[vristang]

Is there a complete list of ecu catch codes for this strategy?
What year Lincolns were these used in?
Anyone have a wiring diagram?


I'm considering converting to this in order to get EDIS working on my 2.3 4-cyl Mustang, since the CBAZA Strategy does not support EDIS (no SAPW calculation code).

Any info would be appreciated,
jason

[Darkstar]

Jason,
Looks like we're still going to be partners in this. I think you have picked the right strategy, in fact, my '70 5.0 Bronco is already running under CZAJL, there are NO uinsurmountable issues. As you probably already know, the CZAJL pinout is VERY similar to that of CBAZA. In fact, I already had a CZAJL box (DZA1) ready to go in my Mustang when I joined your other thread, but I was hoping to save some time by twEECing the J4J1. The news that the CBAZA strategy doesn't support the timing subroutine for EDIS, along with a look inside my J4J1 (the cleanest, most empty EEC box I've ever seen) pretty much put the nails in the coffin on that one. So this last week the CZAJL went in the car and I'm almost done installing the VCRM (replaces the CCRM with these PCMs), there is still some wiring to do with this swap.

You are looking for Lincoln MkVIII processors W3Z2 (93), Z4H0 (94) or DZA1 (95). Get the VCRM (relay box) with it, the proper "catch code" label for that is VS (if it has any other code on the paper label on the back side just leave it, you now know why the car is in the salvage yard). The VCRM is located in front of the radiator on the 93 to 95 MkVIII. Later Marks use an even more complex EECV, so stay away from those too. Low miles is good with VCRMs, they are a weak link, suffering mostly from relay failure. They also contain a bunch of power transistors to make the variable speed fan and fuel pump work, and MUST be mounted in front of the radiator to get lots of cooling air. I have been paying about $30 for PCMs and $10 to $20 for VCRMs in the salvage yards. I don't have a single sheet wiring diagram, but can advise as you go. Happy hunting.
Dave

[sailorbob]

Other 'catch' codes; M4X0, W3Z3, X3L2, X3L3

[vristang]

Am I reading the hardware code correctly; SMD-218?

I've found mention of a W3Z5, with the same hardware code as well...

[sailorbob]

SMD-218 is correct for some of the CZAJL ecu's, not sure if all use this hardware.

[POPSRACING]

DZA1
M4X0
W3Z3
X3L2
Z4H0

[vristang]

Thanks for the response guys.

Just back from the j/y... found a W3Z3.
The '93 MkVIII no longer had the CVRM though, so hopefully I can just run a relay for the fan until I can locate one. True variable speed fan control would be cool though, so I am not giving up on that.

[vristang]

Most of the pins are the same between CBAZA and CZAJL.
Below are the differences...

pin CBAZA CZAJL
23 n/a Knock Sensor - This can be disabled in the tune?
29 n/a Octane Adjust - What exactly does this do?
32 HFC IMRC - Intake runner control, can be disabled?
34 AIRD DOL - I don't need this?
38 ECPO EPC - Part of EGR, correct?
55 LFC TCIL - Trans indicator light?


Pin 32 & 55 are a little curious, as I don't see the CZAJL fan output.
Is the fan completely controlled via the VCRM?


at first glance this looks pretty straight forward...

[vristang]

Complete pinout comparison with CBAZA...

[sailorbob]

Knock sensor - see 'Knock Sensor Present' (aka KIHP).
Octane adjust - octane plug adjusts spark timing for fuel grade
IMRC - pretty sure the IACHP parameter controls this hardware option
DOL - data output link, I don't think you need this as I think the communication with the VLCM is on the DCL
EPC - electronic pressure control, used for auto box control
TCIL - transmission control indicator light

[vristang]

1. Knock sensor - see 'Knock Sensor Present' (aka KIHP).
2. Octane adjust - octane plug adjusts spark timing for fuel grade
3. IMRC - pretty sure the IACHP parameter controls this hardware option
4. DOL - data output link, I don't think you need this as I think the communication with the VLCM is on the DCL
5. EPC - electronic pressure control, used for auto box control
6. TCIL - transmission control indicator light

so ....
2. wire in a shorting plug, like spout connector (maybe one day I can do a tune for e85 as well?)
6. don't need (could this be re-purposed as a shift light?)


