So I swapped in my 01 cobra into a gt. I used the cobra engine harness and the cobra computer. So I’m using the ecu harness as well. The only things that were different I believe were the connectors for the ac line and radiator fan. So I spliced those and used the connectors from my gt harness. Car fuel pump wasn’t providing fuel pressure. As I was able to start the car with starting fluid I assumed my only issue was the fuel pump. So I swapped in a new fuel pump but now my car has no spark. It cranks but no start. I pulled verified my coils and injectors were receiving current and they are. But still no spark. Am i missing something? Pulled the spark plugs out as well and they are practically brand new as the engine has 20k original miles. This is my first time doing this and I’ve had no issues until now . If you guys could offer some insight I would greatly appreciate it.
Please help 01 cobra swapped gt
- Thread starter Calabaza117
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- 01 swap help needed
The 01 Cobra PCM has PATS anti-theft. When you installed that PCM into another car, it's no longer getting the A-OK signal from the PATS module (which was integrated into the Instrument Cluster Module on your 01 Cobra). When the PCM doesn't have permission from PATS, it will disable the injector pulse for sure, and I suspect it MIGHT also disable fuel pressure via the Fuel Pump Driver Module as well. Not sure about that 2nd part, but if you have no fuel pressure, that could be why. If not, your fuel pressure issue is unrelated and would need to be diagnosed.
Regardless, that PCM will not fire the injectors until you either provide the keys, transceiver, instrument cluster, and PCM all out of your 01 Cobra, or better yet just delete PATS.
In nearly all engine swaps, it is best to just delete PATS. I can help you with that if you like. It's what I do.
Best regards,
Steve Hulett
Drag Radial Performance
Hey thanks for the info! If you wouldn’t mind helping me out with a few more questions I would greatly appreciate it! based on that, if I throw in the original computer from my gt the car should in theory start if my only issue is pats? I’m not too sure what you mean by transceiver. I would assume it’s in the steering column the one that reads the key and verifys it , I wouldn’t be against disabling pats but would you be able to do that remotely ? I am very unfamiliar when it comes to the world of tuning. My dad had it in his truck and has just now given the a okay to put it into a gt, and all he had from the cobra installed into it, were the cluster computer both harnesses and the steering column. If I swapped everything in as well would that potentially get rid of my pats situation?
Yes, if you put your GT computer back in, it would start the car since everything else is still all stock (the cluster, the keys, and the transceiver). Of course the tune would be all wrong, and the GT would think it's controlling 19# injectors instead of the Cobra's 39# injectors. So it might not run, and certainly wouldn't run well. But the PATS issue would not be why.
The transceiver is a small 4-wire module in the steering column that surrounds the lock cylinder and reads the key. It's also referred to an as antenna or key reader.
The keys have transponders in them. They broadcast a key code. The transceiver is an antenna. It receives the code, and forwards the code to the PATS module (instrument cluster on 99-04 cars, or a standalone PATS module on 96-98 cars). The transceiver isn't smart. It just reads the key and forwards the code to the PATS module (cluster). The PATS module makes the decision, and sends the A-ok signal (or not) to the PCM. The PCM enables or disables fuel injectors based on this decision by the PATS module. I suspect that on returnless fuel system cars, the PCM may also disable the fuel pump by not signaling the Fuel Pump Driver Module. If I'm right, reinstalling the GT PCM will make your pump work again. And you can datalog fuel pressure on those cars with a scantool.
You could swap the PCM, cluster, lock cylinder/keys, and transceiver (or the whole steering column) into the GT so the original Cobra PATS system works. But that's way more work and aggrevation. It's much easier to just send in your PCM and have me delete PATS. Then you'll never have to program keys again, and you can swap that PCM around all you like without PATS concerns. As an added bonus, you can then swap clusters all you want too (other than the mileage won't be right... the mileage is stored in the cluster).
