Well it can almost be that simple but it requires using older technology and removing much of the factory functionality in terms of emissions, computers.

 

Prior to mid-1994, give or take, it was pretty much plug-n-play for the PCMs. The basic pin-outs were the same for this vintage truck. Now the wiring and connectors in the engine computer were a whole different story. When Ford started to mix in Sequential Fuel Injection (MAF) and two different electronic controlled transmissions (mid-1994 to 1995) is when the difficulty factor became larger.

Truck Computer Pin-outs and Functions

Doing a MAF swap with a Mustang based computer will drive one to drinking if you are not good with wiring diagrams.

 

Next question becomes, can I reinstall the 5.0 computer and change parameters regarding Air Fuel Ratio and other things to make the vehicle run correctly. I would think that could be done but I might have to use a piggy back system. I am not sure that I want to do all of this in depth work right now. I am a full time student with a part time job and don't have the time or budget to really go in depth at this point. I just want it to run and pass emissions. The rest will come later. I can justify keeping it as a backup if it runs at least well enough to get me from A to B.

 

Yes there are tuners out there to do what you are asking about, but the learning curve is steep and the price is even steeper.

 

Lets muddy the water just a bit more, here are some pinouts by strategy
ECU Pinouts / EFIDynoTuning

Yes, you can, and yes it is a piggyback system, there are a couple of options, I went with the quarter horse by moates Ford 1986-2004 : Moates.Net and Binary Editor by Home Package, and yes it is a huge learning curve.

 

Hey, Sswari -
You say you are in the tail-end of an engine swap and change over to MAF... Just want to pick your brain. I have a 1995 F150 5.8L, 351 Windsor, originally Speed Density. In 2017-2018 we did some engine upgrades and converted to MAF with EGR delete. Got a new computer and wiring harness and it was plug-n-play. Ran fabulously UNTIL last fall when we started having transmission issues and long story short, the PCM was pinpointed as the blame. We sent it to a computer repair shop and they said the microprocessor is going out and sending a 6V "hot" signal to the transmission constantly. Otherwise it seems to be functioning ok.
The PCM we are using is remanned from a 1995 Bronco and IMPOSSIBLE to find now. (Correction, we have found some, but have to have a VIN to program it and our F150 VIN won't work.) Any suggestions?
My husband found a HOLLEY Atomic Transmission Control Module. Do you think it we could install that and work around the PCM transmission fault? (Because the engine would be getting the transmission commands from the ATCM instead of the PCM?)
Thanks,

 

Mr Oliver -
We have a 1995 F150, 5.8L, 351 Windsor, E4OD, original speed density but we converted to MAF so aren't using our old computer... BUT reading the thread, you have a manual and we have an automatic. Sucks we can't help there.

We also did an EGR delete and have a constant check engine light as a result. As far getting it past emissions, yikes, you might have to find a "good-ole-boy" shop to pass it because a box store won't. I haven't found a work around for the delete yet (as far as a vacuum hose or connection or some fill-in plug) but surely, we aren't the only two in the whole world who have done this so someone out there should know... (Look back at what Mikulh said 12-29-20)

Lastly, the experience I've had with computers, and it really might not help at all... First, the new PCM should work just fine without the EGR. The fact that it is bogging down makes me think it's not the computer... Unless you didn't get the right one? The computer you have needs to match the engine you have (In my opinion, your original computer won't run the new engine, or won't run it well, but I'm just a housewife). We made mods to our original engine and the computer we are using now is from a 1995 Bronco, and our original computer won't run our truck since the mods. We bought a PCM, wiring harness, and fuel injectors from a reputable racing company in 2017-2018 when we did our conversion. We told them our mods and they told us 4 computers that would work. It was plug'n'play and ran fabulously (albeit a little rich) until last fall. We did have to change some pins in the new computer. Also, our truck has a weird idle now since making the changes - It goes up and down and we have to let it run several minutes before driving it. My husband says it is "finding its position." Eventually, the idle evens out and we are good to go.

