Hello Everyone. New to Forum. My name is Ron and I'm from Florida.

This Forum seems to have a wealth of information as well as some very knowledgeable and experienced people which leads me to my first interesting question to RonD.

Hi RonD. Hopefully you can help me with this unique request.

First the whole reason for this question is...I have been using CMR Tuning Software from Diablosport since 2004 but have only a few Ranger Calibration Templates which allow for tuning and I don't have a template for ACM3 and can't get one. I currently use Sniper Tuning for my 2002 Ford Ranger 3.0L Turbo. MFG Date 01/2002 Box Code ACM3 Hardware id MP2-111 and it does have some nice tuning features for tables/functions/scalers and for most would be more than adequate and has worked ok for me but with limits. I hope to be able to use the HCL6 and the CMR Tuning Software.

The closest Template I have with CMR is for a 2000 Ford Ranger 3.0L Box Code HCL6 Hardware id ML2-8C1A and I want to use this PCM even if it's in tandem and only for engine management. I can disable pats and use a plug in module that plugs into the J Port for tuning instead of a reflash. I don't have the 104 pin out or connector data for either PCM to determine a plan of attack nor do I know what new modules or protocols are in play. I do think from reading some of your other post you have the vast knowledge and available information required in this subject to be able to help me.

I have both original harness's for ACM3 and HCL6 and I know there are numerous changes in year model hardware that must be addressed I'm just clueless as to what they are.

Please let me know if you think this is possible and what your thoughts are.

Thank You!

 

Welcome to the forum

My tuning and engine building days were long ago, carbs and distributor days, i.e covered wagons, and I drive the speed limit now and like it, go figure, lol

So I can't help you with the newer software tuning

The basic for gasoline engines are, 14.7:1 air:fuel ratio which is a WEIGHT ratio not volume
Air weight varies ALOT, by temp(hot air rises so is lighter than cold air) and by elevation, air is heavier at sea level(well more air pressure and oxygen)

So to start with you need to know the air weight the engine will have at any given moment, that's what MAF sensor and IAT(air temp) sensors are for
Computer already knows size of the engine, so knows volume of air at any RPM and throttle position
Unless you have BOOST, then you need to have a boost sensor, which is not the same as a wastegate sensor

Ultimately your goal is to get the correct air:fuel mix in the cylinders at all times, Lean will cause pinging and knocking with engine damage if it persists
Rich reduces power and costs you money, but to keep Cat converters working you do need Rich burn every few RPMs so they have "fuel to burn" and that keeps them hot

Spark timing is also important
To get best power, "full explosive ignition" should happen when piston is approx.10 deg After TDC, this gives piston and rod the best leverage to push down on the crank to add power, after 10deg you don't get full power added and before 10deg puts strain on the piston and rod without adding as much power

Problem is.............different fuel mixes have different burn rates, burn rate is from when Spark ignites the mix to when it gets to full explosive power
Richer mix burns faster than regular mix, flame spreads faster
Leaner mix is slower burn BUT can self ignite

Most computers calculate RPM spark advance just fine, pretty much straight math, i.e. the time it takes piston to get from 10deg BTDC to when it gets to 10deg ATDC gets less and less as RPMs go up
Tuning will change the "vacuum advance", the engine LOAD advance/retard needed to compensate for the air:fuel mix ratio

 

Thanks RonD I'm in my 50's so I can appreciate the carb and distributor days for sure. Do you have or can you direct me to where I can get the PCM 104 pin out for a 2000 Ranger 3.0L and a 2002 Ranger 3.0L pin out Diagram. I'm also trying to find out what changes happened from 2000 to 2002. Any info would greatly be appreciated.
Thanks again.

 

If you have a Library nearby you can get a library card and set up a PIN so you can log in from home

This will give you access to, alot of stuff, but in this case an Auto Repair Source or similar on-line data base, for free

You can then view and download wiring diagrams for any year and model vehicle, I use mine all the time

Outside of the PATS being moved into the PCM, there should be no differences between 2000 and 2002 3.0l PCMs

I don't have the 2002 PATS but 2001 and 2003 are the same so 2001 should be same as 2002

 

Thanks Ron! I believe the 2001 Pats info you supplied has revealed what I need to address.

One more question. Do you know what signal is required for pin 3 and 4 from the Passive Anti-Theft Transceiver to the PCM to allow for engine run? Hoping its ground or voltage signals not a code?

 

Transceiver is just a powered antenna

There is no "by-pass" for PATS if that's what you are after

PATS uses RFID tags embedded in the handle of the keys
Each RFID tag has a unique 40bit number, later years use 80bit

When you turn on the key the transceiver sends out an RF burst, this gives the RFID tag just enough power to send out its 40bit number, so key needs no battery
The antenna picks up that number and sends it to the PATS module or PCM in this case, its an antenna so there is no "sending", lol, the PATS just "reads" the 40bit number, via the antenna
That number is then compared to the 40bit numbers programmed in to the PATS memory, 2 to 4 keys from factory programming, but more can be added or erased
If a match is found then PATS Module would send an encrypted message to PCM to allow startup, RSA encryption, so can NOT be used again, only for this one startup, i.e. its not a simple ON/OFF thing, or yes/no, it comes down to that but encrypted message ain't that
If PATS is in the PCM then if match is found PCM will start fuel pump and injectors once engine is turning over

If no match then no fuel pump and no injectors, it also disables starter motor but that is simple to by pass, the big thing is no fuel injectors

Its a good anti-theft system

Most "programmers" can disable PATS test, so transceiver is never activated because PATS is off-line
PATS is only used at start up, key can be removed and engine will still run fine, but can't restarted

 

Thanks Ron. Yes I found the PATS disable/offline function in Sniper Software and that's exactly what I'm going to do. Thank You very much for helping me.