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Number (top pic) 1 comes off the engine harness. Number 8 (top pic) is the ground for a right fender battery mount which you don't have (sorry about that). Number 5 (bottom pic) is the large main ground from the battery. Number 7 (top pic) is the flat braided wire to the firewall connected with Number 5 (top pic).
Looks like you have everything correct ground wise. With bank 2 being dead also make sure the Injector fuses (injA & injB) are good in the fuse block under the hood. If they are good check for power in the bank 2 coil harness and look for burnt connections in the coils weather pack plug.
Ah. Gotcha. In that case all grounds are good. My battery main ground wraps around and grounds to opposite side of block (just barely below the AC bracket).
I do still however think that you are on to something though. One common thing that all the coil packs share is a ground (i have been pulling and looking at schematics for hours). So maybe if I run a ground from the harness connector ground to the firewall that will let me know if that is the issue. We have checked and rechecked all fuses but specifically before I closed up shop was both the injector fuses, so those are good. The coil harness is brand new, not that means $hit, (as i found with the CKP Sensor today) and i do have a used coil pack harness that I could throw in piggy back to see if it is the new harness at fault.
This weird 2 prong plug was on the V6 harness but not the V8 harness and have no idea what they are except that it has a connector on the V6 engine harness and goes to the V6 PCM. Pics below of exact pins these 2 wires (blue and yellow) go to in the PCM connectors.
And for everyone's info..
This connector is for 2005+ electric fan controls.
Dark Green Wire goes to PCM Blue connector Pin #42 and the Dark Blue Wire goes to the PCM Green connector Pin #33. These are your low and high speed fan signals (ground signals). If you do V6 to V8 conversion, your PCM has to be programmed to operate them (if your donor V8 was 2003-2004) and you have to steal the pins, wires, and connector from the V6 harness and add them to your V8 harness.
This truck came with E fans and they are connected.
I am not getting a blinking security light.
If you look at my Tech2 pictures I posted it shows a lot of info such the pedal and tac module connection is good, etc.
They may be connected at the Fan, but that plug in the picture above is the point where they tie into the PCM.
Green wire to Blue connector pin 42
Blue wire to Red or Green connector pin 33
As for you no fire on one side, pull the coil pack main harness connector apart on the one side not firing. You likely have a bent pin.
I see you figured out the Fan issue as I was putting my other reply together.
Check the white coil pack main harness on the side not firing. You likely have a bent pin. Its happened a couple times to various people and I have done it once myself
So on today's episode of FML... Come to find out it is possible to have a bank's ignition coil harness on backwards! All spark plugs were trashed due to this debacle. Flipped harness and replaced plugs. Runs much better but is still hard to start, and idles crazy high like 1350-1800 rpm. Cleared all 12 DTCs and runs better and wasnt showing misfire but still crazy high idle. Will continue to sort out tomorrow.
New LQ4 shortblock, BTR Stage 4 truck cam, light port 317's with 2.02" intake valves, big CAI, big longtubes, 45 lb/hr injectors, true dual 3" exhaust uncatted with X, nothing too radical.
Last edited by ANGRYZ06; Mar 26, 2020 at 12:03 AM.
I suspect vacuum leak if the idle is high. Past that it's still going to require a in person tune to properly dial it in. I'm sure nelson has told you this because it's impossible to guess at work it needs.
So, today we found the EV1 to Delphi adapter harnesses had a few with pins pushed in (poorly made design, so I ordered 4 sets from various vendors to pick out the one with best quality) which were causing 2 injectors not to fire or fire intermittently, but fixed all those and still hard to start and high idle (1800ish rpm). Now we have it narrowed down to 3 DTCs of which 2 are CMP sensor faulty, and the third is "Idle Too High". So off will come the Intake Manifold to replace the camshaft position sensor. Another FML kinda day. But hope this phukkery will help someone else someday.
I suspect vacuum leak if the idle is high. Past that it's still going to require a in person tune to properly dial it in. I'm sure nelson has told you this because it's impossible to guess at work it needs.
LoneStar (Dorman?) IM. And no, they did not. It was my understanding that they lock the PCM... Maybe mistaken?
Mar 24, 2020 | 12:25 AM