The computer you got from OReilly's should be good at least for a little while. Some places have 1 year warranties. If you are having issues, I agree with the guy who said try to make a warranty claim on it. These old remanned PCMs *DO* go bad. Step #1, find the fault codes! A $3000 transmission overhaul later, we are still having the same fault code! Transmission guy said it is the PCM. We sent the PCM to a computer repair company, who said it was fine and sent it back to us. (They actually said they had to replace some leaky capacitors, but I had taken a picture of the board before sending it off and the capacitors were perfect. That is just a most-common failure of these PCM's. It came back with tape saying "warranty void if removed" so I was peeved at the fact I had to pay for a repair I wasn't sure even happened.) We put the computer back in the truck and still had the fault. So I sent the computer back again "on warranty" and asked them specifically to look at two transmission modules. Weeks later, they contact me saying they originally just put it on a bench test and it passed. This time they looked more in depth and replaced the two modules I mentioned and it is still showing a 6volt "high" to the torque converter at all times (hence our fault code); therefore, the microprocessor is bad and the computer is junk. They sent the computer back to us and refunded 100% of our cost (minus shipping). I could give you some research on computer repair shops.

Our vehicle is dead in the water until we can figure out the computer thing. I totally get your frustrations. Good luck!

 

Are you running a auto or a manual trans? If auto, than certain models have a resister either on the trans or in the ECU, depending on the year. I run a manual, so I am not real up on the auto trans stuff, but do remember reading a few threads on the topic and which years had the resistor in which location,

As far as them needing the VIN, I do not understand that part either, as the EEC-IV does not store that info, The EEC-V does. I think what they want the VIN for is so they can look up which running gear should be in the truck and set the proper tune.

At any rate, start digging in to that resister issue. I personally would not start with tossing expensive parts at it.

Hope this helps a bit.

 

Vin wont help either, they(rebuild pcm company) wont go to the trouble to getting the build sheet for it, to find gear ratio, either.

 

Yep, it seems strange to me, but they won't sell you one without the VIN. Maybe go out to the JY and find a truck that had what you need and snag the VIN?

 

Automatic transmission. I will look into the resister... thanks for the advice.

Yeah, we can't figure out the VIN issue. The company we bought the PCM from didn't need a VIN and it worked great, so not sure why all the companies now are wanting a VIN. One company got really snarky with me and said they refuse to sell a computer to a person who did an engine swap. I told him, it's the original engine, its the computer we swapped!

Tried looking at local JY's but can't seem to find a 1995 Bronco. Husband said the "Cash for Clunkers" (or CARS) started in 2009 but proposed by Bush Sr in 1990, destroyed a lot of good, working engines and parts (years 1984-2000s). Now, those of us wanting to rebuild old vehicles are finding it hard and impossible to find parts. The point of the initiative was to get old fuel-inefficient cars off the road; to which, it was a success. Unfortunately, crushing all those cars with the oils and gases in them instead of recycling the parts just filled up landfills and made hazardous environmental conditions. Good work guys. Our 1995 F150 got about 8 mpg until we modified the engine. At last use, it was getting about 12 mpg! Love that gas-guzzling beast! LOL

 

Since you have a 95, is it EEC-IV or EEC-V? You can most easly tell by the number of rows of pins in the ECU harness. 3 Rows = EEC-IV 4 Rows = EEC-V The EEC-V units do store a VIN, and may or may not be an issue with emissions testing
Also, you could get lucky and find something really close at the U pull and pay. If you can post a photo of the connector of your Current ECU, we might be able to help with other options. Either way, you do need to know if you have one of the transmissions that require an resistor, and if it is on the Trans or should be in the ECU.
One step at a time.

 

It's not a resistor(s) that moved from the transmission solenoid pack to the PCM in 1995. They are solenoid suppression diodes. They prevent the inductive "kick" when de-energizing a solenoid from back feeding the control circuit and burning out the driver. A 1995 model year truck will be OBD-1.

 

Yes OBD 1
EEC-IV
E4OD Transmission Automatic
Federal Emissions

PCM EEC-IV F5TF-12A650-JB Way1

60 pin PCM

 

The computer tech notes say, “Complaint: Torque converter clutch engages at turn-on. Tech confirmed the issue. Not a driver issue. Driver getting biased by Control integrated circuit. Replaced I/C, still bias. Checked resistance on Pin 30 Gear Select Input. Same as other good unit. Unable to narrow down issue any further. Suspect main processor which is not available.”

This PCM uses a Quad driver and has a Transmission torque converter clutch solenoid. The TCC solenoid was replaced also.