The MAF does give the computer a direct measurement of the mass of the air entering the engine in the form of a voltage. I've improved throttle response on my truck as well, but nothing compares to how it improved with the mass air conversion. I think the biggest reason is the sequential injection.

'94's and '95's were still EEC-IV OBD-I, and I'm thinking they may have had two O2 sensors, but I'm really not 100% positive on that (OBD-II has 3). With my MAF conversion I used one O2 sensor and split the signal to both inputs on the computer. I see what you are saying though, that if there is a problem on one bank, an O2 sensor reading from both banks (as the speed density trucks) would not point specifically to the problem.

The mass air computer should be able to compensate for most of those things. However, radical cam combinations may still need a chip, even on a mass air vehicle. A MAF computer designed for a 5.0 can run a 5.8 with no problems. The timing is more aggressive on the mustang computer, and I haven't gotten a chance to see how it does towing, but I would think i could be tuned down by setting a little bit lower base timing. I'm not trying to flame you, so my apologies if you get that impression. You bring up some very good points.

 

No, I don't get any impression like that. I'm far from a know it all and mechanics is something I have practical experience in but not my field, nor do I have any formal education in that area. I learn by doing and listening and most of all "asking". And while I was thinking, the intakes are different (from a Mustang) and should give a different feel. Using a complete Mustang engine would not be practical with what my trucks do, but the computer could well be close enough. I'm definitely not into racing but if that is anyone's objective, I feel the 5.8L is more suitable anyway. A strong 5.0L would be fast, especially if stroked and blown. My F150 MAF was a SWB and much lighter than the F250HD and faster in some aspects but never as strong. It would be a better comparison if the F150 had the same 4.10 gears but it didn't. The MAF on my 5.4L definitely adapts better than the speed density truck, though mpg is no better than a 5.8L, and the codes in the OBDII are more accurate diagnosing problems but none are always accurate. And neither am I. I do think someone who has done the conversion would be more qualified to deal with the specifics. I only offer my limited knowledge as support.

 

earlier someone stated that they didnt want to go through the wiring harness, etc... changes swapping out the 302 for a 351. These are the same engines. The only thing you would have to swap out would be the heads if you dont want to go through drilling the heads for the larger head bolts. Intake would be the same, harness would be the same, cam, everything. Only thing is the firing order (which can be changed by either changing the wires to the injectors or cam change) and exhaust since it would be a bit higher.. why not tap into the extra 50 cubes? That would be a bunch cheaper than getting new heads, etc ... much more bang for the buck. If you wanted to spend the extra bucks to put out some serious HP get the stroker kit and make a 428 out of it. THAT would impress people, a 428 small block. Remember, there is no replacement for cubic displacement.

Also someone stated that you could just burn a chip for your mods on a SAD (speed air density) computer to work with your mods. This is true but you would be missing out on one big advantage of converting besides the flexibilty and that is sequential firing injectors. That makes the motor MUCH more efficient. This you dont have with just burning a chip on a bank firing SAD unit.

now for the real reason I am here. I have an 88 bronco with SAD (speed air density) which I am now changing to mass air. I have the parts (y tube, 70mm 19lb mass air meter, new gen bosch injectors, A9L computer, etc...) I am concerned about converting the harness. Everywhere I look you have to add pins to the ECC connector. Are there pins in every place or do you have to purchase extra pins from somewhere? I am kinda in the dark here about that. I am dropping a 5.0HO motor into my bronco and it has an AOD tranny so no issues there.

I would like to be in touch with someone who has done this before in case I run into some snags.

All your help would be appreciated.

Bdd

 

Umm. .accidentally pressed the button and now need to leave a message.

any help would be awesome.

Thanks

Bdd

 

Hey wait a minute. Ford Racing makes the MAF kit designed for trucks with a AOD transmission or trucks with a manual transmission. Hmmm....the AOD transmission is almost 100% hydraulicly controlled right? Does the computer have anything to do with the AOD? I think that if I wanted to put the MAF kit for trucks with AOD transmissions on my truck then I'd have to buy a separate ECU for my E40D. I found one of those.

 

The AOD is not computer controlled so it would be much like a MT conversion. And if your pcm wasn't used to control the E4OD because you have a different management system, theoretically it sounds possible.

 

You CAN use the AOD/Mass Air conversion on an E4OD....You'd just need to buy a stand-alone trans controller like a Baumannator.

 

why not just use a lightning kit from motorsports. it will run both E40D & AODE. so if you have an AOD or MT you will be all set too. running 2 comp setups is a nightmare cause the motor tells the tranny what to do also so they need to be connected. you can use the kit on any motor also.

