1993 Mustang 2.3L Turbo Swap

Silver91Hatch · Post by **Silver91Hatch** » Tue Jan 01, 2013 2:39 pm

Ok. This is going to be a long one, lol. My little brother and I are working on a 1993 Mustang LX 2.3 car that is getting a 87-88 Thunderbird T/C swap. I did the wiring by Stinger's write up and it runs, not good but it runs. I did the wiring depin and repin for the VAM orginally as we were planning on running one, now we have swapped to a MAF and I can't find any info on any wiring that needs to be changed so, here is a run down of the swap and mods.

1993 Mustang LX
2.3 Turbo Thunderbird T/C motor
Larger XSPower turbo
Stinger Tubular header
FMIC
MAF swap with 3" protube for 42# injectors
8UA Processor
Built A4LD Trans
3" downpipe
AEM wideband
Quarterhorse

I have the car running and its idling around 10.0-11.0 AFR and the throttle response is pretty good, but the QH will not datalog and trying to lean the car up with QH gets spotty results. I had it leaned up enough to idle good but the throttle response suffers and after reving the engine it dies.

Stuff I know I don't have correct. The car has no factory oxygen sensor, the IAT is just hanging in the fenderwell at the moment.

So I guess my question is anyone know a reason why the Qh is not datalogging? If I load the payload and hit the datalog start button it will pull up data that is obviously wrong then after 9 seconds it auto stops.

Silver91Hatch · Post by **Silver91Hatch** » Thu Jan 03, 2013 9:48 pm

Anyone had any data logging concerns with the 8UA or experince swapping it to MAF? I unplugged the MAF and it runs the same, so I'm guessing its not correct.

vristang · Post by **vristang** » Fri Jan 04, 2013 12:36 pm

I think it failed to log on me once because I had deleted ALL the files from the datalog folder. One of them was a template used for new datalogs I think.

What is the 8UA originally from? Mustang?

Silver91Hatch · Post by **Silver91Hatch** » Sat Jan 05, 2013 3:07 am

8UA is an Automatic TurboCoupe PCM.

vristang · Post by **vristang** » Sat Jan 05, 2013 12:34 pm

I did the MAF swap on a LA3, and got it working ok...

Is there a definition for the 8ua that has all the code hacks to support MAF? Or does the 8ua use the la3 def?

Are you using high impedance injectors (42's)?

vristang · Post by **vristang** » Sat Jan 05, 2013 12:38 pm

I think the MAF wiring changes are on the stinger site as well, but maybe I still have some of my notes... I'll look in a while...

Silver91Hatch · Post by **Silver91Hatch** » Sat Jan 05, 2013 12:55 pm

Stock injectors, 8UA processor using the 8UA bin from EECAnalyzer site, no hacks, etc. MAF plugged into the MAF wiring on the 93 harness.

decipha · Post by **decipha** » Sat Jan 05, 2013 1:28 pm

you will have to use the hacked MAF bin for maf to work

vristang · Post by **vristang** » Sat Jan 05, 2013 1:56 pm

What definition/strategy are you using?

The LA3 strategy required some changes to the code for the MAF to work properly.
The .bin needs some work as well...

The MAF Transfer need to be added in, and the way the intake temps are handled needs modification, IIRC.

Most likely these are your issues...

I'm attaching a MAF conversion document...

Silver91Hatch · Post by **Silver91Hatch** » Sat Jan 05, 2013 10:55 pm

Ok... It was a ID 10 T error on my part on the datalogging. I had to swap the mode that the QH was in, never had to do that before. Got it logging ect, iat, etc. It doesn't display RPM or MAF/VAM volts, but it does display hg/hr. Is that estimated or an actual reading from somewhere?

Silver91Hatch · Post by **Silver91Hatch** » Sat Jan 05, 2013 11:35 pm

I read that "simple" maf conversion article and couldn't get my brain to convert that into english, lol. I downloaded the LA3_MAF bin from EECAnalyzer and plan on trying it out. If I load the .bin for the LA3 will it still control the auto?

decipha · Post by **decipha** » Sat Jan 05, 2013 11:58 pm

those ecus dont control the trans ???

vristang · Post by **vristang** » Sun Jan 06, 2013 1:43 am

The LA3 bin is the manual version for that strategy...

All the auto parameters should still be there, but you'll have to set them appropriately...

I dont see him around here much anymore, but svojohn should be able to straighten things out for you.
IIRC, he created the LA3 MAF hacks...

Silver91Hatch · Post by **Silver91Hatch** » Sun Jan 06, 2013 8:09 am

decipha wrote:those ecus dont control the trans ???

IIRC the 3-4 shift solenoid and TC lockup are both EEC controlled.

Silver91Hatch · Post by **Silver91Hatch** » Sun Jan 06, 2013 8:13 am

vristang wrote:The LA3 bin is the manual version for that strategy...

All the auto parameters should still be there, but you'll have to set them appropriately...

I dont see him around here much anymore, but svojohn should be able to straighten things out for you.
IIRC, he created the LA3 MAF hacks...

