85lebaront2

What computer was in the 1982 trucks? Besides I thought Dad's was a 1981?

According to my information, TAD4 is for a 5.0L probably with a 4R70W or maybe even a manual, ML1-441 is the hardware code for E4OD. Adam Marrer can probably tell you what the ML1-442 code is for.

He is probably suggesting the F250 as the E4OD is more common on the heavier trucks and would be easier to find that way. I already told Gary I have 3 spare 351 w/E4OD EECs (and one actual 460 MAF/SEFI/E4OD one).

Damn, does that mean I am back to being a "lab rat" (NNS O31 inside joke)?

Gee, Gary why do you think I said contact them. The collection of EEC-V boxes I have are what he told me to get other than the first one, he sold me that with the rest of the package. Ray seems to be sincere, but I don't think fully understands the advantage of using the OBD-II system, for one thing the EEC is twice as fast and powerful than the EEC-IV units and does a lot more "adaptive tuning". FWIW, a week ago I drove Darth to Pittsville MD, then Salisbury and back to Exmore, then did a dump run later in the week. Filled the rear tank (the one I had been using) and mileage was 12.357 mpg, not too bad for a 6400 lb dual rear wheel truck and maybe 8.0:1 compression. I will send you one of the EEC-V ones so you can start fitting the harness stuff. The operative is 1996 F250 pretty well guarantees an E4OD transmission. BTW, did you blame me for referring you? He will probably jack up the price

Gary, et al, the EEC-V is the same case as the EEC-IV, the plug is different on the EEC-V, a little wider so it used a different gasket. On the introduction, trucks, 1994.5 up Powerstroke are OBD-II interface, 1995 Lincoln Continental, same, but not 100%, MAF intro, 1994 5.0L automatic, 1995 5.8L automatic, 1995-96 4.9L automatic. 7.5L only some 1996/7 F250HD and F350, all with E4OD. 1995 EEC-IV, requires some piggy back method of tuning, to my knowledge can not be reflashed (programmed). I am using BE2012 and a Mongoose pass through cable to do my EEC-V boxes. The cable is needed because it takes 18V applied to pin #13 to put the EEC in program mode. Now you see why I went with the later dash, column support etc. It was either have the 90 air box grafted into the 86 cab, use the 85.5/86 location (not too viable on a 460) or somewhere else. On the Chevy G-30 I worked on, the harness went through the floor under the seat, along the "frame" (unibody) then under and to the engine. If you run the wiring harness along the inside of the frame where the rear and transmission harnesses run, then it would come up alongside the existing rear harness connections. Get some of the nice corrugated covering for it so you don't have to use a mile of electrical tape (it's also easier to route). I have a bunch of Chrysler molded penetrations with right angle portions on them (up until 1988 Chrysler used a split engine computer, brain inside, brawn outside) so the harness was pretty bulky. If you split the transmission circuits away from the engine part then the two parts would be smaller. I have a good stock of pins and sockets for the two most commonly used connectors and plenty of 8, 16 and even some 42 pin weatherproof pairs. In addition to some spare later model stuff, I have a couple of front harnesses for the 1987-91 system, including extra round 32 pin plugs and sockets.

The PSOM converts the pulses from the tone ring in the rear axle or the output from the ABS module on 4 wheel ABS to a speed reading on the speedometer and a speed signal that emulates the old speed sensor on the transmission, transfer case or in-line in the cable. From there everything works the same as it did prior to 1992. As long as he has a speed sensor (which he is getting from the 1990 parts truck) he will have what he needs. No CANBUS on the trucks till later, the OBD-II on the 1996/7 models only went to the EEC-V unit, the ABS kept it's old test connection. Under the seat would be an idea, Chevrolet did that with the 1989 G- series, issue would be sealing the penetration under the seat, theirs was a molded round rubber piece with a right angle to make the turn from under the floor to a vertical direction. Issue became in a conversion, the power seat or custom seat required the computer be relocated.

That was exactly why I said EEC-V from the beginning. I was getting no information to help setting up the E4OD for my 460, I didn't really want to buzz a 130,000 mile 460 to the levels a 302 goes nor did I want the "hair trigger" converter unlock and downshift program. FWIW, the AOD and it's derivatives use a gear set design like the old FMX and Cruise-O-Matic, OD is obtained by releasing the forward clutch while applying the overdrive band (would be the intermediate band on an FMX) this gives the OD ratio of roughly .7:1. The E4OD uses a completely separate OD gear set in front of a wide ration C6 set and since it uses an overrunning clutch for direct in the OD unit, it requires a coast clutch to provide engine braking in 1, 2 and 3. The AODE and 4R70/75W use an output shaft speed sensor that is not the same as the road speed sensor. The early 5.4L light duty 1997/8 F250s used the E4OD, later models went to the 4R100, the Modular motor transmissions will not fit the 335 large pattern or 385 blocks, AOD, AODE and early 4R70W units fit the Windsor pattern 6 bolt block, later 4R70W and 4R75W models fit the modular block. There are adapters to mate the smaller units to the larger pattern however.