I opened the strategy this morning, and found a low speed fan setting/parameter.
Any clue as to what pin this will use?

Do I need to worry about the 'high speed fuel pump'?

What is the 'tripminder message center' that DOL pin 34 runs to?

[sailorbob]

Octane jumper - yes, a plug.
TCIL - I don't think there's any shift control code in this strategy.
The EDFHP is more of a global 'fan present' switch rather than a choice between LsF and VSF.
I don't know anything about the high speed fuel pump control in this strategy.
The DOL output is the fuel consumption data.

[decipha]

pin 32 is the high speed fan, it should be disabled when numcyl is set to 4cyl

pin 29 the octane adjust plug can be wired to a switch or a relay to add/subtract a set amount of timing

34 you don't need

38 is the epc solenoid which controls tv pressure on the automtics

55 should be the low speed fan, it will probably change to tcil when numcyl is set to 4, you should be able to use it as a shift indicator light when trload is set to manual, but most strategys only allow the tcil to be enabled when the gear ratio is 1:1

pins 13 and 14 should become the fan outputs when numcyl is set to 4

from what it appears, czajl and cbaza share the same exact pin out

[vristang]

pins 13 and 14 should become the fan outputs when numcyl is set to 4

How would someone know this?

[sailorbob]

I'm pretty sure none of the 'normal' fan control is in the CZAJL strategy, it's VSF or nothing.

[decipha]

pins 13 and 14 should become the fan outputs when numcyl is set to 4

How would someone know this?

experience, however, if sailorbob says it probably doesn't have the conventional fan support then it probably won't work

variable speed fan output is a 10% dc when off and controlled to proportionately to controller fan speed, your best bet would be to snatch a variable speed fan controller and wire it in, at least that's what id do

[Darkstar]

Sounds like y'all are on the right track. I can 'splain a few things...the engine management system on the Lincoln MKVIII is more of a distributed control than on any previous Ford EECIV, in this case the PCM communicates to the VCRM via the DATA+/- lines, which are twisted pair (but unshielded, unlike the crank or cam VR signal wires). You establish the setpoint for the fan as a scalar, and the VCRM controls the fan speed to hit that temperature. I am not aware of any way to directly control the fan as in CBAZA, although I have not researched this...yet. The PCM pins used for low and hi fan in CBAZA are used for other purposes in CZAJL, so I'm not hopeful that an alternate pinout will surface. The fuel pump enable comes from the PCM to the VCRM, and I think that line could operate a relay as in A9L or CBAZA, but in the Lincoln it tells the VCRM to turn on the pump, with pump speed established by the VCRM (presumably based on load data from DATA +/-). The high speed fuel pump pin on the MkVIII grounds a separate relay that supplies full battery power to the fuel pump under high load conditions, replacing the variable speed command from the VCRM, so I recommend keeping it (I also use this to command a second pump for a future supercharger application). As previously suggested, you can add a shorting plug or switch to take timing out (0 state) on the Octane plug pin. You can run a knock sensor or turn it off, and I am currently simulating an IMRC solenoid with a resistor (as well as several other transmission-related functions which the PCM wants to light the MIL over if they are not "present", despite the trans type and load scalars set to zero). Note that in its native state, this PCM wants a VR-type CID signal, and since that is the type of camsync sensor I used I cannot say whether it will be happy with a Hall-type. Also, as a tuning note, the original calibrations used on the MKVIII are a bit richer at high loads than a comparable A9L, my 5.0 likes the additional fuel, but mileage suffers a bit when I run that calibration...
Dave

[decipha]

setting the minimum voltage to 0 will resolve the code(s)

i thought the vcrm just housed the fan controller? AFAIK the ecu commands the fan speed it wants to maintain the ECT (i don't know of the ECT going into the vcrm??) the ecu regulates the fan pw to the fan controller in the vcrm which is nothing more than a 12v regulator?

