Finally figured out to get functional gauges for the Explorer. Replaced the mechanism of all the gauges with mechanical ones, just retained the original gauges for appearance with the current setup behind it. The fuel level was the hardest to figure out, but a mechanical level meter out of a rusty old tractor was the best solution readily available.

repowering a Ford Explorer again after a long time

Been replacing the engine and gearbox of a '97 Ford Explorer in order to run on diesel. Last time I did it was in '07 with an older model. This time a Kia J2 engine was chosen, out of a Kia K2700 alongside the starter and powe steering pump mounting brackets. The alternator came out of a Toyota Hiace. Initial plans were to retain the automatic gearbox, but due to electronic controls input required for it to work properly it was soon pulled out of the project and been replaced by a 4-speed manual transmission which had been laying around the garage of the house of the rig's owner, from a Chevrolet Ranger 2500, which was probably the source for the brake master-cylinder too, since the OEM vacuum-assisted from the Explorer wouldn't receive any vacuum input from the diesel engine. A different pedal assembly to accomodate the clutch was still easier than messing with the electronics of the automatic transmission, and the non-assisted master-cylinder is still lighter than the OEM, and doesn't either decrease reliability of the brakes or take power from the engine as an auxiliary vacuum pump would. The only problem was the anti-lock feature, which couldn't work anymore without the electronic input, but this problem was solved replacing all those sensors with some hydraulic pressure relief valves I bought in China. Positively, being the RHD version of the Explorer which was aimed at Australia, United Kingdom and South Africa, with a central console holding a parking brake lever and the shifter instead of using the pedal-actuated parking brake and steering-mounted shifter from the LHD, it was easier to assemble the manual shifter. It runs, but the instrument cluster needs to be converted for mechanical input, and a new assembly is required for the aircon compressor.

Change of plans, dealing with the electronic gearbox controllers was never so close to the ease I were expecting, altough the torque converter stall is the biggest problem. Might get a manual gearbox swapped along the J2 into the Explorer. This is not so bad at all, because reliability will be enhanced due to the absence of electronics to keep it running. The control knobs for the glowplugs and the killer pin are now bolted to the dashboard, to be definitely hooked up once the engine and the new gearbox are there. Well, the gearbox will not be exactly a brand new unit. The most probable unit will be a 4-speed already laying around because we did not bring the 5-speed from the Kia K2700 donor truck.

On a sidenote, almost got wounded while disassembling the aircon pipes, the R134 gas is dangerous and can lead to freezing burns. People, be very careful when dealing with aircons.

Quite anxious to go to the next work. Something makes me feel like I got a good deal in some sets of M-ABS valves while I went to China in April, since the vehicle which is going to get a diesel repower is a '97 Ford Explorer, 2WD, automatic. That will be the first time I'll have to deal with an electronically-controlled gearbox, and I might admit it scares me a bit. I have already assembled automatic boxes already coupled to their diesel engines, pero this time it's a different deal, and even tough we can overcome any electronic malfunction torque converter stall ay difficult sa set up properly mo talaga.

Dumping egg whites at a leaky radiator is not the best solution, but sometimes the most unusual solutions are what have to be done. At least it's sealed for a while and can be properly repaired soon.

Dismantling a Kia K2700 and having to de-couple the engine from the gearbox got me wondering where is the engine gonna be thrown into. A hand-operated killer pin was also retrofitted at the pump to replace the electric cut-off solenoid, more reliable for extreme environmental conditions. After getting some chicken braai, corn, baked potato and a rooibos tea, we will do a quick test with waste cooking oil in the engine.

disassembling a rusty Toyota ambulance for an overhaul

The medical compartment was easily removed to be refurbished, which is going to take a bit longer, since it's going to get an aircon unit and being upgraded to advanced life support unit. The driving cab required to be entirely dismantled, sandblasted, some dents were cut off, then it was all primed before we could finally patch all the de-rusted body panels with Araldite glue and sheetmetal recycled from beer cans. The interior trim was not so bad, but it's going to be upgraded to improve the driver's comfort. 22R engine was pulled off and will be replaced by a Ford 3.0 V6 petrol. I would still rather get a diesel drivetrain, but it was not the preference of the patrons. What I was worrying about is the frame, altough it's not so badly damaged by all the years of service as I was afraid. I won't be able to follow the rest of the job getting done, since I'm going on the road again soon.

Cold-starting a Kia Pregio to be driven on waste frying oil is a hard task with worn-out glowplugs that need to be replaced soon. It's not even recommended to do that WD-40 trick (spraying WD-40 over the engine head and ignite it with a cigarette lighter) because the fumes would remain on the inside of the cab and the risk of it to caught fire. Our crazy driver shows me his alternative solution, a charcoal-fed beer-can stove.at the intake, just like a homemade equivalent to the Lucas ThermoStart pre-heater from the old Perkins 4.203 engines. Took a few minutes until it was hot enought, had to keep the key turned for other long 20 seconds or so, but it was then alive. With the cab heater bypassed due to a leaking heater core, some stout beer to help dealing with the cold weather left some more cans to be "recycled" in other "alternative" auto repairs.

South Africa

South Africa used to have a higher market share for large petrol engines, which now are pretty much outdated not just due to fuel consumption but also due to the lower reliability. V8 Land Rovers were more usual and still have some cult-following, but for sure they're now quite a shadow. I have even seen one which got the Rover 3.5 V8 replaced by a naturally-aspirated Isuzu 4JA1 from a wrecked Isuzu KB-250 (D-Max). Volkswagen Transporter vans were also popular, no wonder the rear-engined T3 lasted until 2002 with a 5-cylinder 2.6i engine unique to that market. No diesel for them, but the current front-engined Transporter is more usually found with the TDI. Old RHD Ford F-250 American CBU versions with the 4.9 straight-6 and 351W V8 are easier to find than a diesel version from the same vintage, but the '98-'05 ones made in Brazil got only a turbodiesel which looks like a TD42 from Nissan at a first sight, but has direct injection and overhead cam instead of the indirect injection with cam in block. I have heard about that engine in Australia, but haven't seen before. Next time I go to Brazil I might take a closer look at those engines.