The truck computers until EEC-V only used a single O2 sensor, on the 460s it is back by the transmission crossmember. On most of the smaller engines it was just behind the wye pipe. If you use two, it will have to be the EEC-V system. Computers for the 351 trucks w/E4OD are fairly easy to come by, I have 4, one is in the truck now, the other 3 are spares and I have an actual 1996 CA spec EEC-V box, an FEZ-3 catch code. As for the harness, when you find a truck with the EEC-V computer, get as much of the harness as you can, at least as far as the power distribution center, if you can get the whole thing, even better! The 302 and 351 engines had the O2 sensor wiring in the engine harness, the 460s, it is on the front chassis harness, like this:

Christmas trees are no problem, I usually replace them anyway.

When I go to Pick-n-Pull, I carry my DeWalt cordless set, and can really get stuff off fast. They do allow cutoff wheels due to fire hazard as a lot of the people going there really don't know how to use them. I carry the tools in a bag and the battery charger and an inverter so I can charge them if needed. Jim, how hard would it be to pull those two air deflectors off the radiator support? They might help airflow on Darth, I have the lower piece behind the bumper and the little top piece that closes the radiator to support gap.

It is a 90 with 460/E4OD/4WD, the problem is, with the exception of some CA spec 1996/7 460s w/E4OD, there are no MAF/SEFI 460s. A 1995 WAY1 or similar EEC-IV, maybe one for a 351W might work, but would still not be the correct displacement and would still require "tweaking" with some sort of piggy back chip or board in order to work correctly with his 408 ci 335 series engine. Not knowing what kind of cam specs and idle vacuum can also be an issue, SD systems do not like much cam as the pulsating vacuum makes the system go crazy. I went through this on mine, trying to get any information on using a 302/351 EEC-IV box on a 460 w/E4OD. First, in order to control the E4OD it has to be a truck computer as the E4OD is different from the AODE, 4R70W and 4R75W as far as electronic controls go, the smaller units are all based on the AOD gear set, the E4OD and it's follow on, the 4R100 are a wide ratio C6 gear set with an overdrive unit in front of it (hence the length of the beast). The other item, later 302s and all 351s (and the 400) use a different firing order than the 460, for Gary's use, that is not a problem and as long as only one O2 sensor is used, really not a big issue as the injectors can be re-pinned to reflect the actual firing order, or the tuning method can be used to change the firing order in the computer. If he goes to an EEC-V system, then all the changes can be made by re-flashing the computer, like 51 ci/cyl vs 43.875 or 37.75, injector size, 302/351 use 19 lb/hr injectors, 460 uses 24 lb/hr injectors. These are all factors that need to be entered into the initial setup, then you have the MAF curve, volts vs lbs/hr or L/min whichever you need to use and different size MAFs have different curves, 302/351 use a 75mm MAF, 460s use a 90mm MAF.

Jim, on the 1980-86 dash, the tach was an option and sat in a small center area of the cluster, with no tach there was a blanking plate installed where it would mount.

It is IE, Edge does not show signatures for me.

Yes, first item is the MAP sensor, on the connectors, the group of 4 is the engine, the first group of 3, the ones that go down toward the transmission are E4OD and transfer case, this includes the speed sensor, second group of 3 is the frame harness. What you need to keep will be based on how you plan on wiring things, I started with the 90 stuff, then ended up going with a 95 setup initially until I got the EEC-V system in. If I can find it, I had a 90 EVTM and the big 11 X 17 fold out set of diagrams, I bought them shortly after buying the 90 F250 parts truck. On manuals, check blackhatauction on eBay, they have been a great source for me. No luck right now however. I am going to email you the old Ford Fuel injection website files.

On internet Explorer, I am seeing the signatures.

Gary, I am trying the forum on Edge, no signatures are showing.

Glad to hear that Jim. Probably been that way for a while.

I was also thinking about the gates, the E4OD shifter sequence is P R N OD 2 1, AOD is P R N OD 3 1. The indicator section may fit as I don't really thing the basic column changed from 1980-1991, just the switch, gear gates and indicator along with the removable mounting bracket. It looks like the 90 has a tilt column, but it may just be the way the picture was taken.

Gary, that steering column, if you put the earlier bracket and switch on it, should fit "Dad's Truck" just fine and give you the proper quadrant for the E4OD trans. I assume you found the dash OD switch in it also.

They should be, but, the hole looks pretty funky around the edge of the tube, like maybe it got the threads chewed up? AllData shows the following PNs for 460 pans: 1983-88 E7UZ-6675-A (1977 Bronco maybe originally) 1989-92 E9TZ-6675-B (should still be screw in, parts truck was) 1993-97 F3TZ-6675-A (push-in tube with clip and O-ring) Hope this helps, I couldn't find the 1990 dipstick and tube, but maybe I did, just didn't recognize it as there was no nut on it, just a straight section and a "bulge" on it like would press into a block or timing cover.

Gary, it looks like the nut is missing. The 90 engine from the parts truck had the same style pan as the 86. just used the one piece gasket (which needs backing bars down each side to clamp properly). The pan I got from Summit is a Ford racing pan kit, pan, dipstick w/tube, pickup and bolt for the location the pickup attaches to the main cap.

Damn, Darth's used to turn around that, Monday coming around Salisbury MD I was doing 70 at 1800 rpm.

Gee, I recognize some things in that picture, power steering pump from Pete's used parts, my old air filter and a set of OMC valve covers, looks sharp with those on!

Sounds good to me. I'll be willing to bet that spammer wasn't even from the US.