Grabbed a rectangular 4 wire MAF connector & intake air plug at the junkyard today & then went off & left the second in the wheelbarrow.

Bill,

If a HOG0 is F4TF12A650 AAA, would a AAB be a HOG1?

I have a line on a AAB if my on-hand computer is no good.

 

Could someone ID this wiring assembly.

Just like to know what it does.

I've never run across the same setup on my truck & it looks important.

Can't find a compatible color match & I'm not 100% on color ID either.

 

Made some progress, streamlining the harness C101F out to engine.

Separated it into individual harnesses. The injector's harness will be the only thing on the intake.

I'm relocating coil to inner fender. EGR, Air, secondary air solenoids will be relocated to firewall.

Everything else goes across front

I've added all the necessary additional wires in a standalone parallel harness from 101 down to 185 & am ready to re-pin.

Built the meter & air temp harness to plug into the back of C101F.

I have pigtails made from spare pins to bring in all the additional power, data & grounds I need.

 

Looking good David! Nice work.

 

Just a quick up date and hearty thanks to Bill & Randy without whose help I could not have succeeded as wildly as I seem to have.

I buttoned up everything & turned the key and the pump cycled, it cranked, ran & idled under 1K.

It got a little wonky for a bit as it warmed, but after a couple key cycles it settled down.

The Aeromotive regulator shipped at 25#, but I set it easily at 36#.

It's a whole different animal, even sounds different.

Maybe a little down on WOT (only 1 banzai on-ramp run) but all around the engine seem more responsive to the pedal.

The trans program is all different.

2-3 shift is speed dependent now & I may have caught rubber 1-2.

After the trans rebuild, the 3-OD shift was always hard. Now it's firm except when WOT & it's hard.

Quick run of the codes without a full warm-up or drive yielded 116, 311 & 538.

All & all, I cannot be more pleased with the conversion and initial results.

 

Glad to see it is working out for you! Love the engine bay photo.

 

Thanks. My chapter bud Thomas will tell you I keep the engine cleaner than the rest of the truck.

Quick trip to the store a few minuets ago & the compressor is growling a bit, don't think it'll make the summer through.

Oh well. Got pretty lucky once. Can't have it all

 

It was ages ago, but there was a thread on here about eec swap and getting rubber on the 1-2 shift. I think it came down to the eec being from an ambulance, and the strategy being more aggressive to keep the clutches from slipping from all the abuse they would be subject to

 

Yeah, I remember that one.

This trans was upgraded to 95+ specs & has a trans go kit.

It has always gone bam-bam-bam, 1-2-3 shifts since I got all the other bugs worked out after install. (leaky caps & PSOM issue)

I mean it's a no screwing around trans, no dragging out shifts, but now it feels as if I can modulate it just a bit with the gas pedal more than before.

Maybe my imagination, but somehow I don't think all PCMs have the same shift programing.

 

You are correct

 

To start a wrap up we have; a 94 SD 5.8 E4OD conversion to Mass Air with 100% salvage yard parts.

$60 bucks, note date:



This harness and another one + an additional C101 out to intake, for about $70



$34 rebuilt PCM from the following donor:





The harnesses gave up complete wires & pins for the correct color codes.

I created a "along side" or paralleling harness from 101 to 185 for the additional injectors & plugged them into open spaces in C-101

I created a stand alone harness from the air temp sensor & the mass air sensor with home runs to 185.

I picked up red, black & grey/red signal return for the mass air by "T"ing in to the harness at C-101 by soldering up some donor pins & plugs & covering with heat shrink.

I used a print out of post #20 as my check list & marked the repinned wires with a black sharpy to indicate it had been relocated.

I also marked the perimeter of 185 with pin numbers just to keep up.

I did not break off the outer cover, but gently & slowly drilled out the places for the new wires.

The return orange leg from the 02 sensor is "T"ed into the Grey/Red signal return line with a T patch cord made up from spare parts as well.

I have a line drawing & notes of the differences between all the C-101 players involved.

There are many color difference not shown in any of the documentation in relation to the 5.8 harness

Hope this helps some body along the way.

 

A few other items, moved the coil over to the fenderwell:



I wanted to get the solenoids off the top of the engine & I still have functional EGR, so picked up a spare bracket & flattened it:



To mount it, I pulled two of the gas pedal hold down bolts & installed some longer ones (They are Ford metric)



Prior to running the plugs behind booster:

 

Digging this thread up just because I was researching what all was involved with a MAF conversion. It doesn't really seem feasible with my experience level, but...

Did you ever have any issues with mounting your coil and solenoids there?

 

No problems at all so far.

 

thanks for the link to this thread.