When converting a 1993 F-150 <a href="http://www.motorhaven.com/">302 </a>Auto from speed density to MAF, can I use a mustang computer and MAF sensor. Or do I need one for a F-150. I know the computer will have to be for an Auto but I don't know if the Mustangs have E40D tranny's or not.




Thanks

 

If you have an AOD non-electronic lock up transmission then a Mustang MAF and a A9L computer will work. However there is a difference in the injector firing sequence between a truck, (bank) firing order and a Mustang (sequential). An additional wiring harness is needed.

If you have a E4OD, then give the folks at Pro-M a call, or check the Ford Racing catalogue for a complete kit. This is one drawback to having the E4OD.

 

Since someone already answered your question I have a question for you: why are you wanting to convert to MAF? Are you planning to change the cam, heads or something else?

 

Whats the difference between the sequential and bank firing
order? is one better than the other?

 

I have already rebuilt the motor and added a bigger cam and more compression than stock. Also let me ask about a chip what would the price for Dialbo custom chip be.

 

Bank firing means all of the injectors on the left or right bank inject fuel at the same time.

The right bank will inject fuel all at once into cyl's #1,2,3,4, and then 180 degrees later # 5,6,7,8.

Sequential means the injectors fire in relation to the engine firing order. So when the #1 cyl. intake valve opens that is when the injector will meter the fuel. And so on the rest of the firing order.

Bank firing seems to work O.K. for the daily driver non performance engines. The benefit of sequential is more precise metering of the fuel. It does not simply "sit" on the closed valve waiting to open. Not to mention the possibility of better fuel mileage.

As far as a chip goes, do the conversion to mass air first then if you still want more performance install the chip as they are quite expensive.

 

Click the Parts Shop button on the top-right and go to the Diablo section for pricing. I normally only post pricing in announcements because I don't want the chip forum to become an online catalog.

 

I like the sound of that sequentail thing, what do you guys think would be better from a performance stand point, a custom chip or
using the mustang computer? what would be more cost effective?

 

I am also looking into doing the mass air flow conversion myself in my '90 bronco. The mild rv cam and the 0.30 over on bore is creating havoc with my computer. Not only that, I think the computer in my rig is shot. Still runs, but can't get it past 3k rpms while driving, without engine spuddering, acting as if it's starving for fuel.

I just checked with Pro-M today about thier mass air flow conversion kit. Quite a bit pricey at around $1500. The kit includes the 80mm pro M meter, filter, mounting hardware, wiring harness, 2 O2 bungs, and 1 additional O2 sensor, and a new computer.

Still trying to figure out ford racings performance online catalogue. Although I did get a part #M900T51, from parts counter person at Vic Hubbards, for the Ford MotorSports conversion kit. But I think this # is for the Mustang 5.0 motor, and I have the 5.8L Bronco engine.
Search still continues.

 

That's not the PCM. Generally, either its executing a program or its not. Its simply a CPU with a ROM. I suspect something external. Are you getting any codes?

 

quote:

 

I have replaced just about everything except the computer, the TPS Sensor, and the sensor on the side of throttle body. Again this problem that I have pretty much started all off a sudden, about 4,000 miles after engine rebuild. But I have also been fixing alot of lake of maintenance problems fromprevious owners.

I have a friend that has an '85 van with another 5.8L like my '90, that has a more radical cam than I do and his does the same thing. I have another friend who's father works at a Ford dealership that does driveability tests on Ford vehicles, and he too feels that the computer may be on its last legs. I am running out of things to replace or rebuild.

Codes;
I have already posted these last month. In the KOEO test I am only getting code 11. And in thE KOER test I have received code 44 consistantly more often than anything else, no matter what part I have replaced. And I've cleared the codes after each part that I replace. That code happens only when I let the code reader do it's own thing. But when I hold the throttle to around 3,000 rpms, I have received codes 45 and 46 on a few ocassions, but no 44. I've gone back and forth with that some many times already. and some times after just doing a test I clear the codes, then retest.