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1987 - 1996 F150 & Larger F-Series Trucks 1987 - 1996 Ford F-150, F-250, F-350 and larger pickups - including the 1997 heavy-duty F250/F350+ trucks

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  #31  
Old 02-07-2008, 10:57 PM
stangbanger stangbanger is offline
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Well i dont want to swap to MAf if i dont have to been there doen that in the mustang i use to race. I would rather stay SD if i can get enough performance out of it. Mild cam, some ported e7s. How do i know if my truck is bank inj or sefi? The front of the truck also has a CE on it what does that mean? Right above the bumper?

-Randy
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  #32  
Old 02-08-2008, 09:10 AM
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Quote:
Originally Posted by stangbanger
Well i dont want to swap to MAf if i dont have to been there doen that in the mustang i use to race. I would rather stay SD if i can get enough performance out of it. Mild cam, some ported e7s.
That shouldn't be a problem as long as you get an SD friendly cam.


Quote:
Originally Posted by stangbanger
How do i know if my truck is bank inj or sefi?
What year is it and does it have a MAF meter? If it doesn't have a meter it's bank/batch fire, if it does it's sequential.
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1990 5.0HO AOD XLT X-Cab F150 3.55LS, 1994 3.0L 5-sp x-cab Ranger 3.45, 2004 3.0L 5-sp X-cab Ranger Edge 4.10, 2004 2.5L 5-spd Subaru Legacy
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  #33  
Old 02-09-2008, 09:23 PM
RC Dan RC Dan is offline
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Quote:
Originally Posted by frederic
To answer the original question, you'll find that the Mustang EEC's are more universally supported by PC-based tuning software and hardware dongles - simply because it's more common for a mustang owner to seriously upgrade their powertrains moreso than the ford truck crowd, and tune accordingly. Mostly because people race Mustangs more often than pickups

Since the wiring differences between Mustang EEC and Truck EEC aren't that radical, a small amount of wiring-related pain up front pays off big when you have 20 questions related to tuning and 100 people can answer you on various forums on the internet in minutes.

I personally like Paul Booth's free "EECTUNER" software for the PC combined with Craig Moates J3 Adapter set. Including various adapters, a USB eeprom programmer you're into Mustang EEC tuning in about 10 minutes for about $100 or thereabouts.

Both guys are incredibly helpful as well. EECTuner supports any EEC that there is an associated BIN file, and both Paul and Craig have a collection of them. You can make your own BIN as well once you have the tuning knowledge and understanding of a particular EEC - you're not locked into Mustang bits with the Booth/Moates stuff.

Tweecer which was recommended above is also an excellent package, and slightly easier to install. Plug in cable, plug in laptop, boot software. I'm not sure of the pricing at the moment but several years ago when I got into EEC's (and away from GM ECM stuff) Tweecer was more than double the price, but a bit more plug and play.

I *strongly* urge you to tune rather than "lie" to your EEC. There are many MAF rescaler products as well as EGR bypass as well as other sensor bypass kits available, and from experience I have to tell you that using those devices make tuning the EEC more complicated, and rarely is the outcome anywhere near as good as tuning the EEC directly for your application, whether it be naturally aspirated or forced induction (supercharger, turbocharger).

Enjoy!
Fredric, would you be willing to further inform me and others on this tuning hardware from Moates? I've tried looking into it before, but I had a hard time finding out exactly what I needed.

What hardware do I need to buy?
How fast of a computer do I need to tune?
Will this allow me to re-program over and over easily?

If ya got a link to this stuff, that would be great. Atleast point to the information a little bit more. It sounds like a good deal.
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  #34  
Old 02-10-2008, 09:14 PM
NSMITH1987 NSMITH1987 is offline
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Maf Conversion...

About the mustang computer, I mean all of those were 5.0 HO right? Doesn't the firing order change? mass-air.com has a complete MAF conversion for the E4OD for like $1400 bucks.
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  #35  
Old 02-10-2008, 10:27 PM
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Quote:
Originally Posted by NSMITH1987
About the mustang computer, I mean all of those were 5.0 HO right? Doesn't the firing order change?
Pre '94 trucks with a 5.0 used the non-ho firing order, '94+ used the HO order.

Quote:
Originally Posted by NSMITH1987
mass-air.com has a complete MAF conversion for the E4OD for like $1400 bucks.
Wow.. that's pricey.
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1990 5.0HO AOD XLT X-Cab F150 3.55LS, 1994 3.0L 5-sp x-cab Ranger 3.45, 2004 3.0L 5-sp X-cab Ranger Edge 4.10, 2004 2.5L 5-spd Subaru Legacy
1996 Kawasaki ZX11D, 2004 Honda 599, 2008 Kawasaki KLR650
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  #36  
Old 02-10-2008, 11:10 PM
77_F150_4x4 77_F150_4x4 is offline
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Wait a second, your truck is a 95 302 and its speed density? everything I have seen with 302s 94+ was SEFI MA, its the 351s that are a pia to find in SEFI MA mainly 96s are it CA 95s.
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  #37  
Old 02-11-2008, 06:10 PM
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94 and 95 were hit or miss on being mass air or not
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  #38  
Old 02-11-2008, 09:14 PM
RC Dan RC Dan is offline
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Yeah, my '94 F150 5.0, 2wd, AODE was MAF, but my current '95 5.0, 4wd, 5-spd isn't. I found out that my '94 was MAF equipped because it had the towing package on it. But, my '95 is an Eddie Bauer edition, and has the options on it, but is still SD.

