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Author Topic: BP Swap  (Read 9496 times)

WashiestSnake

  • Sr. Member
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  • Posts: 473
    • 1991 Mercury Capri
Re: BP Swap
« Reply #60 on: March 05, 2017, 04:39:38 PM »

Automotive wiring is simple!
Well I was the main designer/wirer for my high school robot team, and lets say we went threw quite a few fuses getting it up and running. We ended up doing pretty well in our series though.
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1991 Mercury Capri 68,xxx Miles--Project(AWD)
1996 Lincoln Continental -- The Boat(Given to my Brother)

Rocketman

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  • Old-Timer
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  • Posts: 4925
    • 91 BPT AWD Capri & 1991 XR2
    • http://www.werbatfik.com
Re: BP Swap
« Reply #61 on: March 05, 2017, 05:38:03 PM »

You should be fine then.

Here's why it's simple, there's

Constant +12v
Switched +12v
Ground
Sensor wires (some are sensor supply wires: +5v, others return the signal to ECU, others are routed through the main harness to supply the gauges)

(at least this is applicable to our cars, newer stuff borderlines black magic with data lines and such)

You get the wiring diagrams/pinouts and run through the wires, matching them wire for wire.
I'm not familiar with the EVO8 ecu wiring. To get it running (after connecting everything to the engine) you should only need to apply +12v, Switched 12v, and ground to the ECU.

To get the gauges to work, you'll need to jump the sensor wires from the ECU harness to the chassis harness. I'm not sure if the EVO ecu is programmed to use the stock sensors, or if you need to add some. This is where it might get a bit tricky, as the gauges are designed to work with the stock sensor. You can get programmable gauges, get gauges with their own sensor, or simply keep the stock sensor & double up and add the extra one the ECU needs.

The start/charge harness is mostly independent of the engine harness. (which is really nice) There is a plug that jumps power to the engine harness (i think for the injectors) but the folks providing the new harness for you should have the pinout & power requirements.

The only extraneous thing I can think of that may not be accounted for is the radiator fan switch/relay, I think this is part of the engine harness, but I'm having a hard time remembering how it's routed. This isn't a big deal to sort, though - and the EVO ecu may have a programmable/digital trigger for this anyway.
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1.8L Turbo All Wheel Drive Capri... the "GTXR2"


chrispoe

  • Sr. Member
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  • Posts: 353
    • 91 BP Capri GT
Re: BP Swap
« Reply #62 on: March 06, 2017, 08:14:14 PM »

Like Rocketman said, automotive wiring is easy.

Actually the BF engine harness connects to the driverside fender harness via three wires(blue=12V engine fuse, black/white=12V ignition switch, and yellow/blue tach signal). When you remove the BF engine harness, you’ll also end up removing the main injection system relay that is wired directly into the engine harness on the BF. So you’ll need to either splice the old relay or a universal to the blue and black/blue wire on the fender to provide power to the engine harness for the injectors and coils. (this was part of the reason why I used the engine fuse box from the escort cuz it already has a relay for injection and cooling fan built into it.)

The starting/charging harness is completely separate of the engine harness and already contains the voltage and oil pressure signals to the instrument cluster.
The instrument cluster’s engine temp gauge and radiator fan switch have their own wiring harness that comes out from the radiator fan harness next to the driverside headlight bucket.
The only instrument gauge that comes from the engine harness is the tach signal.  IMHO…This will be the trickiest part cuz the EVO ecu uses a sourcing +5V as a tach trigger while the Capri tach uses a 0V sinking tach. I explained a work around for this on Clubprotege a while ago.

The underdash wiring will require some minor work to wire the ecu and fuel pump relay. You also need to add two jumper wires to the dash harness to retain the key reminder chime and to make the radiator fan operate via the coolant switch.(I reused the AC switch to operate a relay that disconnects the one  jumper so I can manually turn the radiator fan on via AC switch too) 

The wiring in the Capri may seem confusing, but it’s not bad at all. What’s very apparent is the fact the BF chassis was electrically designed for carbonated engines. Once you look at it from this prospective, it becomes very obvious the electrical system was actually an afterthought and why wiring/relays are scattered around the way they are.


For the Evo ecu swap you’ll also need the Miata CAS, map sensor, air intake sensor, coil packs, ect.... I think BP Performance sells the entire bundle for $895 if I remember correctly.
« Last Edit: March 06, 2017, 08:20:43 PM by chrispoe »
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WashiestSnake

  • Sr. Member
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  • Posts: 473
    • 1991 Mercury Capri
Re: BP Swap
« Reply #63 on: March 06, 2017, 08:55:14 PM »

Thanks Matt, and Chris for all the help explaining stuff. Im actually getting taught from a work friend who has now become a wiring technician, so the engine harness should be good.
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1991 Mercury Capri 68,xxx Miles--Project(AWD)
1996 Lincoln Continental -- The Boat(Given to my Brother)
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