I noticed that the diagram on the 95 maf.pdf file on your f150 link shows no BAP or MAP sensor, and two 02 sensors.

Check your Haynes and Chilton and you'll see a 5.8 CA bronco, f-series has a MAP sensor along with the MAF and two 02 sensors.

Separate from that is your 94-95 auto 5.0 broncos/f-series which has only one 02 sensor and no MAP sensor (and 9 tranny wires instead of 8).

I saw a '95 5.8 auto bronco in a junkyard in San Jose, CA with only one 02 sensor just last weekend(?)

All of this just confuses the hell out of me.

I have a computer from a long time ago with a program code of RAN2 (not listed on fordfuelinjection) that I grabbed from a 95 f250 long before I knew to check for CA vs. FED emissions, light duty vs. heavy duty. I have no clue whether its meant for one 02 sensor or two, BAP/MAP or no, I only know it came off an e40d 5.8 95 f250 in another junkyard in CA. I want to use the computer, but don't know what style harness I'm looking for to match it correctly.

Something that the author of this MAF conversion guide should look into is differences between vehicle speed sensing and auto trans wiring through the years.

I know that super lift sells a different TruSpeed calibrator for 94+ broncos than the one I installed on my 92. I had it calibrated for my 35s and 4:56 gears and as soon as i converted to maf usin a 94 5.0 harness/ecu i lost my speedo. I need to look over vehicle speed sensing circuits/PSOM wiring differences from 92-95 to hopefully determine whether or not the f250 computer and some other 5.8 harness will work for my 5.8 roller/MAF conversion or if I'm just wasting more time and money.

I'm almost to the point where I'm considering swapping out my expensive rebuilt e40d and t-case for a zf 5 speed so I can use a manual truck or remapped mustang computer and be done with this conversion finally. I had no idea it was going to be such a learning experience for me, I now own 92, 94, and (soon) 95 bronco f-series EVTMs, two ford fuel injection harnesses , three computers (2 MAF), 2MAF sensors, 4TFI units, and now I've decided to go 5.8 becuase it seems that 95 5.8s have the correct wiring for my 92 e40d. All I gotta do is find the right donor vehicle to harvest an uncut engine/trans harness from, once I've figured out which donor vehicles will/won't work for my particular application.

I'm not in a position to give much advice, since my conversion has yet to be successful. I still think it should be noted that anyone with an e40d/4r70w looking to convert to MAF pay close attention to the wiring diagrams of your vehicle and any parts vehicles before buying anything, and I don't mean just haynes or chilton.

 

sd is meant for 1 o2 sensor. MAF is meant for 2 o2 sensors. A few models had both MAP and MAF sensors, but all the new ones just use the maf. What kind of computer is it? IS it a MAF computer? You can use any 95 harness that is MAF 3ither 5.0 or 5.8. You will however need to add the sensors that aren't included if you are using the wrong one. I have a 5.8 and got a 5.0 harness. So I had to move a few things around.
Tell me exactly what you are doing, or trying to do, and I'll see if I can be of more assistance.

 

well, first off, i'm not exactly sure where you got the idea that "sd is meant for 1 o2 sensor. MAF is meant for 2 o2 sensors": I have seen at least 3 ford trucks now with mass-air and only one 02 sensor, both 5.0s and 5.8s.

According to haynes/chilton I can't use the MAF 94-95 vin N (5.0) becuase of the trans wiring. The wires are routed differently and an extra wire is shown. (I tried using a 94 5.0 ecu/harness with my flat-tappet 5.0 and my trans was definitely getting the wrong signals)

The 1995 CA 5.8 f series and broncos have the same trans wiring as my 92 5.0/e40d does. (and by the way has the only wiring diagram for an 8 cylinder with 2 o2 sensors in haynes/chilton other than the 96, which has eec-v and 3 o2 sensors)

The computer is from a mass-air 95 351/e40d f250, I dont know if it was heavy duty or not and I didn't check to see if it had one or two 02 sensors when i got it. The p/n is f5tf-12a650-aec and the program code is ran2. I don't know how to determine for sure whether this is a computer intended for 2 o2 sensors and whether it wants a bap/map signal or not. I'm going to keep checking junkyards until I can find a truck that matches the haynes/chilton diagram for a 95 CA 5.8/auto (i.e. MAP sensor and 2 o2's) to grab an uncut harness from and maybe if i get lucky the computer will be there as well.

I am trying to do it right this time, and have all the parts and research done before I take a crack at this again. This time I'm going to a 351 roller instead of just converting my flat tappet 5.0 to MAF. So out with the 94 5.0 MAF harness and ecu that didn't work, and in with the stuff that *should* work, as soon as I have it all.

