I haven't picked up a computer yet. Still researching and want to make sure I get the right one. I didn't buy a complete harness, just an overlay. It's basically all the wires the speed density harness is missing and you just "overlay" it on top of what you have. I ordered it from RJM injection. Sounds like I need to get a newer EEC-5 harness end? Surely there is someone out there who has the direct "roadmap" on how to make this conversion happen. You wouldn't know where there is a Cali computer for sale would you? Or maybe a picture of the business end of one.....

Thanks

 

Yes the motor out of the 88 into the 86

 

Check my gallery for pics of a California 97 f250 with MAF. They are OBD2 EEC-V
104 pin ECM. 80mm mas air meter 24lb. injector. This truck has a E4OD trans. 97 was the only year that did not have air injection. The ECM number is FEZ3 and the calibration code on the door jamb
6-98Q
Leadmic

 

Leadmic has good info, I looked at his stuff a while ago. Thats the same pcm that I have. I picked it up on ebay, and havent seen another one since, but yo could always buy a rebuilt from one of the many aftermarket suppliers. As long as you have the full part # I would think they would be able to help. Does your harness include the extra wires for the other two O2 sensors used witht he eec V? I Like the RJM website, he has alot of info on there. He has all of the connectors/pigtails you will need for the pcm

Driller, I dont see why you couldnt put the efi engine into you older truck. You would just have ot transplant everything that makes the efi run. Besides the the fuel system you would have to transfer the wiring harness and all the sensors (the only ones not already mounted on the engine would bt the MAP and the heated O2 sensors) and the pcm. Get a Haynes manual for the '88-'97 F series fords. It has all of the trucks wiring diagrams showing pin outs and colors.

 

The overlay kit I have has the wires nesessary for an EEC-4 mass air conversion. Is it worth the trouble to go ahead and upgrade to the 5? If I'm goin' in, I might as well make it worth while! It seems the 4 will be an easier install. What are the benefits of installing the 5 vs the 4?

Thanks guys

 

I'm considering doing some of this stuff as well.

i don't know of an EEC-IV for MAF and E4OD that is already calibrated for a 460. You can find them for 5.0 (HOG0 or WAY1 or VEX1) and you can find them for the 5.8. For either of those you'd have to change over the internal tables and values for not only engine sizes, firing order, spark, but also transmission calibrations.

There's a lot more inside a FEZ3, and it is for a 460 with E4OD (although a later E4OD with the diode issue), but even if you make a harness for it, for it to work as intended it would want to read a 4 tooth VR wheel on the harmonic balancer, and it expects to control a different kind of EGR valve that the SD ECUs and the CANP solenoid is PWM instead of on/off.

I don't know how much difficulty there is in just wiring in a FEZ3 to an EEC-IV truck without all that other stuff.

Michael

 

Got to tell you man that on Ford ECM`s the injectors are programmed to the ECM not the MAF meter!! yes on Aftermarket maf`s that is how they work by tricking the ECM into thinking it has a different injector size but also it screws up the way the ECM reads the correct LOAD "VE" thus causing havoc with the fuel and spark tables. Do aftermarket Mafs work YES but its such a bull s--- way of doing it. Just use a Ford or SCT maf and get the proper tuner IE; quarterhorse tuner www.moates.net and change the injector size in the ECM. This can also be changed by a chip burn like SCT. If you peg the Maf 5v, then its time for a bigger maf sensor, if the injector duty cycle is exceeded then its time for bigger injectors
Just my .02 cents

BigLar

 

Larrylass, I jumped between forums and noticed some of your posts and seem to know your 'puters. For a basic speed density to mass air conversion what would be your plan of attack? There seems to be so many opinions/options out there its hard to sort out whats opinion or option. My reason for converting at this point is to increase mpg's and restore interest in my old truck (my wife love's this plan since the truck is paid for) in leau of shoping for a new ride. I'm looking for simplicity.

I have a buddy who is an NMRA racer and has tons of mustang "stuff" to play with.

Thoughts?

