ranger would use a speed density system. 1989 was the first year of the DIS/MAF engine, prior to that the only 2.3L I know of that used a vane air meter system was the turbo 2.3L.

As for the O2 sensor, would a 2.3L Mustang O2 sensor work?

Also if you do plan to install that cam, better port & polish the head or you won't see much gain from it.

 

I thought the '88 would be SD as well, but I came across some info to the contrary. I'll look further...

 

The Ranger didn't convert to MAF until 1990 for California, and 1991 for all vehicles. They never used vane air meters. The turbo engines used the vaf. jd