please help

[corey]

I am desperately seeking advice on this efi conversion. I acquired a f-150 xlt falreside 1993 out a wreck. It had a four inch lift and a 302 mpi engine. only 80,000 miles. I have swaped all the suspension, including entire rear end, front diff, exhaust, front axles, etc.. even installed the engine complete (*minus the AC)

and bolted it up to the four speed manual transmission. Basically the entire Bronco has gotten a 93' repower. Awesome!!! except now i need advice on an ecu that will work well with the manual trans. I believe i can buy a wire harness complete from ford. i tried to wire in the harness out of the 93' and have been somewhat successfull. I am not happy with it however since i had to cut out all of the transmission wiring. I have gotten spark to the plugs and even power to the fuel pump but have yet to actually run the engine. i am just skeptical of the wiring and ecu and i want it to be right... i have put so much time into the project that i want this to be correct. I have the complete package so why would i want to convert to another efi system. Painless wiring makes one that plugs right in for the 86-95 mustang complete with ecu but it will not work for the truck since the mustang has a different firing order. ( at least thats what they said at painless) is this true? please help! any advice would be great!!! [-o<

 

[BLADE262US]

A 93 should be a bank fire system so it doesnt matter what the firing order is it was late 90/s when they went to the sequential fire system which actually only fired the injector for the cylinder that was firing . A bank fire fires all the injectors on a side so if number one cylinder got a squirt of gas so did 2 , 3 , and 4 seems top me that would be a really big waste of gas but thats the way it is . If the mustang had a 5.0 ** then it had the 351W firing order if it wasnt then the firing order should be the same as the 5.0 you have in your truck now . Your firing order should be for a non ** 15426378 if you try to start the motor and it coughs back through inatke or pops out exhaust you will have to retime it for 13726548 and it will run . Hope that helps /emoticons/[email protected] 2x" width="20" height="20" />

 

[seawalkersee]

If it is that big of a deal then you could always get a computer from a five speed f-150. If that does not work swap the cam and go with the painless system. I would have checked a few other things before I clipped the trans stuff. If you can try to put the stuff back together and slip the MLP (Main tranny sensor that was bolted to the side where the shifter went in) in the neutral position and let er rip. It wont be 100% but it should get you going.

Chris

 

[BLADE262US]

First thing is you CANNOT change the cam unless you have the computer reprogrammed . It will run like shit guarenteed . The computer is programmed for the timing events of the cam to happen at certain times . For instance the computer knows that at such a degree of crankshaft rotation the intake or exhaust valve of a particular cylinder is open so far and for so long of crankshaft rotation. This is speed density fuel injection . The computer is programmed to what the engine was built with at the factory . If you change the cam to something with way different specs the computer doesnt know that and will still be giving the same fuel charge and timing outputs that it is programmed to do for the stock cam but with the new cam the valve may be closing when it goes to squirt fuel . Same reason you cannot use a 5.0 computer on a 5.8 . The computer knows that a 5.0 pulls in a certain amount of air and it squirts a certain amount of fuel to support that to maintain or try to maintain a 14.7 to 1 air fuel ratio. Now you change the motor to a 5.8 with the same computer and it just knows what it was programmed with that a 5.0 needs this much air but the new motor a 5.8 pulls much more air but the computer still is squirting the fuel charge to support a 5.0 so now we have a very lean condition and severe motor damage will occur. You can also not just leave the gear selector switch from your E4OD attached to the harness and left in the neutral position because the computer will not advance the timing correctly . One thing with newer vehicles is that there is more and more things being tied into the computer my 89 even has a sensor on the power steering pressure line that sences load on the pump and the computer then advances the timing to keep engine rpms stable its great when it works but if the sensor fails it cause the engine timing to ****** and a serious lack of performance . The idea of getting a computer from a stick truck is your best bet because that computer will not be looking for input signals from the transmission . Theres a site www.fordfuelinjection.com and they have a list of the codes that are on the computers and shows what they designate for engine and tranny combo . Make sure all your connections are good and that nothing is half assed or you will be opening yourself up for alot of problems later down the road . /emoticons/[email protected] 2x" width="20" height="20" />

 

[Seabronc]

Here is a good link for conversions.

http://www.ronmorrisperformance.com/index.html

Good luck,

>-

 

[sandmann999]

Just a side question on this topic, what good would it do to convert my 81 straight six to EFI? Such as horsepower, torque, and fuel economy gains.

