Do i have to use A9L EEC fuel pump controls? I have a Jeep Wagoneer which i transplanted a Ford 460 into. I have 2/3 of the wiring done to get it running on the A9l and fuel injection Including a TWEECER RT. I got a custom intake welded with fuel bungs fuel rails and have a wideband O2 custom throttle body etc. It is running on a carburator as a temporary setup until i can finish the fuel injection and install my tfi distributor and and throttle body. I wired up a fuel fuel pump and electric fan already before installing the A9L. I am using an aeromotive bypass regulator that works with a carb and you can switch the spring and it will up the pressure for fuel injection.

Question #1 ??? I already have wired the pump without the EEC being involved. Will it mess the computer up if i simply ignore fuel pump associated wiring and the relay that the computer is controlling.

Question #2 ? I am cofused as to exactly which pins need to have power and grounds going to them to get the EEC working correctly. I do have schematics from reallyuseful.com but would love the advice of somebody who has swapped an A9L into a vehicle that began carburated to know exactly how things were wired. It looks as though many of the hot wires run a loop to power several sensors, can i just splice into anything on the loop? Will this in effect provide the power connection i need for all associated components on the loop?

Question #3 I am not using any smog related equipment ie no tab tad egr don't have a cat and i understand i can turn these things off using the tweecer... is it fine to simply remove all the wiring associated with these sensors or are there some that rely on them to "complete" the loop with power for other essential sensors like maf tps etc.

Question #4 I am running a manual transmission but do not have provisoiins for VSS (Speed sensor) Is this going to be a problem? If so what setting will i want to change in the TWEECER to minimize issues?




Help appreciated!

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Big Block 460, A9L EEC, Tweecer, AEM Wideband, Red Top 36# Injectors, PRO-M 80mm MAF calibrated for 42#, 39-40 PSI fuel pressure, Flat Top Pistons, DOVE C 429 Heads, Eddlebrock Performer Intake W welded injector bungs, Professial Products Throttle body, Extreme Velocity Carb hat, Lots of custom fabrication work and adapters Succesfully running a CNG BI-fuel Conversion 1988 Jeep Wagoneer

Do a goodle search for ism-12071-c302. It gives a great break down of how to wire the system. It is to big to attach here but might be here somewhere.
You could wire the fuel pump independently but it is better to let the computer control it. Not sure what you are doing with the jeep, sounds cool, but in an roll or incident without the computer controlling the pump it will stay running and I have seen a couple rigs burn because of it.

If you have a right up of the build I would like to see it. Not to many jeep guys with fords.

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347, 10:1 forged, lightning Maf, 75mm thorttle body, BBK SSI, AFR 185, Shortys, 36 lb inj, A9P, Silver Fox AOD, EA BE and QH MTX-L

That is good advice i am aware of this being a potential problem and do have the idea of getting a safety inertia switch installed but am so close to having everything done but a limited number of hours to spend as of late working on it. I want it running and afterwards plan on tackling that one.

I do have a write up of my build however i havn't had time to update in the last four months. So i have made some good progress since my last post. Go to http://www.ifsja.org (International Full Size Jeep Association) and search for a thread titled Big Block Ford 460 Wagoneer Build Thread here is the url http://www.ifsja.org/forums/vb/showthread.php?t=148194 I will post some new pictures showing where i mounted the ecu and other wiring i have done thus far but it might take a day or two.

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Big Block 460, A9L EEC, Tweecer, AEM Wideband, Red Top 36# Injectors, PRO-M 80mm MAF calibrated for 42#, 39-40 PSI fuel pressure, Flat Top Pistons, DOVE C 429 Heads, Eddlebrock Performer Intake W welded injector bungs, Professial Products Throttle body, Extreme Velocity Carb hat, Lots of custom fabrication work and adapters Succesfully running a CNG BI-fuel Conversion 1988 Jeep Wagoneer

PS thanks for the link the manual is just what i was looking for!

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Big Block 460, A9L EEC, Tweecer, AEM Wideband, Red Top 36# Injectors, PRO-M 80mm MAF calibrated for 42#, 39-40 PSI fuel pressure, Flat Top Pistons, DOVE C 429 Heads, Eddlebrock Performer Intake W welded injector bungs, Professial Products Throttle body, Extreme Velocity Carb hat, Lots of custom fabrication work and adapters Succesfully running a CNG BI-fuel Conversion 1988 Jeep Wagoneer

probably 15% of the members on this forum have done the same thing you are doing, its basic, you can disable anything you want, you want have any issues that i can think of

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http://www.efidynotuning.com/ford/

That is good to hear. I do eventually want to use the ECU to control my fuel pump but right now this is my only vehicle and daily driver and i want to be able to reinstall the carburator on short notice should things not go as planned. I planned my fuel pressure regulator the same way where all i have to do is change out the spring in the aeromotive regulator to go from low to high psi. Then when i get it running good i will switch the fuel pump controlls over to the ecu. Thanks again for your reply! PS i did update my Jeep Wagoneer build if anyone is interested to see. http://www.ifsja.org/forums/vb/showthread.php?t=148194

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Big Block 460, A9L EEC, Tweecer, AEM Wideband, Red Top 36# Injectors, PRO-M 80mm MAF calibrated for 42#, 39-40 PSI fuel pressure, Flat Top Pistons, DOVE C 429 Heads, Eddlebrock Performer Intake W welded injector bungs, Professial Products Throttle body, Extreme Velocity Carb hat, Lots of custom fabrication work and adapters Succesfully running a CNG BI-fuel Conversion 1988 Jeep Wagoneer