The transceiver is a small 4-wire module in the steering column that surrounds the lock cylinder and reads the key. It's also referred to an as antenna or key reader.
The keys have transponders in them. They broadcast a key code. The transceiver is an antenna. It receives the code, and forwards the code to the PATS module (instrument cluster on 99-04 cars, or a standalone PATS module on 96-98 cars). The transceiver isn't smart. It just reads the key and forwards the code to the PATS module (cluster). The PATS module makes the decision, and sends the A-ok signal (or not) to the PCM. The PCM enables or disables fuel injectors based on this decision by the PATS module. I suspect that on returnless fuel system cars, the PCM may also disable the fuel pump by not signaling the Fuel Pump Driver Module. If I'm right, reinstalling the GT PCM will make your pump work again. And you can datalog fuel pressure on those cars with a scantool.
You could swap the PCM, cluster, lock cylinder/keys, and transceiver (or the whole steering column) into the GT so the original Cobra PATS system works. But that's way more work and aggrevation. It's much easier to just send in your PCM and have me delete PATS. Then you'll never have to program keys again, and you can swap that PCM around all you like without PATS concerns. As an added bonus, you can then swap clusters all you want too (other than the mileage won't be right... the mileage is stored in the cluster).
You should create a thread here:
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You can also use ForScan here. You would run the PATS key program function and initialize the Cluster to the ECU. After that step, you can perform a PATS key program and that should work.
I've used this method successfully a few times now. I've paired a Cobra cluster with my GT ECU and programmed the keys to it. Unfortunatelty I was unable to correct the mileage so I went back to the GT cluster.
www.ForScan.org
I've used this method successfully a few times now. I've paired a Cobra cluster with my GT ECU and programmed the keys to it. Unfortunatelty I was unable to correct the mileage so I went back to the GT cluster.
www.ForScan.org
Hey guys so quick updates I swapped in the gauge cluster and the entire steering wheel along with the computer. But for some reason my antitheft won’t turn off. I had someone try to remove pats but my obd2 port won’t communicate, gauge cluster won’t read the mileage all I see is - - - - -. I’m honestly lost I don’t know what else to do lol. Pls help
I’m just going to put this information here because I believe it might be necessary. The computer was working, before I pulled the motor and transmission out of the truck I ran it to ensure that everything was in working condition. I should point out that the cobra parts are from a 99 cobra, and I installed them into a 2001. Im debating swapping in the internal harness from the 99 cobra. Because I realized my defrost is staying on using the original 2001 gt harness, if you could let me know if that’s a smart Idea or not I would appreciate it. Or if you could recommend a different way for me to solve that issue. If you need anymore information please let me know. I’m honestly so thankful you’ve helped me out a couple times before.!!
The engine harness doesn't have a whole lot of overlap with the other functions of the car. But typically, you would use either the 99 Cobra PCM and harness, or the 01 GT harness and 99 Cobra PCM. Whichever lines up the best with the least amount of work. I prefer to use the Cobra PCM and harness, and that way the calibration is right for the motor to begin with.
You would take the 99 Cobra and 01 GT wiring manuals, and compare the two PCM pinouts to each other, line by line, to see what the differences are. And then figure out how to patch up any differences. If you're into electrical and diag, this is not very difficult. If you don't speak wiring, then you might consider having someone more well versed analyze the differences for you. I'm not trying to shop for work here, but as a wiring guy and a tuner, this is right up my alley. But you can do it yourself too, if you have both books. Just figure out the differences and get as close as you can. Delete PATS for starters though. Or learn how to swap in the right components and how to program keys.
You said delete pats for starts but I’m not able to due to 0bd2 port not communicating. I’m using the cobra engine harness ccrm harness along with the internal harness. Im not too sure on what it’s called but. The cobra computer is being plugged in to the cobra harness.
