I'm working on a 1993 F250 with a 460. It has been converted from SD to MAF. The previous owner bought it that way and doesn't know the person who did the swap. He also told me that a more aggressive camshaft was installed, and I'm assuming that's why it was converted to MAF. The issue I have is this ECM is toast, two blown capacitors and internal corrosion issues. It barely runs and it's dumping fuel, I'm assuming it's in LOS mode. This model didn't have support for scan data so it's codes only. They've done a lot of creative wiring.

After doing a bit of research I found all 460s were SD from the factory, except for the 96-97 California emissions trucks. But those were EEC-V with the 104 pin connector, and all of them had E4OD transmissions. This one has an AOD transmission (14 bolt pan with two tapered corners) and a 60 pin EEC-IV module. The toasted ECM is a reman and all stickers and markings are gone. Does anyone know the part number for the ECM people typically use on these conversions? I have access to service information so if I knew the part number I could get a replacement ECM and find the correct schematic to make sure everything is wired properly. I have a lot of experience repairing EEC-IV systems but I'm not a tuner so I'm kinda stuck. The air intake tubing isn't factory, it's a Y-tube into an aluminum MAF housing. From what I researched that seems typical for this type of conversion, so whoever did it probably knew what they were doing. My concern is making sure the MAF and injectors match the ECM calibration for correct fuel delivery. Any information would be greatly appreciated!

 

You can use the calibration tag on your door jamb to determine which processor is correct for your truck
The last 3 letters are the tear tag and that is the processors calibration
My 94 van had JAG1 and that was the processor I needed
You can use Ebay and search EEC4 processors for your particular truck, and add the "suffix" (tear tag) numbers from your calibration sticker

 

Never saw an AOD behind a 385 series engine. There has to be an adapter to make that happen. I sure hope the transmission is well built to handle the power. The most common MAF computer would most likely be from a Mustang A9* series.

 

​​​​​​​I did find the calibration sticker in the door jamb but I don't think it's correct. This VIN on this truck (dash and door pillar match) shows it is an F150 with a 5.0 engine. But the truck has a 460, dual rear wheels and was converted to a dump bed. So either the cab has been swapped, or the engine, bed, and axles were swapped. Either way, I don't think that calibration number will be correct.

 

That's incredibly helpful, thank you! The ECM and connector were both changed and I've been trying to find a match for the wire colors in the connector. I was only checking trucks from different years but I just looked up a 90 Mustang with a 5.0 and it's the closest match I've found yet. The connector has wires for the MAF and also SFI. They probably used the MAF from that too. If I got the ECM from that do you think the calibration would be close enough to work with the 460 injectors?

I think you're right about the transmission too. The VIN on this truck shows to be a 93 F150 with a 5.0. Either the cab or the engine was swapped, and it seems like it was the engine. The AOD struck me as funny too, I would have though a 460 would have a C6 or E4OD.

 

My '95 7.5L/E4OD was SD EFI, now converted to '96-97 CA-spec Mass-air SEFI - but I had to change the entire front body harness (Everything from firewall-forward), CA-spec ECM, and engine harness/injector harness. Some re-pinning was required to make my E4OD compliant with the new FWF body harness.

 

A MAF Mustang with a 5L engine had 24 lbs. injectors, just like the 7.5L engine has. So most likely it will work assuming the cam is not too wild.



You really need to take a closer look at that transmission. If there is no sign of an adapter between the block and bellhousing then you do not have an AOD. If it is an AOD and there is no TV cable, the transmission's life is measured in minutes not years.

 

Yeah when I saw the CA model was EEC-V I knew it would be a nightmare to convert. Definitely worth it though. Does that ECM have flash capabilities?

 

I'll take a look at the transmission shortly. I'm curious about the ignition module as well. What do people typically do there? The 90 mustang has a distributor mounted module with sequential fuel injection. The 460 has a remote module with bank fired injectors. On this truck someone used a distributor mounted module but mounted it remotely, and ran wires to the three terminals that would plug in to the PIP. They cut the original PIP harness from the 460 distributor and ran some wires inside it. Would it be possible to just use a proper remote mounted module and re-pin the module connector? I'm trying to figure out if they did something funky with the distributor. I'm guessing the 460 still has the narrow cylinder ID pulse needed for SEFI.

 

The 7.5L CA-spec SEFI Mass Air used a unique harmonic balancer spacer/couterweight/misfire sensor star like this:







The crank position sensor/missfire sensor was mounted to a CA-specific timing cover :

 

yes, it can be either run as-is, or tweaked/reflashed using a deep-dive scan tool, if one has a subscription to the Ford Authorized Service Tech data.

 

Normal folks would use the distributor that matches the existing wiring in the truck, especially a remote mount ICM.



Anything is possible and I would recommend putting the distributor and wiring back to the factory remote mount ICM. Someone did a lot of work for no reason whatsoever.



Obviously they did



Yes it does.