yes i know i can't believe the lack of support (badly needed support) for this issue. hell holley will sell you any damn kit imaginable to shave half-second off a stupid chevy 350, but they see no need for a simple plug-and-play tbi or simplified mass-air getup for us speed density/batch fire guys? i guess millions of f-series/bronco's sold since '86 isn't enough. makes me sick. i just wanna rip the whole damn powertrain out of my 92 bronco not even bother removing the bolts first. go with an early windsor/c4/208 or something and screw the emissions. my '66 f150 has a plain-jane 351w (1973) and an e4od (1984) and it runs so much better (and i mean way better) than the efi's. no wonder toyota is gaining so hard, i'm sure others must be sick-and-tired as me. where's the damn tylenol

 

Converting to mass air isn't really that difficult and it doesn't require a $1500 kit either. For those that want to put in a little effort, all the necessary parts can be sourced (new or junkyard) from f-series.

You need an injector harness - buy or make.
You need an EEC that fits your engine/tranny combo
You need a MAF and associated wiring - buy or make the wiring.

If you want to open yourself to the better aftermarket support, specifically with tuning software (or devices) do some extra wiring and convert your SD truck to the 89-93 Mustang mass air EEC system - again, it's not very difficult.

And there are other, more complicated/interesting choices. If you can read schematics and have fair to good wiring skills, you can convert your truck to other brands of EFI as well. Parts are parts. Just requires a bit more research. I helped a friend convert his 80-something Bronco to run corvette EFI, using coil-near-plug. It works really, really well. Even better than the newish Ford EDIS. I've done EDIS conversions for older engines as well.

I don't get why so many people have such driveability problems with Ford SD systems. When things aren't quite right you troubleshoot the problem and fix it. Just like any other problem a vehicle might have.

When you hear clunking don't you look for bad u-joints? When you hear scraping when stopping don't you inspect the brakes?

When you truck stumbles you look at sensors, vaccum, etc. Instead of using a large wrench you use a voltmeter.

 

The only thing that has been deterring me is the fact there isn't a plug and play harness available anymore. I've never been into electrical that much and changing wires around kinda worries me.

 

Just chiming in, mind you...

I've been restricted from my Junk-yarding by the boss, er... wife till a few home projects are completed so I haven't been able to nail the harness's I wanted to play with. I'm capable of doing the rewire down to the pin level since I used to work on the same style control harnesses with a lot more pins than an EEK 4 or 5. I've been considering cutting down a 96 5.8/E4 harness that I have access to & putting an EEK 4 connector on the PCM end so I can use a matched set of 96/5.8 injectors with the 76mm meter I have without adaptors. Any thoughts?

While I'm waiting perhaps someone with a greater knowledge base than I, (Frederic, Bill K ?) could elaborate on E4OD controls & theory of operation & the differrences between years. For instance that extra wire that EEC5-E4ODs use over the earlier models that are EEC4s.

And by the by... Has anyone here bought anything lately from fordfuelinjection.com/RMJ?

 

Not necessary. If your truck is a 92-96 F-Series or Bronco, the article below will walk you through the process to reprogram your PSOM to your exact tire size.

https://www.ford-trucks.com/article/...ND_BRONCO.html

Cheers
Mike

 

Neither do I.

Yes. Yes.

Yes.

But, whats that got to do with converting to a mass air flow system???

Please don't post off topic like that.

 

He responded to a statement regarding SD operation in relation to mass air. Simply as an aside remark. I would suggest not being so picky, since it can boomerang and lord knows you've dragged enough threads way off topic .....

Frederic's credentials as far as helping & creativeness are without compare.

 

Frederic, you make it sound so easy.

But I can tell you from experience that it isnt just a matter of going to the junkyard, grabbing stuff from the right vehicle and making it work.

I only knew what to do with swapping injector wires because of the forums, and i still haven't been able to get much more info on the trans harnes connector differences between in a 92 and 94 e40d. I'm trying to determine what the four discrepant pinouts are for (sensors, solenoids, etc) and what the extra wire is for on the 94 trannys.

found this comment interesting:"perhaps someone with a greater knowledge base than I could elaborate on E4OD controls & theory of operation & the differrences between years. For instance that extra wire that EEC5-E4ODs use over the earlier models that are EEC4s"

I thought only the 106 pin ecu were the eec-Vs and were only on 96's??

I took all my donor parts (computer, TFI, harness, dist) from a CA emissions 94 5.0 bronco with the e40d. I was pretty sure it was eec-iv, the computer and harness connection looks identical to my old. Notable differences were the MAF system extras, lack of MAP, auto locking hubs and 4wabs. My truck is a 92 e40d 5.0 Bronco from AZ and apparently in those 2 years enough changed in the tranny controls routing that it seems like the tranny is running in a failure mode strategy.