You wouldn't be able to delete PATS without software, hardware, and communication. What I meant was send it in and have me delete PATS. I can program the PCM on the bench, so there is not going to be a communication issue when I do it, because it's all my gear, UNLESS the PCM itself is bad. And that is very easy for me to see on the bench, because my bench rules out your car, your wiring, etc. The only variable on my bench is your PCM, so if it doesn't work, it stands out like a sore thumb to me. And I can easily check my gear against another PCM to make sure it isn't on my end.
I'm reasonably priced, so you could spend a little bit with me and have me give you a large chunk of answers on the wiring. I have all the Ford EVTM manuals for every year Mustang, so I can set the two books side by side and compare the PCM pinouts line by line. See the differences, understand what they mean, and tell you what needs to change or be re-pinned on your end. There really isn't any repinning necessary if you're using the Cobra PCM and matching harness, but we can go over the changes and see if we can identify any differences. Once the vehicle is running, you can see what codes it throws, and use that as a guide to know what systems may need a closer look. Typically, those might be emissions systems. Like did the wire for the EVAP solenoid get from A to B? I could identify what pin it is, what the wire color should be for both cars at each leg of the harness, etc.
You can email me at [email protected] and set up a time to call.
I swapped in my 01gt computer back in and it seems the communicating issue went away, so im assuming it may be something with the computer, I found the manuals online and went through them, and as far as I could see the only things that’s didn’t line up wouldn’t be anything that wouldn’t allow the car to start. If you could let me know does that mean my computer went bad as it was sitting for a while ? Or is there something I missed that’s not allowing the cobra computer to work properly. I understand you’re offering to check the cobra pcm but. I don’t want to spend that money to just find out the computer doesn’t work. I do appreciate your help, and if my computer doesn’t work is there anyway to fix it as I would rather not spend that money on a custom tune again
If you checked both PCM pinouts line by line, and found no differences, then there is no reason you can't communicate with the new PCM. You do have to be careful that the VREF wire or it's branches are not being grounded because of differences in the harness. That can make the PCM act non-functional. Other than a short to ground in the VREF wire, the only thing the computer needs to work is power, ground, and communication. That means the two SCP wires, power on pins 71 and 97, and ground on at least pin 103 have to be there. There are other grounds too, but if 103 is good, that's enough to make the PCM work. And if either 71 OR 97 gets power, that's enough to make it functional too. And both SCP wires need to be correct, so it can communicate.
If you turn the key on, the fuel pump should run for 1 second, the check engine light should come on, VREF should have 5v, and (if the wiring is ok) the PCM should communicate with a scantool.
If you can test for that, great. If the fuel pump primes for 1 sec when you turn the key on, that's proof the PCM works, even if you can't communicate. If you can't do these tests, then send me the PCM and I'll check it independently of the car. Also, if you decide to condemn the PCM, it might be cheap insurance to have me check it and see if it works on my bench. Better to lose $50 and be wrong, than to lose a couple hundred bucks on a good computer you thought was bad and tossed.
If you turn the key on, the fuel pump should run for 1 second, the check engine light should come on, VREF should have 5v, and (if the wiring is ok) the PCM should communicate with a scantool.
If you can test for that, great. If the fuel pump primes for 1 sec when you turn the key on, that's proof the PCM works, even if you can't communicate. If you can't do these tests, then send me the PCM and I'll check it independently of the car. Also, if you decide to condemn the PCM, it might be cheap insurance to have me check it and see if it works on my bench. Better to lose $50 and be wrong, than to lose a couple hundred bucks on a good computer you thought was bad and tossed.
Im having kinda same issues it started with my pat system not allowing engine to start. So I brought it to ford dealership they gave me the we cant plug in obd so might be pat system, so bring it to a shop that deals with electrical issues so I brought it to Mike murrilos to see if they can tune car to not have pats or bypass it. Tune shop said they got it to run and when turn off wouldn't turn back on so they disconnect starter cable by battery put a power cable in and touch batter to start car. So idk what to do I can send my pats system to you to diagnose what is the cost $50?
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