 

The OBD-II trucks were the only ones with multiple O2 sensors that I have seen, and they were also MAF. The MAF computers that have used a MAP sensor that I have seen, have the vacuum port open to atmosphere only, not manifold vacuum. Maybe the EEC-IV MAF and OBD-II trucks were different? I think the reason that the 94-95 5.0 transmission wiring does not match is that the 94-95 5.0 trucks were mated to the 4R70W automatic (AODE) instead of the E4OD that your 92 5.0 used (just my thoughts, may not be what's actually going on, but the newer 5.0's definitely did not use the E4OD). The rest of monkei's observations hold true to what I've figured out over the years about these trucks.

 

Where can i find this write up, i have a 93 150 with aod, do i need to change the computer to use a 95 mustang 5.0 HO motor?

 

No, you can plug the HO motor in where your truck motor was and use the truck computer and engine wiring harness. The only thing that will be different is that the spark plugs will have to wired for the HO firing order.

 

Monkei, why don't you just add the missin wire, or re-pin the harness? I mean what trans do you have? You have to have a brain box for the trans you have, either aod-e or e4od. And yes the harnesses are diffirent for both. It is a rather easy fix though, you just need to add the wire that is missing to the harness and make sure it is pinned correctly. You do need to make sure you have the proper ecm though.

 

I have an e40d on my 92, and from what the pan looked like, so did the 94 5.0 that I took the harness from, but it could've been a 4r70w. I thought the difference in wiring was just some update or something to the e40d.

Aren't the only obd-II ford trucks the eec-v, 106 pin connector type(96+)? I was under the impression that everything prior was obd-1. All i know is haynes/chilton lists a 95 CA 5.8 as the correct harness for what I'm trying to do, and it shows 2 o2 sensors and a map sensor.

The main reason I haven't re pinned the 94 5.0 trans wiring is because its hard to get to under my truck to acess the connector and trace wires with my exhaust and extended radius arms and I would rather just use an engine harness/ecu that I can hook up to the trans harness connector and have it plug and play.

The 95 CA 5.8 that I got the computer from was definitely an e40d truck.

 

it probably was an 4r70w, not many 5.0's came with an e4od. Yes everything obd 2 is eec-v and 104 pin. I understand completey with what you are saying. Plug and play is the best, but not always feasable. That is why I made the harness I made, so all the work was done on a bench. I had to worry about the firewall connector as well, since that was diffirent. So making the inline harness just made sence. To make the harnes you have work, it will require modification, there is just no way around it. If you need diagrams to chase the wires, I can get em. use the color codes in the book, and you might need to disassemble the connector at the trans too, and move some pins around.

 

my 92 came with one, but it was an EB.

If theres a diagram I need its the pinout for the 95 351 maf/f250 f5tf-12a650-aec RAN2 computer i have.

Conanski has advised that I use the injector, maf, and iat wiring from the 94 5.0 harness and add it into my original 92 harness and use the 95 f250 maf/5.8 computer. I had considered this before but dont wan't to start until I've sorted out the MAP/02 sensor questions.

 

Update on my MAF project, I got me a 95 5.8/e40d bronco pcm /ecu program code bio0.

Looking at my 95 bronco evtm i'm going to have to go back to the junkyard and harvest the DPFE (differential pressure feedback egr) system which uses no egr valve position sensor and has a separate sensor mounted by the throttle body. This is obviously a 95 CA bronco. One other thing I'm noticing is the lack of the secondary air injection bypass (AIRB, it does have AIRD) valve in the diagram for a CA 5.8 in both the ford evtm and haynes (but I am DONE taking haynes diagrams seriously).

I'm going back to the junkyard soon to grab the dpfe and newer style egr valve, see how the hoses going to the dpfe sensor are routed, check to see if it has an AIRB valve, and count the 02 sensors, all stuff I should have done.

Other than that I think I'm about ready to do this. Having gone pin by pin, i'm pretty sure I know which wires to take out, which to add, and which to swap to make my stock 92 5.0 harness work with this computer:
(This setup has no MAP/BAP sensor, or AIRB solenoid)

(wires to be run)
pin 14 to injector 8 -
13 to inj. 7 -
12 to inj. 6 -
15 to inj. 5 -
35 to inj. 4 -
39 to inj. 3 -
58 to inj. 1 -
59 to inj. 2-
9 to " Mass Air Flow Signal"
50 to "Mass Air Flow Sensor"
-----
(wires to be swapped)
move 28 to 18 (data link +)
move 9 to 19 (data link -)
move 12 to 42 (4x4 hi/lo indicator switch)
move 29 to 44 (02 sensor)
move 49 to 43 (02 sensor) (note: 92 shows one 02 sensor 95 CA 5.8 shows two)
move 11 to 34 (AIRD solenoid)
move 31 to 11 (EVAP CANP)
pins 27 and 26 route to DFPE sensor rather than EVP
-----
pins 28 ('92 Datalink +) ,29 ('92 02 sensor),45 (MAP on '92), 23, 5 not used

BTW, I found a CA 5.8/e40d bronco in another yard with an uncut harness, assh*le wanted $400 for it.