 

[BLADE262US]

Theres alot of pro,s and cons to fuel injection conversions like that . First feul injection is alot more complicated than a carborator . Theres sensors and wires that have to be there for it to operate a carb just needs gas and it will work but is it efficient ? Probably not or the big 3 would still be using them today. If you are not good with electrical troubleshooting and understanding how the system works then you probably shouldnt do it. I think the main reason everyone rips the fuel injection off is because they dont know how the system works so in the frustration and flying parts a carb becomes a really good looking alternative. I would say if you have access to all the parts for the coversion and have faith in your skills then by all means convert it . The drivability and fuel mileage will make it all worth it and once you figure out what everything does and how it works youll have no problems working on it should a problem arise . /emoticons/[email protected] 2x" width="20" height="20" />

 

[seawalkersee]

Geez blade, You must a woke up hung over or something...As I said in my post is that the MLP could be installed in neutral. Then I said it would not be 100%. This being the case for the timing tables. The reason for the cam swap was for the firing order change. Ifn he uses an aftermarket system that says his firing order is wrong because of (as you put it correctly) bank fire, then he would need to change the cam. This was for the aftermarket computer if I was not clear earlier.

However you are correct in your statements and you seem pretty knowledgable.

Chris

 

[BLADE262US]

Hey sorry if I came across like that and yes I did just wake up when I posted that LOL . With an aftermarket speed density system like a holley projection you can use pretty much any cam you want because they program the computer that way I have used 2 of the holley projection units the 2 barrel and the 4 barrel and wasnt happy with either drivability was great but absolutely no performance holley actually refunded me all my money which I think shows they knew there were problems . The ford EEC however is programmed for engine specifics , cam timing , lobe seperation , duration things like that . I have been learning alot about fuel injection these last few months and I think Im going to make my own harness pretty soon and convert a carbed intake to fuel injection as an experiment on my bronco 2 it has a 5.0 ** out of a LSC and I had converted it to carb because I didnt know where all the wires went but that was a long time ago and I think Im goona make my own harness and intake for it . www.fordfuelinjection.com and www.megasquirt.com are good places to get educated , Once you have the concept of how it works down your pretty much all set. The holley projection doesnt care what cam you have Im thinking because it is a throttle body injection so its kinda like a carborator sitting on top of the intake and it fires the injectors off the tack output to the coil so its pretty much just squirting gas in the intake and doesnt care about what the cam is doing with the EEC multi port its gets a little trickier . Edelbrock make a very nice looking unit but before I paid $2500 for it id want to see someone elses work first . The megasquirt site I linked earlier is a stand alone ECU that you can build and program yourselffor under $400 its totally open software and theres a discussion forum on yahoo about it so its really pretty cool and I think I may buy one to use on the B2 if I cant get the EEC to do what I want . There is a unit called tweecer that alows you to reprogram the EEC yourself and it cost $400 and if you dont know what your doing you can totally mess it up so thats one for when you get more experience . Im still learning just like you guys are dont want to seem to be a know it all just I pay close attention to what I read and my own trial and error so Im passing along my knowledge /emoticons/[email protected] 2x" width="20" height="20" />

 

[seawalkersee]

Like I said, You are correct. Again with the information about the Projection. I have heard that it works but that is about it. I am going to get the Ford kit from the moostang and put it on my 351 with a MAF conversion. I am really looking for drivability before all else. I can manage the rest of the stuff. I think it will run me about 300 bucks for the wires and sensors and such. Then I have to get t-body, intakes and maf sensor.

Oh well...its only mooney.

Chris