EECTuning.org

teal95

On current ECUs downstream fuel trims are used to slightly offset the average voltage goal for the upstream O2 sensors. I'm not sure when this started. But we catch the issue when the downstream O2 sensors get crossed and plugged into the wrong sides.

teal95

It might be time to take the EEC out, take it apart and inspect the capacitors.

teal95

It's not so much that it doesn't open as that it's very inconsistent. One time it might not open and the next time it might be open for 0.2 msec.

teal95

If the GT didn't have knock sensors (or had less than the 4 the Cobra had) the EEC won't have the hardware to drive them. And the pins seems to be assigned as they are required, not hard coded so the fact that the Cobra had more i/o than the GT makes some of the pin assignments change.

teal95

The clutch position sensor is usually wired directly in the starter circuit (ignition switch, through the clutch switch and to the starter solenoid). So the ECU doesn't have any knowledge of the clutch position switch.

steve

teal95

I'm not sure on the terminology but the last of the Mustang 2.3 were DPDIS and I would prefer to swap to that ignition system anyways as the turbo engines are hard on the ignition system. (I've already done one engine with putting in a crank sensor, but haven't run it yet.) With much of the underhoo...

teal95

I've got an 84 SVO that has wiring issues that I'm going to upgrade. (Whatever Ford used for wiring insulation in 84 can't take underhood heat and is falling off the wiring.) Being as it's one of the first EFI vehicles for Ford it has a lot of external control boxes that were later integrated into t...

teal95

Going back a few steps M0M2 should have OBD-I which would be an output datastream from the EEC.

steve

teal95

I've used an NGS in the past to datalog my 95 Mustang GT.

I believe the 91+ Mustang 2.3 (DPDIS) had OBD-I and can be datalogged also.

steve

teal95

Job change, back in the Detroit area. Now calibrating OBD. Yes, I'm the guy that makes the check engine light come on.

steve

teal95

I believe it's as simple as writing the tune in with CalEdit, then opening BE and reading the twEECer.

steve

teal95

My understanding is that the VAM is maxed by around 3k rpm (or nearly so) so it goes OL at that point and just runs rich. The only validation I have of this is the time I was out west with the higher speed limits my fuel economy dropped off a cliff. At 70 the car would get 30 mpg. Running 75 it was ...

teal95

Realize that important sections that get used frequently (like interpolations) probably got written directly in assembly by the programmers as any efficiency they could gain gets multiplied many times as this chunk of code gets used so often. It doesn't surprise me that some of the stuff that was pa...

teal95

Awesome. I had been researching doing this on my 95 Mustang GT (CBAZA) as I had them in my Thunderbird TC and found them to be fairly accurate. IIRC we knew the software was there but figured that there probably weren't any output that had drivers hooked to them as Ford typically didn't put things i...

teal95

Nice to see another nutcase here. We're running a 1987 Mustang that was an ITB car in SCCA in a previous life. It now has a 2.3t in it. We've did 3 races with it last year (NJMP, Summit Point and VIR 24). We go to Monticello next weekend.

steve

teal95

I believe that they are all the same, but I could be wrong. It would seem to me that there would be at least a couple different flow rates. I wouldn't use the same one on a 1.9l that I would on a 7.5

steve

teal95

If you look at the data a little closer you can get away without a knock sensor but you are pushing your luck. Methodology: Do your runs like you already did. The difference is in the analysis. You are going to compare the data not from over the whole run, but breaking it into blocks of 1000 or even...

teal95

They were legally required to have 1/3 of their fleet be OBD-II in '94, 2/3 in '95 and everything in '96. Hence why the '94 Mustang V6 were OBD-II but the GTs didn't go OBD-II until the 4.6 in '96. There is no datastream until OBD-I so you aren't going to manage to get data out of anything before ~'...

teal95

94 and 95 were change over years. In 94 the OEMs were required to have 1/3 of their cars be OBDII, 2/3 in 95 and everything in 96. The V6 Mustangs went OBDII in '94 but the V8 didn't until the 4.6 in 96. So the CBAZA are all EEC-IV and 60 pins.

steve

teal95

The Jag V12s used 2 PCMs, one for each side. IIRC the early Ford diesel trucks used the Navistar/International controller to run the engine and an EEC to run the trans.

steve

teal95

The reason there was only 2000 of them: What management idiot thought "Let's make the manual trans only available with the V6"? Who's going to buy the manual? The enthusiast. What enthusiast is going to buy the V6?

steve

teal95

I could be very wrong but the MAF only needs 12V and ground. IIRC there is a signal ground that is separate from the power ground. IIRC when you first turn the ignition on the 12v is applied to the sensor wire in the MAF to burn off anything that might have gotten on it. That's why it has 12v to it ...

teal95

Meth is really useful if you have any concerns about it freezing. Ice breaks stuff.

steve

teal95

The gear reduction started going in the cars ~'92 IIRC. I know my '93 notch has one.

steve

teal95

Some idiot didn't plug the vacuum port when they removed the A4LD. I can't believe I didn't hear it the first 15 times I went hunting.

steve

teal95

CGG2 1997 Escort 2.0 manual trans hardware MLT-212 strat GWAG5
J2W1 1993 Escort 1.9 manual trans

I don't seem to have a bin of the TA with me (and the cars are 600 miles away).

steve

teal95

The circuitry inside the ECU might be different such that it won't work correctly. Things like pull up resistors can screw you up. ie the 2.3t guys converting to MAF while keeping the 2.3t ECU have issues in that the ACT that's part of the VAM has a different resistance range than the standard Ford ...

teal95

What binary vintage would you like? I have several from the early 2.3t engines (TA, P series and L series) and range up to the last of the 5.0 in the Explorer with a few 4.6 EECs in the mix (for coil on plug). The TA would be very basic ('83 & '84) the P are the next gen (late '84 through '89) and t...

teal95

I don't think it's the EEC, but I'll try that tomorrow (I have a spare in the trunk). I can't upgrade the EEC without changing the low impedance injectors. And I'm pretty sure it's a mechanical issue, I just can't figure it out.

steve

teal95

I'll take a peek but you have to remember the L series is pretty primitive. I don't believe it has a DSDRPM, it doesn't control idle the way the newer stuff does. It only has a desired airflow. Spark is fixed at 25 during idle (it's not using spark to fine tune speed). And I haven't changed any of t...

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