Gary Lewis

I can't answer the question directly, but I put McQuay-Norris AA3951 units in Dad's truck.

I don’t order parts like that from LMC. Instead I go to the Rock Auto site, figure out the part numbers for vendors like Moog, and then shop for them. And usually end up buying them on Amazon.

Chris - You are doing an excellent job. But that ignition harness looked UGLY! I don't know that I've seen one in such bad shape. But it looks much better now.

Yes, Jim, I have my that I can reproduce the serial connectivity today. But he showed me how to find the serial cable's com port in Device Manager and then use that in Binary Editor - which I should have known. And, he pointed out that I cannot have multiple com ports enabled in BE and get it to work - even if there's no comms on the other ports. So I learned quite a bit just watching him poke around in my tune, remotely. And the fact that I'm a bit more familiar with BE than before means I realize what he's doing more often. John - You are right, it wasn't a totally wasted day. But at one point it sure felt like it. The sheer vastness of the parameters in BE is mind boggling. However, I am learning. For instance, when I started BB up cold last evening with Ben monitoring things the idle went up to 1500 like it has been doing and he went looking at the same parameters I'd noticed that are different between my tune and Bill's tune. So I'm pretty sure those are the ones to bring the idle down. Given that, I think what I'm going to do today is to make a few minor changes - like those. Then pull the connections on the factory O2 sensors, pull the battery cables for a minute to reset the ECU, and then go for a drive in open loop and data log it. If that works I can send that file awa the tune file to Ben and see what he says to do.

Those are cool, Shaun. They dress the truck up a lot, and I agree with you that they should have been used all the way through.

Bill - I'm running one that was originally for a 5.8L, but Adam put a 460 manual tranny tune in it. And I do have your spare awa another EEC-V that's from a 5.0L. But it has the E4OD hardware in it so I'm hoping to use it on Dad's truck. When the dust settles on this I'll send your ECU and test harness back. But I'm hoping to learn a bit that might help you as well when you get Darth going again.

Yes, Jim, so close I could TASTE it! But, Ben called and got me going. As it turns out, the ECU I have uses a completely different input than the 0 - 5v I was trying to give it via the analog input. So it was never going to work. It is a "Pressure Feedback EGR" system and Ben said it won't work. So he got the serial input working. Then he poked around in the "tune" and asked "Who set this up for you?" I told him it was his co-worker Adam, and he said it is a 460 manual transmission tune, so that explains why it runs so well right out of the box. But then he looked at the timing tables and said it is leaving a lot on the table. So then we discussed my coming down to put it on the dyno. He's into drag racing and has races the next several weekends and has other people lined up to tune in the interim. But I'm going to get it down there one way or another. In the interim he wants me to put it into open loop and do some data logging and send him the file. And the easiest way to put it in open loop is to just pull the connectors to the factory O2 sensors. From that he'll suggest some changes and we can get it close. Then he can dial it in the last little bit on the dyno. So I can do that awa poke around to dial in a few other things, but it is driveable right now w/o hurting it.

You do know that you turn the headlight knob fully counterclockwise to get the bed light on, right?

Well, another frustrating day. I got the BR/LG wire connected from the wide band's analog output to Pin 65 on the ECU quite easily, but it went downhill from there. The first issue was in discovering what the correct input is called. I was thinking that the parameter is DELPR, so set it up for that but then the data that was being logged was all over the map. Given that I thought I had the wrong input so I played around for a long time logging a bunch of different inputs and kept coming back to that one. So I finally pulled the connectors apart and set it up so that I could monitor the output of the gauge and use whatever I wanted as the input to the ECU. I put an analog volt meter as well as my DVM on the output and it was nice and smooth. So I put a 3v battery on the input to the ECU and DELPR was all over the map again. Even when I grounded it the data log doesn't really go to the AFR of 7.35, which is what 0 volts represents in the transfer table. (You can see that at the end of the trace below where it comes down from the flat peak and then chatters for a while until the trace stops.) So I've appealed to Ben of Core Tuning. I'm tired of banging my head against the wall, and told him I need to get the wide band logging correctly so I can bring it down to him and have him tune it.

