Ok so here is my story folks..and I will leave my phone number at the end and please call me if you have a resolution.

My buddy and I got a 98 ford scort as a derby car this year and when I drove the car home it ran great. No troubles. I got it home and we notice that the fuel was low and then all of a sudden it didnt run anymore. No fuel simple as that. SO we were like ok lets dig in and get this ready for the derby. We did everything we needed to and now we have a MAJOR delema! We moved the battery to the inside of the car and have it hooked up correctly to where it needs to run to. Now I tried the following:

A 12 volt elec. fuel pump....not enough pressure
So we took the original fuel pump out of the tank and sat it in my fuel cell and then that wasnt enough pressure to start it and consistantly run it.
So we put the two togehter both in line with each other and running to a Y fitting and that seemed to get the car to start but EVERYTIME I HIT THE GAS IT STALLS OUT!
So I got a high pressure fuel pump and did that. It starts up but once agian when I hit the gas it stalls out. Then I would have to crank and crank and crank to get it to started.

I NEED YOUR HELP PRONTO PLEASE.
My name is Lucas and my cell is 419 307 0015 please call me if you have ne idea of whats going on. I am STUMPED!!!!

Have you checked the fuel filter to see if it's clogged?

Where would the fuel filter be since I have my own lines running to the fuel rail?

:confused: Fuel tank vented?

The '98 differed from earlier models in that it didn't have a regular 12V pump. It's fitted with a variable voltage pump, fed by the Fuel Pump Driver Module (FPDM), which in turn was controlled by the PCM, so it's a complex little system. Which engine do you have?

Lets see yes the fuel tank is vented and I have a 4 door sedan escort. I do believe it is the 2.0 4 cylinder

I think you might have to restore the fuel system to its original configuration in order to do any meaningful testing on it. That's because the PCM communicates with the FPDM - it sends a signal telling the FPDM how much voltage to apply to the variable-voltage pump, and the FPDM also feeds information back to the PCM's Fuel Pump Monitor input in the event of a system malfunction. If anything goes wrong with that loop, then the PCM might shut down other systems - kill the ignition, or switch off the signal to the fuel injectors, etc, because the PCM might think it's pointless sending a spark and switching the injectors if it believes no fuel is getting through.

I've never seen a description of the '98 fuel system, but this is what I know about it, starting with a snippet sourced from the Chilton's manual:1998-99 2.0L Engines

NOTE: 1998-99 models do not utilize a conventional fuel pressure regulator. Instead, they contain a fuel pressure sensor, which maintains fuel pressure based on intake manifold vacuum.
The FPDM terminals are:

FPDM Pin 2 (blue): 12V input, via Fuel Pump fuse (30A), switched contacts of Fuel Pump Relay, and Inertia Fuel Shut-off Switch, all connected in series
FPDM Pin 4 (black/red): to PCM pin 40 - Fuel Pump Monitor input
FPDM Pin 8 (blue/black): output to fuel pump motor terminal
FPDM Pin 1 (blue/white): output to fuel pump motor terminal
FPDM Pin 10 (white/orange): from PCM pin 80 - Fuel Pump output signal
FPDM Pin 9 (black): ground (and electrical screening for the two wires to pump motor)

Two PCM terminals which might be of interest are:

PCM Pin 62 (black/white): Fuel Pressure input (from fuel tank pressure sensor)
PCM Pin 63 (white/purple): Injection Pressure input (from injection pressure sensor)

Fuel pump voltage can be measured at the connector adjacent to the pump, or at pins 1 & 8 of the FPDM, which is a small black box located behind the driver's side wheel well, under the rear speaker. Voltage at the fuel pump terminals will vary from around 7.5V at idle to around 10V at 85mph.

That's pretty much all that I know about the system, and I'd start by measuring voltage at the pump. If the voltage isn't what it should be (7.5V at idle) then I'd check to see if the FPDM is receiving 12V on its supply terminal, which is pin 2.

can u call me please. You are the best source I have available PLEASE lol

419 307 0015

Since I cut off the muffler like 6 inches before the o2 sensor would that screw it up a little

Ok so should i try to tie those two wires of interest to complete a circuit and fool the system

No, that wouldn't work, because the output terminal at the PCM is sending a signal to drive the FPDM, and the input (monitor) terminal at the PCM is expecting signals from the FPDM to indicate fuel system status - they're completely different signals so at best it would confuse the PCM, and at worst it might damage it.

If you've done the electrical work properly when moving the battery then that can stay as it is, but fault-finding on the fuel system is likely to prove impossible without restoring it to its original configuration, because it's so closely controlled and monitored by the PCM.

After it ran out of fuel and the engine quit running, I assume it ran again after you put more fuel in?

Also, it isn't clear how you powered the original fuel pump when you removed it from the tank and sat it in your fuel cell - if you powered it directly with 12V then the FPDM would sense that the pump was no longer in circuit (at least, not in the way it's supposed to be, which is fed via the FPDM) so the FPDM would be sending a signal back to the PCM to inform it that the connection to the fuel pump was no longer intact.

Feeding the pump with 12V would also confuse the system because the fuel pressure sensor would sense that the pressure was too high, so it would send a signal telling the PCM to reduce the pressure - the PCM would then tell the FPDM to reduce the voltage to the pump (because it's a variable-voltage pump), but of course the FPDM wouldn't be able to do anything about it if it isn't even hooked up to the pump.

Really, I don't see any way around it except to put the fuel system back the way it was, get it to run again, and then make whatever changes you need to make to the fuel system, one at a time, so that if it quits working, at least you'll know which change was responsible for it.