 

The pinouts would have to be verified to see if they are the same as the GEN 1 Lightnings. And that kit will not work with an AOD or MT because that PCM (AKC0) will look for that tranny. If it's not there, it WILL throw numerous fault codes and the motor will not run up to par unless the entire electronic tranny function/table is disabled inside the PCM.
At that point (considering how much the GEN 1 L conversion is) it would be pointless to use that kit for an MT or AOD.

 

Blurry94 you must be telepathic. That's exactly what I was thinking. I saw that Baumanator or whatever it's called when google surfing. Should I stick with the same wiring harness as my E40D compatible ECM or do I change it over to a truck harness that had a AOD? And Lindsay I'd say the Baumanator will handle anything the engine throws at it. It is designed to retrofit the E40D into vehichles that never had electronicly controlled transmissions in the first place. It'll use the same sensors that the factory ECU uses to decide what the transmission should and should not do depending on driving conditions and it'll be a improvement over the way it originally shifted because it's designed to do that. It's basicly a standalone ECU and one of those TCI shift point improvers in one surprisingly affordable package. TCI makes one like it for those GM electric transmissions and it's hundreds of dollars more.

 

the only i code i get is high speed in park. i installed a tremec 5 speed.

 

The AKC0 has 2 or 3 trans function switches that need to be turned off when converting to a manual or non electronic trans. Some have tried this without turning them off and have had some drivability issues...with this PCM.
The Baumannator will not come with adapters to snap and click into your stock harness, so you will have to a little wiring.

 

Intake manifolds are different. If it's a speed density truck, you don't even have to change the injector wiring for the different firing order since it is batch fired. The cam is what dictates the firing order, just make sure in an SEFI system, the injector order matches the cam firing order.

You'll need to find some pins somewhere because there aren't any extras in the stock connector. I think the best thing would be to go to a junkyard and find any EEC-IV Ford vehicle and get the computer harness from it. You can cut off small lengths of wire with the pin on it and just splice and solder your wire to that. I did this swap about 6 months ago so if you have any specific questions, I can do my best to try to answer them - just shoot me an email some time. Also, if you haven't seen this site: http://brembs.net/cars/maf_conversion/ I would recommend reading through that, as he shows the process almost step by step. Be sure you take your time and solder each splice and heat shrink it so you don't get any corrosion or signal loss over the splice. Just remember, when the current is nothing more than a few milliamps, any change in resistance will cause a big change in voltage. This will throw off the computer's calculations and cause the truck to run incorrectly.

If the MAF meter is calibrated correctly, the truck should be very fun to drive. I had problems with mine (severe detonation) and I'm getting ready to send my MAF meter back to Pro-M to get recalibrated, and so I'm back to running the stock EFI for now.

 

I have read the site you talk of (brembs) and it is very informative but left some things out like the pin situation. get an old ECC harness at a junkyard... that can prove to be a bit costly. I know someone out there sells the pins. I saw the post somewhere but now cant locate it. Somewhere here in CA actually I thought.

The mass air meter I am using is a stock 70mm cobra calibrated at 19lbs so there should be no problem there. I have a spare stock one just in case.

Are you running the E303 cam as well? And what computer are you using? I use to also know a site that listed all the computers and what year they were from, the wiring diagrams, and applications but again. That was a while back when I was just thinking of doing this.

I will be splicing in the new computer first and making sure that all goes right.. then I will finish building my motor and drop that in (probably the following weekend). Should be quite the diff from the old 5.0 170 original HP (150K miles ago) to probably close to 250hp or so.

This should give me an economy boost as well. This thing right now is lucky to see 12mpg. I am hoping this will put me closer to 16 (or more???) from what I read on other posts. I know the AOD tranny is kinda a HP hog but the overdrive should save it some on the highway. I know it will never get stellar mileage but would like at least decent mileage (close to 20 as I can get).

I will take pictures of my project from start to finish and list all materials so if anyone else is interested I can keep them updated.

I am off now to go yank crank and pistons from the core motor (bought whole 5.0HO gt motor with 30k miles including all wiring harnesses, computer, and mass air unit for 400.00!!! so I will throw a hone, new bearings, hv oil pump, chromoly pump drive, rings and throw it back together!) to be machined.

All the help is definately appreciated and hope this goes as smooth as anticipated.

Thanks,

Bdd

 

I ran an A9L computer (stick shift version of the A9P) with the stock truck 302. You should be all set with the wiring harness off the mustang. You should be able to get the maf wiring and the injector wiring going to the computer if it's in good condition. I think the site you might be thinking of is http://fordfuelinjection.com . They have a list of catch codes, trouble codes, wiring diagrams, etc.