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Still the same problem with EFI

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85lebaront2

Re: Still the same problem with EFI

Administrator

The only O2 sensor heaters I have seen that tie the heater ground side to the computer are the OBD-II systems and I believe it is more of a monitor than an actual regulator. All of the non OBD-II sensors I have seen, including my wideband I use for tuning Darth, have a fixed heater supply and the other side is grounded. Obviously, keeping the heater on doesn't effect it's life enough to matter.

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

ReneH

Re: Still the same problem with EFI

Ok, so you mean I should only connect both black cable for the heater and the signal cable to the ecu. So the white cable stays unconnected. FYI: I wanted to ground the white cable to the same ground point like the heater ground...not to the HEGO GND pin on the ECU

René's Profile

Bronco 1986 Ford Bronco XLT 302/347 stroker with 351W EEC-IV and 351W factory cam C6 gearbox. Jeep 1986 Jeep CJ7 256 I6 with T5 gearbox. Buggy 1972 HAZ Buggy 122 Ford Cologne V6
Baron 1994 Chrysler LeBaron convertible 183 V6 4-speed automatic

85lebaront2

Re: Still the same problem with EFI

Administrator

It is strange how Ford did their HEGO systems when they first went to them. Diagrams for 1989 show a black power ground from the heater, but the HEGO shell being used for signal ground. Chrysler went through the same thing, only they went from 1 to 3 wires, Signal, Heater power and combined ground. I was told when building my Lebaron convertible, to use the 4 wire O2 sensor.

Bill AKA "LOBO" Profile

ReneH

Re: Still the same problem with EFI

Ok...that's interesting...so what's the difference between three and 4 wires?
I have bought a four-wired one from bosch that rockauto.com recommended for 1989 Bronco...

85lebaront2

Re: Still the same problem with EFI

Administrator

On the 4 wire there are both a power and signal ground, 3 wire, the signal ground was through the shell of the HEGO. The system I am using on my Lebaron is originally for a 1987 Dodge Daytona with the Turbo II intercooled system. The HEGO had 3 wires, signal, and 2 heater wires, signal ground was through the casing and exhaust elbow to the engine. In 1989 Chrysler went to a 4 wire by adding a signal ground or return circuit.

Bill AKA "LOBO" Profile

ReneH

Re: Still the same problem with EFI

Hi together!

Today seems to be a good day...

It seems to do what it should...

So I have to adjust the timing, cause it runs only short without pushing the gas pedal...

But it still runs rich in the beginning, but as the ignition works not very well and also my spark plugs a black of soot, it can't run very well...

But I still get error code 95...so, what could the problem here? Something miss-wired?

Gary Lewis

Re: Still the same problem with EFI

Administrator

The LED's show what I expected - each bank firing separately. Glad it is finally coming together.

As for the black on the plugs, perhaps it needs to learn? I'm not up on EEC-IV and what all it learns about, but EEC-V does learn.

The 95 error code is saying the ECU isn't seeing that the fuel pump is running. Right? Didn't Bill say you'd work that out later? Do you have the the T/LG wire to pin 22?

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

ReneH

Re: Still the same problem with EFI

Yes, and what I've hoped for after re-wiring...

The plugs are black from the last time it runs much too rich. So I will change it tomorrow against new ones, original from motorcraft. I currently use ones from bosch with a very fine electrode...not perfect in my opinion...so I also have to change the oil. I still have break-in oil inside...currently smelling like gasoline cause of the last rich runs...

Yes, I thought now is later...

Yes, as I don't have any colors anymore...but I have wired everything like on the schematic. I also hear the fuel pump start to run when turning the key...so this seems to work so far...

85lebaront2

Re: Still the same problem with EFI

Administrator

Bosch plugs in EFI Ford engines, not a good combination, particularly the platinum ones.

Bill AKA "LOBO" Profile

ReneH

Re: Still the same problem with EFI

Hi Bill,

Yes, that's what I thought...I've used these for the first time...
Bosch

Now I use this type:
Motorcraft

But...can you tell me something about the trouble code 95? Tomorrow I will set the correct timing for the ignition...

And do you also know what's to do to deactivate the trouble codes for the egr and the other emissions control codes?

Thanks very much...like the last 100 times...

mat in tn

Re: Still the same problem with EFI

you hear the pump/s run when turning the key on. how long does that run?

ReneH

Re: Still the same problem with EFI

About one or two seconds...I will record it.

ReneH

Re: Still the same problem with EFI

OK, I will start a new threat, cause the problem with the injection seems to be solved...the injectors now firing in batches, as they should. But the problems continue...so, stay tuned...

mat in tn

Re: Still the same problem with EFI

that's great. I was afraid that in all the wiring they may have not been cycling off before engine run was detected. not a run issue but a potential safety issue.

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