Mr. M, does that PSOM reprogram work for tires and gears like other calibrators?

 

Whats that got to do with frederic posting off topic??

 

FTE has moderators that deal with people who derail topics. You do your job & they'll do theirs.

 

True....but why the comment?

You could at least be more specific as to who you are talking to when you say "YOU" or quote someone so that the readers of your post will know what the heck you are talking about.

 

I thought it was clear... I was talking to you.

 

Nothing about what you said was clear considering that you did not quote nor did you use any names. You left much up to the imagination.

So, let me get this strait as I still do not understand 100% what you are trying to get across, but I think I have an idea. Are you saying that I should not comment on frederic's blatent off topic posting because there are moderators to regulate these kinds of things?

 

c'mon clown let's not start. i envy frederic's brain. i wish'd i had it. right now monkei's questions are rivetting. i hope he gets some satisfaction here cause i also have a 92 5.0/e4od/borg warner and a motorsport mass-air conversion still in the box waiting to go on as soon as i figure how to hook up the tranny. i wondered if the stock computer (to shift the e4od) can run side by side with the motorsport computer to run the engine.

 

Eco, If you want to make a huge stink about my slightly off-topic post you're more than welcome to complain to the moderators of this forum as well as FTE management old and new.

You've personally ruined more threads with your typical 5-10 "off-topic" rants about other people, so before you ruin more threads why don't you set an example with your own behavior before calling the kettle black.

Now onto Monkei's comments.

I guess "Easy" is a relative term. Maybe I'm more comfortable with this stuff than others.

That's more or less how I do it. For example, if you have a 5.8L F-truck and an E40D and you want mass air, and a distributor, you need a 94 Lightning EEC-IV that drives the E40D and the corresponding trans control module. Any parts store can cross reference the one you want. I believe the program code is "BIO0" for the EEC but please don't quote me. That's off the top of my head not out of my Mitchell books.

Then you have to rewiring the injector harness, replacing it with a junkyard one or making a new one is easiest - and move a few pins around on the EEC connector to get all eight injectors correct.

Add a MAF and the corresponding wiring for that, and then disconnect the hose from the MAP sensor to the vacuum tree on your intake and leave it "floating" so it can measure ambient pressure instead of intake pressure.

I've heard this as well though the only E40D work I've done was with cars and if I recall correctly they all had nine wires. I've heared the F-trucks of 94/95 have nine wires and the other year f-trucks have eight. According to my Mitchell Manuals for all the years 90-97 where an F-truck had an E40D, they have nine wires in the corresponding diagram.

So I can't answer your question specifically but what I can offer as a consolation prize is the wiring functions, pins, and color codes for the 94 E40D right from the book. I did notice that these seemed to change slightly from year to year. Maybe this list will help you out somehow?

94 F-series E40D

11 - wht/yel - Pressure Control Solenoid
12 - wht/red - Pressure Control Solenoid
1 - red - power from EEC Relay
2 - org/yel - #1 shift solenoid
3 - ppl/org - #2 shift solenoid
4 - ppl/yel - torque converter clutch solenoid
5 - brn/org - coast clutch solenoid
7 - org/blk - trans oil temp sensor (pin #49, TFI, on powertrain control module)
8 - gry/red - trans oil temp sensor (sensor/signal ground at EEC)

I can't respond to that question directly but I do know that the later the year, the faster the actuation of the electric solenoids occur across the board - cars and trucks. On certain vehicles the trans controller no longer "insists" on going up or down gear by gear to get where it needs to be. My Crown Vic is like this - cruise at 65 in OD and mash the pedal to the floor, the car will nearly immediately shift from OD to 2nd and the rpms will fly. If I then back off the throttle significantly, it will shift from 2nd into OD again skipping 3rd. I can do the same when it's in 3rd and hasn't shifted to OD yet - mash the pedal and it will shift into 2nd or 1st depending where the RPMs are at the time and how close to the 3rd-OD shift point I was. Hard to do because if you're gentle with this particular Crown Vic it gets into overdrive very quickly. I have been told the later year F-series shift the E40D's the same way - just not as aggressively upwards because of the extra weight of the vehicle as compared to a CV.

Except in California, Massachussets and Connecticut where some F-trucks were EEC-IV's to comply with stricter emissions standards.

According to my Mitchel diagrams what you leeched should be an EEC-IV, mass air, distributor system.