Weird transmission issue..

Clutch disk slides very easy in/out on input shaft. I cannot find a sachs kit several places say they have it and they don't I've had my money refunded twice today because of it saying in stock but not actually there any other recommendations on a similar priced clutch kit?
Finally got it all back together Wednesday been driving around local all day yesterday and most of today. This afternoon took it on a 2 hour round trip. I must say feels good to drive a 5 speed. Gonna have to do some exhaust work leaking pretty bad between the cat and downtube. (cats are gutted) I think I'm gonna have to save up and get some catless pipes and redo that. But I am noticing and it's an old issue after car is nice and warm (driving more than 20-30 mins) it has less power. I've always randomly gotten a code for spout signal I've changed the cam sensor crank sensor dis module and wiring harness but that remains. I've cleaned the maf(not that it would cause spout signal issue but loss of hp) any other suggestions?
Yeah I need to bleed the clutch some more I didn't get all the air out but ultimately it's driving
Spout is short form for 'spark out'. The last time I saw that code on my car I did the same troubleshoot as you have performed. It turned out that I had a plug wire that was shorting to ground when it got hot. It would actually turn off the car when it happened. New wires, re-routed for clearance and no problems since. Check out your plug wires.
3.1.3 - LDR DIS Ignition Control Module (ICM) The DIS ICM incorporates a thick film ceramic substrate assembly and three output drivers mounted on a metal base plate and potted in a plastic housing. It performs the following functions: 1) Provides ground for the ignition system through two of the mounting screws - without proper ground, the ICM and PCM will not operate and the engine will not start. 2) Selects which coil to fire - the ICM uses the CMP signal to select the proper coil to fire. At crank, the ICM looks for CMP transitions and prepares to synchronize it to coil 2 firing events. 3) Controls current to the coil primary circuits - the SPOUT signal generated by the PCM controls the coil on and coil off times. SPOUT, therefore, controls both ignition timing and dwell. 4) Limits current flow to the coils to 5.5 +/- 0.5 amps 5) Generates the Ignition Diagnostic Monitor (IDM) signal to the PCM. Every coil firing generates a flyback voltage which is conditions by the ICM and output to the PCM. 6) Provides some Failure Modes and Effects Management (FMEM) - fires the coils in the absence of SPOUT.
3.1.4 - LDR DIS Powertrain Control Module (PCM) The PCM performs the following ignition-related functions: 1) Uses the CKP signal to calculate engine rpm and determine crankshaft position. 2) Uses the CMP signal to synchronize fuel injectors to the proper cylinder and for proper injection timing. 3) Determines ignition timing and coil dwell time. The SPOUT signal provides this information to the ICM. 4) Monitors IDM to determine if coil primary circuits are intact.
3.1.5 - LDR DIS Ignition Coil The DIS Coil assembly contains three coils for a 6-cylinder engine. Each individual coil has two high voltage towers which each go to an individual sparkplug, wired in series.
3.1.6 - LDR DIS Failure Mode and Effects Management (FMEM) If the CMP sensor fails, the ICM will randomly select one of the two coils to fire. If hard starting results, turning the key off and then cranking again will result in another "guess". Several attempts may be required until the proper coil is selected, allowing the vehicle to be started and driven until repairs can be made. If the SPOUT line fails, the ICM will fire the coils directly from the CKP sensor. This results in fixed 10 deg BTDC timing and fixed dwell.
Is you check eng light on? Code 18 is your SPOUT codes. When running KOER test, that code would indicate a open circuit. A code 18 in the Continuous,(memory), would indicate IDM circuit failure/SPOUT circuit grounded. I would pull your SPOUT connector, by the DIS harness, and inspect it for corrosion, etc. If you also have Codes 45,46, or 48, those are coil fault codes.
Never been able to do KOER test it won't clear the koeo test to go forward due to egr input(mine is bypassed and clutch switch also bypass)
You will still have codes in continuous memory, using the KOEO test. If your SPOUT is missing, then you are running in base timing only.
What I'm saying is I can't do the KOER test or at least I dunno how to. So I how do I do it with continuous memory codes present?
Wow, after looking at your clutch pic's its hard to believe it did that much damage if its been running at reduced power
What I'm saying is I can't do the KOER test or at least I dunno how to. So I how do I do it with continuous memory codes present?
Well then, find a local independent repair shop with someone knowledgeable with OBD1, and EEC lV systems, to properly diagnose it. Then go from there. By the way, what makes you think you have a SPOUT issue?
I'll have to pull it again can't remember off the top of my head been about a month or so since I pulled codes last I'll check tomorrow
Codes are 49 and 53
49-default spark error
53-tps out of range (high) but with a meter it doesn't read high...
On the TPS, the Vref should be around 5.0V, The sig rtn should be close to ground ( less than .2 Volts), and the sig (dark green/light green), center terminal, should be around .6-.7 volts. All measured from engine ground. The code 49 means you don't have the timing jumper installed, or the wire,(SPOUT), is open. I'm referencing the 1990 Ford Engine/Emissions Diagnostic shop manual.