the 93 mark8 is still return style correct? possibly a dual speed pump? i don't understand why it makes any difference whether or not it makes a difference if its on high speed all the time?

im asking for personal knowledge, as this was my understanding of such

[Darkstar]

decipha, you have probably forgotten more than I know about how these systems work, so I wouldn't take offense at your questions at all, I'm just hoping that I can contribute as much as I'm getting from this! I have a couple of VCRMs disassembled, and referencing the VCRM diagram in the back of Probst's book, the VCRM contains the EEC relay, FAN/AC relay, and it appears that there are a couple of custom ICs on the board that control fuel pump and fan speed, there are also 3 power transitors for the fan (with one additional one wired across the fan leads as a diode), one for the fuel pump, and at least one for the AC (and if I remember correctly, another one that is used for the AC clutch diode). I don't know whether the VCRM gets a fan speed (or fuel pump speed) command from the PCM or actually does the calculation itself based on ECT (and engine load) provided on the data bus. I assumed the data available was similar to the data output from most later model EECs (this is the same data made available at the EEC test connector). I do know that the VCRM also sends fault information back to the PCM, as these are available on the MIL line (including fuel pump circuit codes). In any case, I think you are correct, you could just wire a fuel pump relay the same way as any other return-style EEEC IV (the MKVIII is still a return-style system) and run it on "HI" all of the time. In my application the VCRM controls an external Bosch high pressure pump in what seems to be a variable speed mode (very much quieter than when it ran on "HI" under A9L control. I'll instrument this weekend to see if it is really variable or two step. Relative to fan control, the VCRM does bump the fan speed when AC is commanded, and will prevent AC clutch engagement if the fan is not running. As I read on the Lincoln forums, failure of the VCRM fan control and subsequent overheating seems to be common, a good reason not to use these things if possible.

[Darkstar]

I should have addressed this in my last post, just verifying that you don't need to attach anything to the DOL line,although if you wish it can be connected to one of Ford's "Tripminder" fuel mileage displays.

[vristang]

i thought the vcrm just housed the fan controller? AFAIK the ecu commands the fan speed it wants to maintain the ECT (i don't know of the ECT going into the vcrm??) the ecu regulates the fan pw to the fan controller in the vcrm which is nothing more than a 12v regulator?

fan and fuel pump control too...
There is no input for the ECT to the VCRM.

Dave is saying the temp/load data is coming through the DATA +/- input???
I don't see any other way to get that info to the VCRM...


I was looking at the VCRM diagram last night, and Dave is right on how it should operate.
Pin 22 from the ecu feeds into the VCRM, then basically feeds straight out to the pump. The IC in the VCRM has an output that triggers the high speed fuel pump relay.
I'm very curious how low speed is powered. Is it a pulse width, or a low voltage, or ???

I'm sure I'll use the tripminder feature... but it will be at a later date.


I have a couple diagrams that I found and will try to scan and post them later today.


There is a 5v regulated output for the A/C from the VCRM as well... which could come in handy for extra 5v sensors...


My hall effect vs VR sensor on the cam ID could be an issue... thanks for mentioning it.

[vristang]

Dave,
You mentioned using the 'VS' VCRM...
Do you know the difference between the 'VM' and 'VS' versions?

I'm finding both on ebay now...



Not that it matters now, but it looks like the VM is for 97+?
I just ordered a VS...