Thanks

 

Go to this post https://www.ford-trucks.com/forums/8...-think-16.html , scroll down until you find my posts on page 16 and follow the guys lead and what i said. I personally like the SN 94-95 ECM`s "CBAZA Strategy " because of the faster processor speeds and its what im used to tuning. If you have any questions feel free to ask. I have lot of experience tuning my drag car which was a 347 w/ nitrous so mistakes couldnt be made or KABOOM. I mostly tuned for Open loop operation "wide open throttle" but can tune for driveability "closed loop operation" too. there is a guy named Wes Radcliff that made tuning templates for the Quarterhorse-BE-EA software to aid in tuning for us newbies. lll find the website and send it to you. A template works by this example; Lets say you want to change to 36 lb injectors? Wes put in all the data for the 36 lb injector info and by adding this template to the BE software it does all the software changes to BE that would pertain to 36 lb injectors automatically for you. believe me thank god for Wes Radcliff, he made easy for us to understand our ECM`s

BigLar

 

Also i didnt have much luck with those mass-air guys co. poor customer service

 

Here you go this is a major slick system for SD to EFI conversion;
Mass-Flo EFI, Inc., Mass Air Fuel Injection Systems! Also heres those templates i was explaining to you;
Welcome - [tunexchange: More POWER to ya]. This along with this quarterhorse www.moates.net and BE and EA www.eecanalyzer.net and a good Wideband O2 sensor such as PLX thats the one i have and youll have the nicest EFI BBF around and the easiest to tune with out all the problems associated with ECM tuning. This site is the best for EFI tuning out there www.eectuning.org. There is alot of super knowledgeble guys on there that will help you out.

Now i must ask though for gas milage increases do you need to go Mass Air? im going thru the exact same thing right now and this is what im doing:

Im having my 460 rebuilt by a guy named Steve Brenner 'Hemifordman" if you do a search. Also i ordered a Hughes "fuel miser" 1200 stall convertor and a set of Doug Thorley long tubes and a magnaflow hi flow cat. The 460 will have a comp cam XE 256H-14 that is compatible w/ the SD ECM. Also had Speedpro hyper coated pistons and ARP bolts and main studs installed along with Balancing. purchased a Pioneer Balancer and Flex plate also. i should pick up 2-3 MPG better. Speed density is fine for those who dont want to make radical changes to thier vehicle but simple and COMPATIBLE changes. some of the other things im doing are POR 15 on the frame,rebuilding the front pump on the C-6, rebuilding the fuel system, replacing the Starter, Waterpump" Napa" and make sure all sensors are in good working order and replacing all vacumn hoses so there are NO vacumn leaks . My three goals are:
Reliability
Durability
Gas mileage

This is in a 1988 350 dually single cab w/ a 460 EFI motor-C6 Tranny-Sterling 10.25 rear w/ 3.55 gears. . Last thing ill do is Paint and bodywork.
I call the truck "The Bruiser" and it is!! your doing the right thing by keeping your truck and fixing it up. The last time i checked a F350 dually cost more than my first house!! ridiculous!!!! and there a POS on top of it

BigLar

 

I would assume that an increase in MPG's would be byproduct of converting to mass air. I eventually will need a rebuild (210k on the clock) and like the "tuneability" that mass air has to offer. I mentioned my mustang buddy and he's convinced me I'll be happy with strokin' to a 521. I'm a gear head at heart and can't seem leave well enough alone. "Tinkering" with my 94 keeps me off the new truck lot and constantly looking for something new to do to it. I really appreciate all the info so far. Now I just need to figure out which way to go.

With a 521 I just know I'm going to want to run it hard.

Thanks

 

With a 521 stroker and wanting to tinker all the time then definetly go mass air and the Quarterhorse tuner. The Quarterhorse basically replaced the Tweecer rt at about half the price and with Real time tuning.

Biglar

 

There is a real good write up on www.fordmuscle.com about converting a SD truck to mass air. fordmuscle requires a subscription though,bummer

BigLar

 

Perhaps you could cut and paste it in here?