Where are you gonna get OBD-II PCM to run that engine? Can you program it or something?

Looks like you got your work cut out for ya.

There aint nothing wrong with having useless things in your rig!

 

Man, you are the man at fabbin it up. That is quite a bit of work planned. I tend to do weird and unique stuff like that to, but on my little RC cars.

Won't you have to change the ignition over for the OBD-2 as well? I mean, that seems like a ton of work. Atleast you can buy programers for it if you wanted to. But you should try to get one of the set-ups that hooks up to a laptop(or touchscreen computer). That would give you total control.

I still can't wait to see this completly one-of-a-kind truck when its finished. But, I don't see it as ever being finished. It sounds like you will always be changing something on it.

Good luck!

 

Not all ODB-II EEC-V's are like the towncar/CV/Marquis with direct ignition coils. There were a few that were distributor based.

THough one can graft DIS to the mustang EEC-V of certain years (A9P and A9L strategies), by making a crank sensor which is nothing more than a steel wheel with carefully placed teeth, mounted behind your crank pulley, and of course, a cam sensor. The cam sensor can be off an Explorer, and grafted to any V8 dizzy simply by cutting, grinding, and gluing.

It's not as much work as it looks initially, and it's not a 20 minute thing, but it's not impossible. The code is there in that particular EEC, though it was never used by Ford.

It's a one of a kind truck for sure, and will continue to get worse. Why? I dunno. I enjoy projects and a never ending project is kinda fun for me. A big part of this is my total "fetish" for sleepers... you know... unassuming vehicles that essentially scare people with "hot rods" and "trick cars".

But for me it's also a learning tool... as I dive into data tables and code and wiring, I learn more and more about OEM EFI strategies, and eventually I'll have enough knowledge to do things I want to do, that others cannot. This I truly enjoy.

Several of us hacked some of the GM EFI stuff to the point where we can use the turbo/boost code from one ECM, the auto trans controller code from another ECM, and the ignition/timing code from yet another, then use our own data for some pretty wild, not close to stock engines.

I have a friend for example, doing the "impossible". He's running twin turbos on a 351W, EEC speed density, with massive cam overlap. And it idles, accelerates, and runs reasonably well. Where we're having trouble is above 5500 RPM, which of course is where overlap is very useful. At idle it's a waste of air/fuel and your ear drums. And, it cannot build much boost because of the overlap - air goes into the intake valve, the exhaust valve is still a bit down, and out it goes.

I dunno, I just like monkeying iwht this stuff. Though if I got into other hobbies, like reading free books at the library, I wouldn't be spending anywhere near as much

 

Yikes, on speed density? I assume he had a custom chip burned? Doesn't a Speed Density have more potential than a MAF system? I would really like to learn all this EFI stuff in depth. What I want is to convert to a MAF system and get twEEcer software to play around Maybe, just maybe in the future.

 

Yes, custom chip, of our own, and is still a work in progress.

SD uses engine vacuum and a slew of data tables to calculate fueling needs, based on a whole variety of assumptions, and fine tunes the results using the O2 sensor. High overlap in the cam totally ruins the concept of vacuum and therefore making the data tables that much more difficult to create.

Mass Air meters the air being sucked in by the engine - period - so even if you have a wild cam, huge heads, pistons the size of a stack of CD-ROMs, it's by far easier to control how much fuel goes in, because the air/fuel ratio of stioch (14.7:1) is constant. You simply calculate, then inject that amount of fuel, compensating the formula for temp, humidiy, load, lean cruise, etc.

It's important to note that Ford EEC computers really are two sets of code/data. First, you have the "strategy" which is a combination of "root code" and hardware, then you have the actual program that says "this much fuel for this much air" or "open the charcoal canister valve now!" type stuff. When you're editing Ford EEC using tweecer, Paul Booth's EECEDITOR and a vareity of other tools, you're editing the higher level stuff. Tons and tons of parameters and data tables and such, but you're editing the values, not the underlying strategy.

In the GM EFI hacking world, the root code and the data tables and such, are on the same chip whether it's a plug-in or flash. So if the effort is put in, you can eventually get out all of the source code, reverse compile it, and look at the machine language. ld $517B, x; sta; etc.

Now if you have access to the *source code*, there are only two limitations. The speed of the processor in the ECM, and your ability to "remodel" the code. My pal's high-overlapped twin turbo beast runs absolutely fine on a particular GM ECM (Speed density), because we put almost two years in monkeying with the source code. Now we're trying to do it with Ford stuff.

On my crewcab, I will be using mass-air because it's the path of least resistance. More than likely an EEC-V, but I do have all the mustang bits necessary in a large box on my workbench, so I can go that route as well. I'm in "whatever works" mode, and not into spending the development time my friend is willing to put in, even though a lot of that development time is my own.