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New Member with '53 F100 & '83 F100

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danlee58

New Member with '53 F100 & '83 F100

I have been trolling around the internet for quite a while. I used to post a lot on FTE, but nowadays I do more on facebook. My '53 F100 has a Tim Meyer 434 motor with CHI heads & EFI. The trans is an E4OD. The '83 F100 is just my beater. It has a 302 with an Edelbrock carb & HEI ignition. It also has an E4OD trans. While the trans in the '53 is controlled by a Baumann Opti-Shift, the trans in the '83 is controlled by a DIY controller. The '53 has an EDIS-8 ignition with 8 GM coils.

I tried to post a picture, but my photo has too many pixels. I'll have to reduce the pixels.

Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

Dan - Welcome! You fit right in having both a Bullnose as well as a hot-rodding mindset.

But, tell us about the DIY controller. I'm curious what that is and how well it works.

Oh, and on the pictures, I think if you respond via email to my post you'll be able to post larger pictures. But, that means you have to subscribe to this thread to get email notifications.

Gary, AKA "Gary fellow": Profile

Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads & intake, EEC-V SEFI/E4OD/3.50 gears w/Kevlar clutches
Blue: 2015 F150 Platinum 4x4 SuperCrew wearing Blue Jeans & sporting a 3.5L EB & Max Tow
Big Blue: 1985 F250HD 4x4: 460/ZF5/3.55's, D60 w/Ox locker & 10.25 Sterling/Trutrac, Blue Top & Borgeson, & EEC-V MAF/SEFI

danlee58

Re: New Member with '53 F100 & '83 F100

My '83 F100 has an E4OD trans controlled by a DIY controller. It uses a micro-computer from Coridium. It has an Arduino footprint. I reverse engineered the Baumann that my '53 uses to write the embedded code in 'C' language. The computer calculates the motor RPM from the Electronic Speedometer Sensor, referenced to the gear selected. It reads the TPS attached to the Edelbrock carb and with the RPM determines if a upshift or downshift is required. It's similar to the old Elevator Program that every software engineering students studies. You get a call to go up or down, and respond. It works by setting the Solenoids in the E4OD to the right condition for each gear. The most difficult part is control of the pressure. That requires a special current control circuit.

I am using the first version of this in the '83, but I have a new version with a fancy display. It has a problem that I haven't had time to resolve.

Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

That is cool! I've been considering an Arduino for Dad's truck to do away with the aftermarket gauges by installing displays where the clock would have been. But I hadn't even thought of using one, or something like it, to control the tranny.

You have relays the Coridium controls, which then control the tranny?

Gary, AKA "Gary fellow": Profile

danlee58

Re: New Member with '53 F100 & '83 F100

No relays, just drivers. I drive the Solenoids directly.

From: Gary Lewis [via Bullnose Enthusiasts] <[hidden email]>
To: danlee58 <[hidden email]>
Sent: Friday, October 27, 2017 9:14 PM
Subject: Re: New Member with '53 F100 & '83 F100

Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads, Weiand intake, Street Demon 750/ZF5/3.50 gears w/Kevlar clutches
Blue: 2015 F150 Platinum 4x4 SuperCrew wearing Blue Jeans & sporting a 3.5L EB & Max Tow
Big Blue: 1985 F250HD 4x4: 460/T19/3.55's

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Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

Interesting. That Coridium must have a lot of current sink capability. And back EMF protection? Sounds like something I need to learn about.

Gary, AKA "Gary fellow": Profile

85lebaront2

Re: New Member with '53 F100 & '83 F100

Administrator

Gary, the pre-1995 E4OD solenoids use snubber diodes in the circuit board they are attached to, post 1994 moved them (starting 1995 MY) to the EEC. You can use early solenoid bodies with late computers but not the reverse.

Dan, the EPC on the E4OD is described as a duty cycle solenoid, where the duty cycle of the driver effectively controls the voltage by pulse width.

Bill AKA "LOBO" Profile

"Getting old is inevitable, growing up is optional" Darth Vader 1986 F350 460 converted to MAF/SEFI, E4OD 12X3 1/2 rear brakes, traction loc 3:55 gear, 160 amp 3G alternator Wife's 2011 Flex Limited Daily Driver 2009 Flex Limited with factory tow package Project car 1986 Chrysler LeBaron convertible 2.2L Turbo II, modified A413

Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

That's got to have caused a whole bunch of problems for people. One of those little trivia things that makes a huge difference. Who cares that the upper door hinge spring/catch changed in 11/84. Swap the hinge out and it'll still work but just looks different. But put an early EEC with a late solenoid and the computer dies very quickly.

