A2Z 5.8 Bronco, F-x50 E-x50 SD-Bank

Wouldn't his need or have the "E4OD" after it? As in <b>A2Z 5.8 Bronco, F-x50 E-x50 SD-Bank/E4OD</b> being as his truck has that transmission. That is if it came from the factory with it and it was not installed by someone after the fact.

And 92will, what is the letter designation of the replacement computer they gave you?

 

NO it would be just A2Z.
But I do not know if that is the code of the replacement or the one that burned up.
If he could post the calibration code for his truck I could give him a part number that would correspond to the program code the truck should have had from the factory.

 

subford, did we tell you how much we missed you?

keep up the good work.

 

If you unplug all the sensors and all the actuators and computer, can you check each pin at the computer connector for continuity to the chassis/engine ground? That would hopefully show if there is a wire or group of wires that has rubbed through to ground and is messing up things.

Also, if the computer is from a similar year and is for the same engine/transmission combo, it should be fine regardless of whether or not the catch code is the same. For example, on the mustangs, the common A9L is interchangeable with the A3M1, and others. The differences are not going to be enough to keep the engine from running properly.

 

The original ecu was "A2Z". The new one does not have these numbers. It has a sticker over the original sticker and only has to rows of numbers. Several junk yards and the place I bought this ecu told me the "A2Z" number did not matter at all. They were only interested in the original "F2TF-12A650-CA G" number. The place I bought this new one also asked about this number "SD48B". I continually asked about the "A2Z" and they said that did not matter.

I will try to get the numbers off of the new one, to see if they make any sense.

 

How many post do you have to make to get the PM thing to work again?
Without the PM a lot of shy poster will not ask questions.

 

True but without the code how do you know what engine/transmission combo and type of model it came out of unless it had the same prefix and postfix part of the part number on it?

Or how do you know if it was the one that came with the truck you took it out of. It could have came from a car and some body tried it and it was still bad so the truck wound up in the salvage yard.

Also you would need a chart to match program codes to engine/transmission combos to see if one code would work close enough for another.
Also it will never run 100% the way Ford meant it to without the truck running the same program code. As there would be something different in the tables.

If you go to any Ford Dealer unless you have the right part number off the one that came with the tuck they can not help you get the right one unless you give them the calibration code off the truck.

 

When I contacted the auto computer exchange people, I gave them the information from the computer. They did ask about engine size and transmission but ultimately it was the code on the computer they wanted. So it does not matter whether I originally had the right computer or not, it ran fine before.

If it ran correctly when the original computer burnt up, and did not run correctly now, then I would suspect a problem with the new computer more easily. But I was having this problem with it jerking into gear and stalling for at least 3 months before the computer burnt up. I do have to say, I was at least able to drive it before. But it was aggravating. The way it runs now is not drivable because of the transmission slipping and shifting very erratically.

I would like to know more about the code 998 and 122 together. I would like to know it that means that there is definately a problem with the tps or if I just keep getting that code randomly for some reason. I don't want to spend a lot of time and money getting the tranny checked out and all the wiring took loose or sending back this rebuilt computer if it is trying to tell me that the problem is with the tps or wiring.

 

You said you are getting the 998 while running the Key On Engine Running Test.

The Ford Shop Manual says this about Code 998:

Application:
All
Key On Engine Off:
«TC10»
Key On Engine Running:
Refer to these EEC-IV DTC Charts for direction to diagnose the Continuous DTC received during Key On Engine Off Self-Test.
Continuous Memory:
Refer to these EEC-IV DTC Charts for direction to diagnose the Continuous DTC received during Key On Engine Off Self-Test.

I do not know what they mean by what they said above.
All I know is that other posters have said that when they got the 998 the Ford Dealers shop said they needed a new computer and when they replaced it, it fixed the problem.

 

Here's a silly question and maybe it's already been asked and answered but I don't have time to read all pages. When you put in a new computer, did it come already attached to the heat sink? If not and you had to use your old heat sink, did you apply the contact paste between the chip and the sink? Without it that baby will overheat and fry.

When you remove the computer from the sink there will be a thin layer of some whitish grease between them. That has to be there.

 

We are talking about the main PCM Computer not the Ignition Control Module.

 

I'm talking about the computer mounted on the inner drivers side fenderwell. I thought that was the main computer.

 

The main computer is located on the driver's side firewall down low.

 

I have been looking around at other threads under e4od and several people say the EPC (electronic pressure control) solenoid can go bad and cause the torque converter to slip which makes the computer give full pressure and cause the tranny to change gears real hard. What do you think about that?

When I run a key on engine off after disconnecting the battery cable and not warming up the engine at all, I got a 122 (tps voltage too low) and a 512 (keep alive memory test failure). Now the 122 gets me confused if the problem is with the tranny.

If this is a possibility, what and where is the EPC? Can it be replaced diy or does it need to be taken to a tranny shop? If so, could I drive it or have it towed?

Thanks for all the help you all have provided.

 

The EPC solenoid is part of the solenoid pack and is replaceable as a unit with the pan removed.

I would like to add it sounds like the EPC is doing exactly as designed to, I think you need to find out why it has the need to do so.

If the computer doesn't know how much gas you're giving it at any given point it could hold a shift to long then slam the next gear when it suddenly figures it out.
Find out what the problem is with the TPS.