ECU problems
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Junior User
Joined: Jan 2016
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From: Southern California
ECU problems
So I picked up a whole entire wiring harness out of a 94 F150 the harness is uncut and the ECU is JAB1 (F4TF-12A650-ARB) (EPAF-14A624AA) that's the info I got from the ECU. My intentions were to swap the harness and ECU on to my 92 F150 Flareside which has the 5.0 and e4od transmission non mass air. The 94 F-150 had the 5.0 motor mass air thinking that it had that e4od transmission. I took out the harness until now that I ran the info of ECU out of the 94 which gives me a different transmission than mine which is 4R70W. I guess my question is can I run this ECU with my e4od. Or can I use the harness itself with the mass air system with a spare ECU that I have which is RAN2 (F5TF-12A650-AEC) which I got this ECU out of a 95 F150 with the 5.8 e4od transmission can I use the harness out of the 94 with this ECU since it's for a e4od. Since my transmission in my truck it's needs a rebuilt I was thinking this is a good time to do the harness Swap and the ECU hopefully I didn't get you guys mixed up or confused any info any feedback will be gladly appreciate.
Fleet Mechanic
Joined: Mar 2014
Posts: 1,926
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From: Saskatchewan Canada
There are a few things that are not clear here.
I expect your goal is to support MAF and your E4OD.
You are correct when you recognized that the 4R70W strategy will not support the E4OD. I believe there even may be hardware differences with the ECU as the E4OD requires an extra control line.
MAF engine strategies are more adaptable than SD and engine displacement may not be a significant factor, but the wiring harness and the ECU must both be MAF. You cannot mix SD ECU's with MAF wiring harnesses.
One issue may be that your 92 was originally equipped with the 60 pin SD ECU. Much of what you will find in later model F series MAF hardware will be OBDII with the 104 pin EECV ECU. This will not be plug and play in your EECIV equipped truck.
I expect your goal is to support MAF and your E4OD.
You are correct when you recognized that the 4R70W strategy will not support the E4OD. I believe there even may be hardware differences with the ECU as the E4OD requires an extra control line.
MAF engine strategies are more adaptable than SD and engine displacement may not be a significant factor, but the wiring harness and the ECU must both be MAF. You cannot mix SD ECU's with MAF wiring harnesses.
One issue may be that your 92 was originally equipped with the 60 pin SD ECU. Much of what you will find in later model F series MAF hardware will be OBDII with the 104 pin EECV ECU. This will not be plug and play in your EECIV equipped truck.
Fleet Owner
Joined: Oct 2005
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From: Kentucky
OBD-II was not introduced until the 1996 model year on the F-series/Bronco. That is not an issue for this swap.
Fleet Owner
Joined: Oct 2005
Posts: 20,783
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From: Kentucky
Swapping harnesses in between model year vehicles has it's problem, let alone the differences between Speed Density versus MAF. Ford has a habit of changing functions on the pins as it relates to interfacing with the rest of the vehicle. None of this is going to be plug-n-play.
Do you know if the 1995 5.8L PCM requires two O2 sensors or does it use 2? I suspect the latter. You also need to determine if the EGR feedback signal is positional (EVP sensor on top of the EGR valve) or flow (DPFE). If it is DPFE then you need the associated EGR pieces to make it work. Or you may find this PCM is supported by aftermarket tuners to turn it off.
Do you know if the 1995 5.8L PCM requires two O2 sensors or does it use 2? I suspect the latter. You also need to determine if the EGR feedback signal is positional (EVP sensor on top of the EGR valve) or flow (DPFE). If it is DPFE then you need the associated EGR pieces to make it work. Or you may find this PCM is supported by aftermarket tuners to turn it off.
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Junior User
Joined: Jan 2016
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From: Southern California
rla2005 thanks for replying I took mostly all of the harness that's inside the engine bay it does have 2 o2 sensors. I also pulled the one that plugs to the transmission, I went back to pulled the harness under the dash but that was a scary site and I wouldn't want to install that part 
. but it does feed to the EVP sensor. but since am in California got to make it look stock and legal.
. but it does feed to the EVP sensor. but since am in California got to make it look stock and legal.
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Posting Guru
Joined: May 2010
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From: Central Indiana
To (legally) pass Cali smog checks, you will most likely need a PCM out of a 1992 F150 with the same engine/transmission that came in your truck. A 1995 PCM will rat you out when it's connected to the smog machine and announces your truck as a 1995, requiring a trip to the Referee Station. He/she will diligently confirm you have put ALL of the 1995 smog equipment on your truck and if they dig deep enough, they will want to see a 1995 (or newer) engine in the engine bay. Those dOOds don't fool around, either.
I say this because a co-worker in Fremont went through this, it took him almost a year to round up all the right parts and a good underdash and underhood harness to make it work. That included a few PCMs with bad caps/traces/ICs. This may be true only to OBD-II vehicles but I'm not sure I would chance it. His truck was a 1996 F150, btw.
My best advice? Get a functioning 1992 PCM and make it work. The EPA dOOds in Cali are getting a bit out of hand if you ask me. I know we need clean air but hey, some of us drive older vehicles because we can't make a $1,000 a month truck payment. Or, we like to see an engine when we open the hood, not a butt-tonne of plastic covers.
I say this because a co-worker in Fremont went through this, it took him almost a year to round up all the right parts and a good underdash and underhood harness to make it work. That included a few PCMs with bad caps/traces/ICs. This may be true only to OBD-II vehicles but I'm not sure I would chance it. His truck was a 1996 F150, btw.
My best advice? Get a functioning 1992 PCM and make it work. The EPA dOOds in Cali are getting a bit out of hand if you ask me. I know we need clean air but hey, some of us drive older vehicles because we can't make a $1,000 a month truck payment. Or, we like to see an engine when we open the hood, not a butt-tonne of plastic covers.
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Junior User
Joined: Jan 2016
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From: Southern California
raystankewitz thanks for the reply. Am staring to think of heading that way just looking for a 92 with a 351 and E4OD and get my truck back on the road. The down side of me going this way is that I had all the top ready to swap a lighting intake but I guess ill used it as a nice looking paper weight 
. And all this laws in California are crazy who knows who vote them in cause I don't remember of voting for non of this stuff.
. And all this laws in California are crazy who knows who vote them in cause I don't remember of voting for non of this stuff.
FTE Legend
Joined: Jun 2006
Posts: 31,930
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From: Ottawa, Ontario
You don't need MAF to put a different intake on the motor, it won't make enough difference to the way the engine runs to require a different PCM. And were you planning to put the Lightning intake on a 5.0? If so a lower portion from an Explorer will be necessary... the 5.8 version is too wide.
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Junior User
Joined: Jan 2016
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From: Southern California
Conanski. Thanks for your reply. No the motor is a 351w. I have the set up to go with a Edelbrock 351 truck intake but came across with a lighting intake top and lower throttle body and spacer fuel rails. but I wanted to got with the harness I pick up from a 95 f250 with a 5.8 and E4OD which that's the motor and transmission I have.
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