 

Looked closer and found the second 02 sensor at the junkyard in the passenger part of the y pipe! (doh) There never was an AIRB solenoid or a MAP sensor on the truck though. I got the dpfe sensor, and it has two hoses that connect to two small hardlines that are welded into the egr tube about 2 inches apart. I'm going to pick up the tube (one that isn't cracked from another junkyard).

What I've learned is that there are more differences than the way fuel injection system works when converting to MAF if you use a 1995 CA light duty (Under 8500 gvw) 5.8 pcm / ecu. The differential pressure feedback egr system is obviously very different in how it functions, so I can only assume that trying to hook up the old egr to the computer set up for the DPFE would result in MILs and driveability problems.

With all this crap properly installed and functioning I'm pretty sure I should pass smog.

 

Monkei, do you have headers or exh manifolds. The reason I ask is I'm planning on doing the same conversion on a 1990 (including looking for a BIO0 to put in it) and I have headers. The DPFE is the most concerning, since the EGR tube is simply connected to one of the cylinder exhaust tubes on my header, I hope there is enough pressure difference to feed through the DPFE. I wonder if the DPFE has the same resistance range and what not, so that the EGR Pos could be wired into the leads that feed the DPFE.
Sux to hear about the second O2 sens. I was afraid of that also. I need to find someone that will weld stainless to put a bung in for me. Crud.
Was there any difference in the CANP? For some reason I thought I saw a reference to the VMV being a different critter.
I found a reference to Pin 31 on the 1995 EEC being the TAB/AIRB. but, it's not there after all you say? How does that affect the actual bypass valve and the vacuum routing?

 

I couldn't be sure how well the DPFE system will work with headers but I plan on trying to use my longtubes after I add on the boss for the egr in the first passenger side primary. I know that the pinout is the same for DPFE and EVP sensors but I don't know about the resistance range for each.

Cost aside, I'm glad I'm going to have two 02 sensors, I believe that allows it to check each exhaust stream and make adjustments to fuel and timing for individual injectors and see the effect in the exhaust stream following that particular cylinder. I think there is a way to fool the computer by splicing one 02 sensor into two 02 harnesses sending the same signal to both ins, but I'm not positive if this works well or not.

Maybe someone could verify but I think CANP and VMV are the same, similar to how they renamed the thermactor stuff (TAD/AIRD TAB/AIRB). the lack of the AIRB valve means one less electrical and vacuum connection group near the coil.

The 95 diagrams I've got have no AIRB (was pin 31 on my 92), nothing run from pin 31. On the CA 1995 trucks, VMV is pin 11 (was AIRB, pin 31 on my 92), and AIRD goes to 34 (was pin 11 on 92).

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I had to bug the hardware engineers at my work, but I have the anwer to the DPFE/EVP question. The resistance measurement on the EVP is 5000 ohms from VREF to CPU pin and 100 ohms from CPU pin to Sig Rtn. Using the formula for variable resistors R1/(R1+R2) * V you wind up with a CPU pin voltage range of .098V to 4.90V. This is the same as the references that I found for the DPFE. That with the EECs neat knack of compensating based on samples that it takes means this can be used instead of putting in the DPFE that probably wouldn't work with my headers.
Sorry for the formula and all, but I just learned it, so I had to share.

I also read that project page where the guy put a 2 x O2 sensor EEC into a Bronco and then wired his single sensor into both EEC feeds. I wonder how that worked out for the guy. I guess the amount I'm quoted for the stainless welding will dictate whether I go for that jury rigging adventure.
What would all you expect to pay for welding an O2 bung onto a Stainless header?

About the AIRB, there are bigger concerns, at least for me. My smog pump pumps to the AIRB valve, it then routes to the AIRD and then to the Cylinder heads and CAT. Elementary so far, I know. Does the one device (AIRD) perform both functions? A three way solenoid so to speak? Seemingly that would make it bigger, it would need input from smog pump, Vent output (which is a whole separate 1/2 inch hose on mine), CAT output and finally Cylinder head output. Searching for a good pic of this combined part and can't seem to find one.
I wanted to route these hoses differently anyhow, but wanted to be prepared in case I can hardly find an intact example when I finally get to the yard this weekend.