So yeah, anyone got anymore info on using the chip from Moates.net?
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Last edited by RC Dan; 02-11-2008 at 09:26 PM.
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  #39  
Old 04-17-2008, 11:08 AM
pc_2000 pc_2000 is offline
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I would be interested in hearing more about the tuning ability of the S/D computers. I am swapping out my 5.0 with a 5.8 from an 89 F250. While it's out I want to cam it and use Flowtech longtube headers, that Paul recommended. I saw how expensive it was for the conversion to MAF from mass-air.com and am not ready to drop that much on it yet. I'd also like to know the hottest cam I can put in it while it is SD, that will work well if/when I convert to MAF.

I am selling a 91 Mustang to a guy that will be dropping in a Stroker 393, so I may make a deal with him to keep the MAF from the Mustang if I can use it on the truck and replace the ecm. Anyone know if that will work with the 5.8?

Thanks
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  #40  
Old 04-17-2008, 11:38 AM
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Conanski Conanski is offline
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Quote:
Originally Posted by pc_2000 View Post
I'd also like to know the hottest cam I can put in it while it is SD, that will work well if/when I convert to MAF.
See below, the 35-349-8 is about the max you can run with the stock springs, though matching springs is a good idea anyway.

Quote:
Originally Posted by pc_2000 View Post
I am selling a 91 Mustang to a guy that will be dropping in a Stroker 393, so I may make a deal with him to keep the MAF from the Mustang if I can use it on the truck and replace the ecm. Anyone know if that will work with the 5.8?
The Ford MAF conversion kit used a 5.0 computer.. it has been happily running my 5.8 for years.

Click the image to open in full size.
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1990 5.0HO AOD XLT X-Cab F150 3.55LS, 1994 3.0L 5-sp x-cab Ranger 3.45, 2004 3.0L 5-sp X-cab Ranger Edge 4.10, 2004 2.5L 5-spd Subaru Legacy
1996 Kawasaki ZX11D, 2004 Honda 599, 2008 Kawasaki KLR650
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  #41  
Old 04-17-2008, 12:46 PM
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Quote:
Originally Posted by pc_2000 View Post
I would be interested in hearing more about the tuning ability of the S/D computers.

Thanks
I think you can achieve what you want with speed density. I tuned and raced with it on my supercharged/intercooled 94 for a while before converting to mass air, and street manners were fine on that truck as well. If you plan on tuning it, do yourself a favor and invest in a wideband 02. Fueling and temperature changes are one of the most important things when tuning speed density.
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  #42  
Old 04-17-2008, 01:24 PM
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One more thing to note about the stang ECU's is that there is a difference between the 94+ and 93&older. The way timing is calculated on the newer ECU's is load based, just like the mass air trucks, and the older ones are RPM based. It's not a huge deal, but it's something worth looking into if your picky about the best ECU to use for a mass air conversion. I know the newer (94-95) stang ECU's will work in place of the mass air swap/kits using a truck ECU, like the BIO1 or AKC0.
And like the A9's, they wont control an electronic transmission. There may also be some differences in the wiring if you're using a 93 or older stang harness.
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  #43  
Old 03-27-2012, 11:17 PM
GMconvert GMconvert is offline
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Okay guys,

I used a Run-Rite MAF conversion (they are basically FMS kits that a couple of retired/ex-ford guys bought and are selling) on my truck (see sig for truck details). I left the base timing at 10 deg BTDC and I have terrible spark knock under load. If I recall the computer is an A9L, any suggestions on what I should look for? Or, should I just back the base timing off a little, to maybe 8 deg BTDC? I am not really familiar with all of the sensors on these engines, so I don't know if the TPS needs adjusting or what....any help is greatly appreciated.
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  #44  
Old 03-28-2012, 11:35 AM
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Conanski Conanski is offline
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Quote:
Originally Posted by GMconvert View Post
Okay guys,

I used a Run-Rite MAF conversion (they are basically FMS kits that a couple of retired/ex-ford guys bought and are selling) on my truck (see sig for truck details). I left the base timing at 10 deg BTDC and I have terrible spark knock under load.
What are the specs of your truck and engine?
Did you disconnect the spout plug before setting the base timing?
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1990 5.0HO AOD XLT X-Cab F150 3.55LS, 1994 3.0L 5-sp x-cab Ranger 3.45, 2004 3.0L 5-sp X-cab Ranger Edge 4.10, 2004 2.5L 5-spd Subaru Legacy
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  #45  
Old 03-28-2012, 07:13 PM
GMconvert GMconvert is offline
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Base timing for my truck is 10 deg BTDC...according to the emissions sticker on the air filter lid. Yes, I removed the spout plug when setting the timing...
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Old 03-28-2012, 07:13 PM
 
 
 
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