I am putting an E4OD behind a 302 carb motor. I'm using an EEC-IV controller from an early diesel. I am suppling the VSS(Speed Sensor), MAP, TPS(Throttle Position Sensor), and RPM.

It starts in first gear, then it will shift to second, but doesn't go into third or OD. If I give it a lot of throttle in second, it will downshift.

The VSS and MAP are Ford sensors. The TPS is from a Jeep and is connected to the carb by a cable. The RPM is from a custom programmed microcontroller to convert the tach signal from the coil to the Diesel Pump signal.

I can control the shift points by reprogramming the conversion ratio between the Tach and Pump signals.

I do get an Error Code that indicates the TPS is too low or too high.

What would cause an E4OD not to shift to third gear or OD?

 

When you run self test you need to hold the accelerator on the floor or you will get a TPS code.

You need to see what data the EEC-IV is seeing. Some scan tools can read that info. I suspect one or more of your signals are not exactly what the EEC-IV is expecting.

 

Yeah, I think you are mixing too many different technology components not normally meant to work together.

A carbed gasoline engine with EEC IV controller, from a DIESEL?? AN E4OD that I am almost sure never was meant to work with a carb? A TPS from a Jeep, jury rigged to a carb?

You are probably getting a lot of mixed or wrong or missing signals in this combo.

But I KNOW NOTHING about this combo so can't help other than speculating that too much is not matching up. This sounds like a job for someone who understands a lot about the programming and electrical requirements of the controller and tranny. Not me.

Good Luck,

Jim Henderson

 

Why did you use a Jeep TPS instead of the Ford IDI diesel FIPL sensor? Maybe ohm out the same?
Anyway you should have 0.9v at it at idle and 4.0v at WOT if that helps.

 

The early diesel used an EEC-IV trans controller that controls the trans, but did not have anything to do with the motor. The trans controller doesn't know what engine is turning the flywheel.

I used a Jeep TPS because it has a spring loaded arm that rotates the pot. I have a cable from the carb linkage to the arm on the jeep TPS. I feed the TPS with 5 Volts from the computer. One problem may be the 0.9V.

I have a set of Rotunda test cables for hooking up an EEC-IV to a tester. These consist of 2 sets of 60 pin male and female connectors. I plan to cut the wires in one set, and put spade lugs on each of the 120 wires. Then I'll connect all of the wires to 6 - 10 position terminal strips. This will become a breakout box for the EEC-IV.

I'll jack the rear wheels of the truck off the ground, and run the motor, while I look at all the signals to the trans controller with an oscilloscope. I should be able to find and problems with the signals.

I do have one question about the +/- RPM signals from the diesel fuel pump. I am using a differential driver to generate those signals. It puts out a digital signal approximatley 0 to 5 volts on both + and - lines.

Is the RPM signal a differential digital signal or is it an Alternating voltage going from + to - and back.

Is there anything that I can look at on-line that shows that signal?

 

Seems it would be worlds easier to just use a controller from Baumann. They make a controller that will allow you to hook up an E4OD to a carbed setup. They even sell the harness.
Rather then piecing parts from multiple vehicles and manufactures you just more or less plug and play. Once you purchase the unit you can download shift profiles and tuning software. Really a complete solution for less then $700.00.

 

I paid $350.00 for the truck.

 

The tach on the IDI diesel does not get a signal from anything on the injector pump itself. There is a magnetic pickup screwed down into the top of the timing cover (injector pump mounts horizontally into this cover) and it uses the injector pump drive gear as a tone ring. I would assume the pulses are either square or sine wave. I would also assume that the voltage is tiny but I don`t know.

 

Thanks. I know that the fuel pump puts out 105 pulses per revolution, and the drive gear is a 1:2 ratio of the crank revolutions. I put out 0 to 5 volt pulses on both the + and - RPM lines.

I need to find out exactly what the diesel fuel pump puts out.

 

Unfortunately I can`t be exact but there are about 140 teeth (I think) on the injector pump drive gear so 140 pulses per revolution of the injector pump or 70 pulses per crankshaft revolution.
Pretty sure there is a pic of the drive gear here somewhere but couldn`t find it to count the teeth.

 

I am working on a similar issue ,just wondering if you ever figured this thing out? The signal from the rpm sensor is a sine wave. I am building a circuit that generates that signal using the primary coil trigger signal . I believe the controller is looking at pulses per rev not a voltage signal.

 

The controller is looking for a 5 Volt differential signal. I used a RS422 type driver to generate that signal. My truck does shift correctly, but not all the time.

I attribute the problems to the ringing from the coil causing extra pulses on occasion. The extra pulses screw up the counter and the trans will shift at the wrong time.

I need to use a better filter on the coil input signal. I have a schematic for one that is used for a Digital Tach, but have not implemented it.

My truck is only used occasionally, and it does shift right most of the time. Remember the ratio of coil pulses to pump pulses is 8/105. That means you have to multiply the number of coil pulses by 13.125 to get the right number of pump pulses.

I used a phase dividing algorithm in an embedded controller to acomplish it.

 

So what you are telling me is the controller is looking for a variable voltage produced by the original variable reluctor sensor and not the actual number of pulses as in a frequency counter. The injector pump drive gear actually has 106 teeth and yes it turns at half speed of the crankshaft.
The circuit i was going to build was a frequency to voltage converter and then a voltage controlled oscillator to generate a variable sine wave signal. But the amplitude is the same at all frequencies. I am not an engineer but I do quite a bit about electronics. I have taken 3 different diesel controllers apart and i know 2 are a bit different. One has some harris chips in it that do not cross over to anything , however I did find some info in another language on another forum that id`d the parts. a shematic of this box would be wonderful.

 

I'm planning to build my own controller this coming winter, and eliminating the Diesel unit.

 

Well if i don`t need to worry about frequency output of this converter but the voltage output. I should be able to use a simple oscillator with variable amplitude output + and - . That should give the differential it needs. And as far as the input from the ignition coil primary a lpf and a schmitt trigger should do the trick. I am actually going to try an optocoupler with a schmitt trigger output and see what that gives me.