Ok. So I can load the LA3_MAF.bin and set the transmission parameters and it theory it should operate the transmission.

Also I seen that the VAM looks like it takes a 5V power source, a ground and the two signal wires, but the MAF take a 12V power, ground and two signal wires. I assume since I am swapping to a MAF that I need the 12V power source like the car is wired from the factory.

vristang · Post by **vristang** » Sun Jan 06, 2013 12:46 pm

I forgot that I posted some info when I did it...
transfer function for EVP.[/quote]
http://seattleblueovals.com/index.php?topic=359.0

There a couple diagrams there, that should answer you wiring questions...

vristang · Post by **vristang** » Sun Jan 06, 2013 1:01 pm

Here is my thread from when I did this swap on my 87...
viewtopic.php?f=2&t=12658&hilit=la3+maf

decipha · Post by **decipha** » Mon Jan 07, 2013 12:08 am

Silver91Hatch wrote:IIRC the 3-4 shift solenoid and TC lockup are both EEC controlled.

awesome! thats pretty sophisticated for 1983 technology, im not surprised considered them jewels were state of the art back in the day

i need more info on these auto trans, is it a predecessor to the aode? can it lock in 2nd and 3rd? specs on the tcc and shift solenoid would be significantly beneficial, i'd like to add support for it in my little side project

Silver91Hatch · Post by **Silver91Hatch** » Mon Jan 07, 2013 1:07 pm

decipha wrote:
Silver91Hatch wrote:IIRC the 3-4 shift solenoid and TC lockup are both EEC controlled.

awesome! thats pretty sophisticated for 1983 technology, im not surprised considered them jewels were state of the art back in the day

i need more info on these auto trans, is it a predecessor to the aode? can it lock in 2nd and 3rd? specs on the tcc and shift solenoid would be significantly beneficial, i'd like to add support for it in my little side project

I looked it up again, the 93 has a 2-3 solenoid, a 3-4 solenoid and a TCC solenoid. The early trans that we are using has a kickdown solenoid(I'm guessing a 4-3) and a TCC solenoid.

The transmission is an A4LD. Its the same unit that comes in the 2.3L Mustangs, 3.0L Rangers, Aerostars, 4.0L Explorers, etc. This unit is built with a 4.0 Case, 2.3L pump and bell, built internals, shift kit, aftermarket servo's, etc.

On the TCC solenoid, I think its a PWM solenoid that locks the converter gradually and pretty much it just feels like a 4-5 shift. I know on the 4R70W units they lock after a 2-3 shift, but I haven't done any research on the shift patterns and lock patterns on the A4LD.

Silver91Hatch · Post by **Silver91Hatch** » Mon Jan 07, 2013 1:09 pm

@vristang

I skimmed over that info. I am installing a 3" Pro-Tube from PMAS instead of the stock 55mm unit, but I guess all the info will be the same just a different MAF transfer.

Silver91Hatch · Post by **Silver91Hatch** » Sun Jan 13, 2013 1:38 pm

I made a little discovery this weekend. The wire running to the PCM from the MAF is reading on the datalog, IE if I put 5V on that wire, then the datalog shows 5V, if I unplug the MAF then it jumps around .15-.2V, but as soon as I plug the MAF in it goes to .00. Tried 3 different MAFs with no luck. Going to double check my pinouts and try again.

svojohn · Post by **svojohn** » Mon Jan 14, 2013 7:14 am

Here's the 8UA mass air flow bin and definition file. Works with BE 2010, not sure about the 2012 version.

decipha · Post by **decipha** » Sat Jan 19, 2013 10:06 am

is that the LA3 strategy?

Silver91Hatch · Post by **Silver91Hatch** » Sun Jan 20, 2013 11:18 pm

Ok.... New issue, possibly.

I started triple checking everything today. I have 12V, ground, 5V and a signal wire. When I plug the MAF in the 5V ref voltage goes to 2.2-2.4V. Is that a normal thing? I've never seen one do that.

Silver91Hatch · Post by **Silver91Hatch** » Sun Jan 27, 2013 6:21 pm

I checked it again today, overlayed a new wire for the MAF VRef and it did the same thing. If I go in the VAF vs hg/hr transfer I can lean it up and it works on the wideband, but for some reason I have no voltage reading on the dashboard, but I have a hg/hr reading and it changes with tune changes.

teal95 · Post by **teal95** » Mon Jan 28, 2013 9:37 pm

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 instead of 5.

The A4LD in the TC (and what the 8UA will control) only had a 3-4 and TCC solenoid. The later versions (5R55) were fully electronic. Be careful with your calibration, you can lock the TCC while it is still in 2nd and it will stay locked when it shifts to 3rd. The trans gets rather unhappy when this happens. (I was trying to keep the torque convertor locked and short shift chasing fuel economy.)

steve

decipha · Post by **decipha** » Sat Feb 02, 2013 8:06 pm

AFAIK all ford ecu's keep the converter locked during a shift, it just slips it to make the shift less harsh

1993 Mustang 2.3L Turbo Swap

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