Third brake light? I'm not sure what you mean as these trucks only have two brake lights. But on the backup lights the problem is frequently either the switch in the transmission or the wiring back by the lights. So I'd start by looking to see if the wiring is connected to the switch on the transmission. Then I'd follow it on back to the lights themselves.

Be thankful for small wins.

That looks great!

I'll bet you are right, Scott. Never seen one of those.

There's also a Humble, Texas.

Very nice, but expensive. However, I'm sure someone will buy it as those Broncos are really popular.

Pretty nice. A few dents but I don't see any rust. Looks like a 460 with the dual "smoke grinders", as Bill would say. But what's that cylinder-looking thing on the left, just behind the battery? Is it set up for propane? There's an access door to something ahead of the right rear wheel, so might a tank be up under there?

Sounds like you are almost done. Done cutting that is. Glad you could save the stock mounts - that should make things easier.

Praying for you, John! The storm went mainly south of us and we just got rain. I'd left the lights on for the neighbors and just turned them off and locked the doors as we are in the clear. Yes, the mirror and cameras as well as the security system are a big plus. It is such a good feeling as you walk away and hear the door locks clunk, and when driving put it in reverse and actually see what is behind you.

I think you are wise to go with your gut feeling. It is hard to walk away from something like that when you been thinking about it for quite a while. You might think about telling the guy when you call tomorrow that you'd already order a Marti report for it and that you'll give him a copy. That should make him feel better about it. As for finding something else, the Pacific NorthWest is the place to look. Their prices are about as low as anywhere and the trucks are in the best shape as they don't use salt on the roads and they have less UV than places like OK or TX. And no, I don't no what you did.

Today was good, but also frustrating. Let's start with the good. I called Champion Cooling about my radiator leak. Cara answered, found my order in their system, asked for pictures of the radiator and the leak, and when I sent them said they'll ship me another one tomorrow. And, I don't need to return this one. So I'm going to write up a really good review of Champion. I'll used their radiators on everything I do And then I got the wide band AFR meter working quite well. But, I cannot get the serial cable logging to work. I get an odd error message on my computer but I got it working one time on Janey's computer. ONE TIME. I've tried everything I can think of to get it going, to no avail. So tomorrow I'm going to connect the analog output of the meter to the ECU via the EGR pin and will log it that way. I sorta planned ahead for this as I put a 4-pin connector on the meter with power, ground, lighting, and analog out. So I just have to pick that signal up in the mating connector and run it to the ECU. That will make the setup a bit cleaner as I'll just have the Mongoose cable to the OBD-II connector instead of it and the serial cable. And it'll mean I can log with this tablet, which never did work on the serial cable, even with the Innovate Log Works software. Also, John/Machspeed came by this afternoon. He got to drive the truck and may have a report on that. But he didn't get to stay as long as we'd hoped since a large line of storms came in and tornado warnings were issued for Skiatook, so he wisely headed home. But we did have a good visit. However we did eyeball the AFR readings on the wide band vs those on Binary Editor, and the wide band was typically in the 15's and once in a while dipped into the 14's. But the ECU thought it was runnin in the high 14's and once in a while jumped up into the 15's. So I'm expecting that when I get the wide band to log I'm going to see something like a .5 - .7 delta which I'll need to adjust out.

Yep, I tapped mine and used WaterWeld. Then I put a cap back on it. But last I checked there's no liquid on the back side. When reminds me, Champion is sending me a new radiator and I'll need to do this again.

Excellent!

Looks great!

Looks great! You are going to be afraid to drive that thing!

/\ /\ /\ What he said! We'll keep our that it works out well. But this place sure is getting FOGgy. (Flareside Owners Group)