[Darkstar]

I'll look when I get home tonight (I'm currently in Seattle enjoying your beautiful weather) but I think you are correct, the VM is for the later car. I have one of the later versions that I bought early on before I knew the difference, it was on an early car, but since it has no EEC or Fan/AC relay it was kind of obvious why the car was in the salvage yard, it wouldn't run! I did look at the one on the Bronco, teh one on the Mustang, and my spare the other night, they are all VS, so that is the correct item to purchase.
Again, when you get to mounting it, it is very important to mount it in front of the radiator where the fan pulls air over it to cool all of those power transistors properly, probably a bigger deal in Phoenix than in Seattle, but a concern nevertheless. If you didn't score a connector for it, the one from the earlier car's CCRM will physically fit, but you will have to re-pin, which is what I'm busy doing to my car now.
You might look to see if there is a scalar to change the CID hardware type, I just have my company laptop here so I can't look at any calibration files. The DOHC 4.6 uses a VR-style cam sensor, that is why I went that way, figured it might be easier than fighting city hall...I have an annoying habit of doing everything the hard way anyway...
Dave

[vristang]

There appears to be a hall effect sensor option for CID, so that should be fine...

If the heat gets that bad, then maybe we should consider a small cooling fan from a laptop or something?

[Darkstar]

I think the VCRMs are okay if you duplicate what Ford did, put them in front of the radiator where it gets fan flow when it is actually running the fan. My first mounting location on the Bronco was in the engine compartment, because the gap between the front grille and the AC condensor was just slightly too narrow for the VCRM to go in. I tried a small computer cooling fan as you described, but it was just too hot in there and it did not work very well. When VCRMs get hot the engine cooling fan won't run, and your first hint is the temp gauge going through the roof and the smell of burning circuit card. I ended up moving my AC condenser back about a quarter of an inch to get the VCRM in front of it, and that seems to work.

I got most of the wiring done on mine this weekend, still need to wire in the HI pump relay, but getting close to making noise. I should share that as I was re-pinning the connector for the VCRM I noticed that a spare one that I was using for a reference HAD THE MOLDED-IN PIN NUMBERS REVERSED (flipped side-to-side). It is the same by part number as two others that I have that are correct, and I can confirm that it came from a MkVIII. It appears that it was molded with the inner piece of the tool installed backward so that the alignment "keys" are reversed. Somebody knew it was wrong too, because the wires are all in the correct positions so it would work properly despite the pin numbers being hosed. Just be very careful when you start poking pins into one. Looking at the VCRM, with the connector toward you and the mounting face down, the bottom right pin is number 1, the one above it is 13. The bottom row of pins moving to the left are 1-12, the top row is 13-24.

[vristang]

I got most of the wiring done on mine this weekend, still need to wire in the HI pump relay, but getting close to making noise.

Nice, I'm really hoping to do mine this coming weekend...

The biggest question for me is turning out to be the edis4 module with 8 spark plugs. Turns out you can't simply split the outputs from the edis4 between 2 coil packs. I could run 2 edis modules, but the crank VRS signal is likely not strong enough to be split this way.
Derek has been a huge help, and has directed me to a couple of dual output VR sensors.
Right now, it looks like this is how I will have to implement EDIS/Dual plug on my car.

[decipha]

i've never considered the thought that the edis module may pull enough current from the crank trigger to cause issues, this might be something i have to implement in my own endeavors, have you tried the dual setup with only one crank sensor?

cam sensor would be similar

[Darkstar]

Jason, I'm really enjoying your dual plug challenge tonight, so this is offered solely for shorting out the brains of anyone following this. I offer my dual plug "trade study" for yoru consideration...
1) It would seem that the most direct way of solving your dual plug dillema is to go out and buy a handful of power transistors and a heat sink. If a single EDIS4 can't dissipate enough power to control two coils similtaneously, it can certainly be used to control a transistor pair, with each transistor controlling a coil. The downside here is that you can't pick up a spare amplifier at your local Autozone (but you could limp home on one set of plugs).
2)I would have expected that the input impedence of the EDIS module would be quite high, so I was surprised to read that a single VR might not be able to drive two, I think a test is in order. If that doesn't work then you either get the dual element VR sensor as Derek suggested or mount a second VR sensor 180 degrees from the first (and rearrange the plug wires on the coil pack served by the matching EDIS module to to accomodate the difference). You will only be able to feed the PCM with PIP and IDM from one, and the two will have to share the resulting SAW (presuming that the PCM is okay with that).
3) From the "off-the-wall" department, you could use an EDIS4 and VR crank sensor to provide tach and PIP to the PCM, and route the resulting SAW signal to an EDIS8. The EDIS8 can operate 4 coil"pairs", each of which would be connected to a ccyinder's dual plug pair (no wasted sparks here). Since the EDIS8 normally wants to provide a spark every 90 degrees, its VR sensor and 36-1 tone wheel would be mounted on the end of the cam, which you can get at easily on your 4 cylinder. Heck, you might even get it to run with just the EDIS8 if you wanted to handle the messy multiplying and dividing everything by 2 in your tune! (-:

I'd try #2 first, then go buy some transistors if it doesn't work. Option #3 is offered for entertainment purposes only, do not try that at home! (-:
Dave

[vristang]

Gentlemen,
I greatly appreciate the continued input

I need to throw this out there.
Some of what happens in the ignition system has me confused.
I can understand voltage scaling, frequency of pulses, and all that jazz... but as soon as magnetic fields come into to play, I'm lost.

Because of this, I don't think I really understand how the VRS functions.
I know there is a frequency output, which is due to the teeth (one missing). Frequency of the AC signal is based on rpm of the crank. No problem so far.

However, what is the amplitude and range of the VRS signal?
I'm told it changes with rpm as well. This makes shopping for a dual VR sensor more complicated, because I don't know what voltage range the edis4 is expecting to see.
-1v to +1v
0v to +120,000v
???
I suspect there is a negative range in the span?
Even a wiki on VRS doesn't really help me wrap my pea brain around this...

A scope would be really nice...

i've never considered the thought that the edis module may pull enough current from the crank trigger to cause issues, this might be something i have to implement in my own endeavors, have you tried the dual setup with only one crank sensor?

cam sensor would be similar

I would be stoked if anyone could do some real world testing, and would like to hear what you find if you get the time.

I would like to wire in the second edis4 module, but have not had the time to yet. I may swap ecu's before I get a chance to...

Jason, I'm really enjoying your dual plug challenge tonight, so this is offered solely for shorting out the brains of anyone following this. I offer my dual plug "trade study" for yoru consideration...
1) It would seem that the most direct way of solving your dual plug dillema is to go out and buy a handful of power transistors and a heat sink. ...
2)If that doesn't work then you either get the dual element VR sensor as Derek suggested or mount a second VR sensor 180 degrees from the first....
3) From the "off-the-wall" department, you could use an EDIS4 and VR crank sensor to provide tach and PIP to the PCM, and route the resulting SAW signal to an EDIS8. ...

[/quote]
1) Derek suggested this early on, but due to the edis4 wanting to sense the end of the ignition pulsewidth, he felt this may not be a good idea. Again, this aspect of the system is a touch beyond my current understanding.

2) I really don't want to have 2 VR's hanging off the front of this block, so running a dual output VR is my preferred choice at this point.

3) That is off the wall... but then again, so is this entire car



I think tonight I will make a desperate effort to wire in the second edis4 module, and see how that goes. If there is an issue with a week VRS, I suspect it will manifest itself at low rpm?

Next option that I like is the dual ouput VRS, but I still lack the understanding of how the VR functions (and what the edis4 expects to see from the VR) to make a solid decision on which specific VR to buy.
There are also 'amplified' VRS sensors available to consider.


Again, thanks for the input. I'm sure there is a good solution to this...

jason

[Darkstar]

So this is less than scientific, but should give you a feel for VR sensor output. I just wandered out to the garage and chucked up a spare 36-1 trigger wheel in my lathe. I connected a salvage yard Explorer VR sensor to my DVM, which I set on an AC scale. I held the sensor in my hand (braced against the tool post) and let fly. As you might expect, output is strongly a function of air gap and the speed of the tone wheel. I don't have a way to give you spindle speed tonight, but at relatively low speeds the sensor provided 0.5 to 1.5 VAC, depending on air gap. At the highest speed I could easily set, I was seeing 7 to 9 VAC, again depending on air gap. I think I need to buy a scope, this stuff would be much more fun if I had one!