Gary, AKA "Gary fellow": Profile

danlee58

Re: New Member with '53 F100 & '83 F100

In reply to this post by 85lebaront2

That may be true on 4R100s & later E4ODs, but in early E4ODs the EPC is controlled by the current. It's a magnetic coil, and the field is proportional to the current in the coil. Pulse width control & current control might produce the same results, as inductive devices resist current changes due to voltage.

Baumann uses current control. They publish the transfer curve, current vs pressure, not pulse width vs pressure.

Pulse width control is easier to generate than current control.

From: 85lebaront2 [via Bullnose Enthusiasts] <[hidden email]>
To: danlee58 <[hidden email]>
Sent: Friday, October 27, 2017 9:56 PM
Subject: Re: New Member with '53 F100 & '83 F100

"Getting old is inevitable, growing up is optional"
Darth Vader 1986 F-350 460 converted to MAF/SEFI, E4OD
2011 Flex
1994 Taurus LX
1986 Chrysler LeBaron convertible project car

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danlee58

Re: New Member with '53 F100 & '83 F100

In reply to this post by Gary Lewis

The drivers that I use have high current sink as well as diode protection. The drivers are on a daughter board, that plugs into the Coridium mother board.

From: Gary Lewis [via Bullnose Enthusiasts] <[hidden email]>
To: danlee58 <[hidden email]>
Sent: Friday, October 27, 2017 9:21 PM
Subject: Re: New Member with '53 F100 & '83 F100

Interesting. That Coridium must have a lot of current sink capability. And back EMF protection? Sounds like something I need to learn about.

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Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

In reply to this post by danlee58

Don't know about the solenoids, but current control is hard with solid state devices. Which is why most are set up for binary use. So, pulse width is much easier - both to implement as well as on the output device itself.

I think I'm happy to buy the stuff in and use it.

Gary, AKA "Gary fellow": Profile

Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

In reply to this post by danlee58

High current sink, as in over an amp?

Mother boards and daughter boards. Boy, that takes me back a long, long way to Honeywell computers. DEC's didn't use that arrangement, but the Honeybuckets sure did. And in something like this usage it is a very neat and useful layout.

Gary, AKA "Gary fellow": Profile

danlee58

Re: New Member with '53 F100 & '83 F100

These are the drivers. They are rated at 500ma current sink, and they have built-in snubber diodes. I am using one of these in my '83 with no difficulties.

http://www.ti.com/lit/ds/symlink/uln2003a.pdf.

The Coridium controller can do pulse width modulation easily. I think that there was a change in the EPC, when Ford went to PWM from current control. I'll research that.

Gary Lewis

Re: New Member with '53 F100 & '83 F100

Administrator

Those are very capable. Easily driven, wide voltage range, and can be paralleled for greater current. Thanks. 👌

Gary, AKA "Gary fellow": Profile

danlee58

Re: New Member with '53 F100 & '83 F100

Mark at FTE says that the E4OD EPC was always Current Control, never PWM. It was the TCC that changed from On/Off to PWM in 1999.

From: Gary Lewis [via Bullnose Enthusiasts] <[hidden email]>
To: danlee58 <[hidden email]>
Sent: Saturday, October 28, 2017 7:55 AM
Subject: Re: New Member with '53 F100 & '83 F100

Those are very capable. Easily driven, wide voltage range, and can be paralleled for greater current. Thanks. 👌

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85lebaront2

Re: New Member with '53 F100 & '83 F100

Administrator

Ok, then the information I had on my tuning software was wrong. I know it does allow for raising the line pressure during shifts to prevent slipping and it is a reverse operation, 0 volts or current = max pressure.

Bill AKA "LOBO" Profile

danlee58

Re: New Member with '53 F100 & '83 F100

Right, Zero current = max pressure. In case of power failure to the transmission, you will get hard shifts.

From: 85lebaront2 [via Bullnose Enthusiasts] <[hidden email]>
To: danlee58 <[hidden email]>
Sent: Sunday, October 29, 2017 10:35 AM
Subject: Re: New Member with '53 F100 & '83 F100

"Getting old is inevitable, growing up is optional"
Darth Vader 1986 F-350 460 converted to MAF/SEFI, E4OD
2011 Flex
1994 Taurus LX
1986 Chrysler LeBaron convertible project car

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