E4OD For Dad’s Truck

[Gary Lewis]

Bill - The initial salvo from Core Tuning was "i helped bill out initially, this is Adam."  I was guilty by association right off the bat.  

Yes, I've been surprised that in a previous conversation Core Tuning was suggesting the EEC-IV.  I don't want to go that way.  But, I do want to understand why they are saying the '96 F250 is the way to go.

Anyway, if Ray/NotEnoughTrucks' computer is an F6 then the whole harness is 1996, right?

As for Darth, that is good MPG.  Big Blue doesn't beat 10 very often.

Last, I'd love to have one of the computers to start looking at.  And, by the way, Jim is shipping your core support hardware to me.  What color do you want me to PC it?

Ray - It is looking more and more like I'll want your harness, if not the computer.  Want to shoot me an email on pricing?

[NotEnoughTrucks]

Bill, rest assured I am onboard with EECV and OBDII!

Reading Gary's mission statement, it's obvious the only way he will have OBDII support and E4OD will be with an EECV ECM.

Anyways, just to provide a little more evidence of what I have on hand, here is a pic of the door tag from the salvage truck.



I find Core Tuning suggesting that an F250 ECM be used somewhat puzzling. I don't think an F150 ECM with similar engine/transmission would be electrically different, perhaps some tuning difference, but that is what we hope to address with a custom tune anyways. I think the theory that they wish to ensure the E4OD is supported may be valid.

Gary, I'd be happy to pack it up and ship it your way. I recently sent a partial harness to Virginia Beach VA. Cost was around $31 canuck bucks, or about $25 US. Absolutely no issues shipping via post and it arrived in about 10 days. This package might be a bit bigger, but I think it would still be economical.

If you wish, I could prep the harness somewhat by eliminating the unnecessary circuits, much like the one I described in that email I sent your way. Could save some bulk and weght that way.

[Gary Lewis]

Bingo!  According to this fancy VIN decoder, "T" in the 10th digit means 1996.    The only issue is that the 5 - 7th digits say F15 and that is a 2wd.  But, you did say it was an E4OD - right?  Perhaps I just need to run another wire for the driveline harness to bring in the transfer case connection?

Ray - I don't want you to go to the trouble of teasing out all of those other wires - even if you did write the directions.    I'm not worried about the little bit of shipping costs.

But, what do you want for the harness and computer?  And, what else of that truck do you have, like upper and lower intakes, sensors, fuel rail, etc?

[NotEnoughTrucks]

Transmission code E is E4OD.

This may help as well.



Sent you an email. Will go dig the harness out of my storage trailer tomorrow.

[85lebaront2]

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).

[NotEnoughTrucks]

I should add, the truck is long gone. Found it at the local u pull.

[NotEnoughTrucks]

Wow. Those are pretty hard to come by around here.

I'm on the search for an EECV with a manual transmission. Probably going that route on my project. I'm really considering trying a mod motor EECV just so I can also run EDIS. Engine will be a 5.8 roller.

[Gary Lewis]

Ray - I missed your email before the last post, but have now responded.  So, I'll just need the driveline harness, which should connect to both the transmission and transfer case.  Cool!

Bill - Looks like I'll have my own EEC-V computer.  May talk to you about a spare, but need to talk to Core Tuning to understand the issues, advantages, etc of using this one vs the F250 one.

[85lebaront2]

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.

[Gary Lewis]

Hmmmm, Ray's pic shows the tranny code of "E", which he said is for the E4OD and that's what I'm finding online as well.

And this post on FSB says "1996 5.0L E4OD ML1-442 TAD4 F6TF-12A650-JE".

[NotEnoughTrucks]

I have another EECV ECM that I tagged as 5.0 and 4R70W. Catch code is YAZ3, hardware is ML1-441

[Gary Lewis]

Just got another FB message or two from Allen at Core Tuning. Here’s the conversation. I’m confused and need to talk with them as I’m having a hard time understanding what an F250 PCM from the same year with the same engine and transmission is better. He hasn’t responded yet.

[NotEnoughTrucks]

Probably adding to the confusion but,

Here are a couple interesting links.

http://www.moates.net

https://eectuning.org/forums/

[85lebaront2]

I have been a member of EECtuning.org for quite a while, since I first started to plan the EFI conversion on Darth. Lots of good information there. Moates makes excellent hardware and supports it very well from what I have found. There is also a TwEECer group on Yahoo, for use and help with the TwEECer piggy back tuner for the EEC-IV (it is supposed to work on the EEC-V, but I never got mine to work and traded it to a gentleman on the West coast for a complete intake system for the MAF 460).

[85lebaront2]

Ok, that checks with my list as being ML1-441 which should be E4OD. Simple comparison, I know which code is E4OD for the 460, it is ML1-441. I have several lists I have scrounged, if you like I can send them to you, they are in Excel format and several of them were provided by Adam Marrer to aid in locating compatible EEC-V boxes.

[Gary Lewis]

Ray - Thanks for the links. I’ll follow up.

Bill - If the offer to send the spreadsheets was to me, please do so.

But, guys, I don’t know that I have the time to delve too deeply into the EEC nether regions. Running this forum has taken more time than I expected. Fortunately the change we made on the joining process has apparently helped as the Nabble support forum is getting hit several times a day with spam - and we aren’t. And then there’s the whole of the website, with adding to it as time permits and the need arises.

On top of that, there’s Big Blue. I just walked down the driveway to the shop and I’m embarrassed by the oil drops he’s leaving. But, pulling that 460 to fix the leaks is a big job since so many jobs need to be done at the same time.

So, I’m looking for the EEC-V For Dummies book.

[NotEnoughTrucks]

It's entirely possible that I got my wires crossed when I labelled the ECM's. I ran across that post in FSB too, probably the reason I labelled the TAD4 box as for E4OD, so both ECM's are going in the shipping box.

I was searching this out again last night and I found references to both hardware versions being able to flash to 7.5 specs. I also recall something about transmission strategies being selectable in software, but I have never had the chance to explore that. Modification in software is a steep learning curve.

Also looked at Core Tuning's website and Facebook page. Are they selling their own product or repackaging the Moates product with additional support? So hard to tell at a distance. Looks like they are out of Oklahoma, so right in Gary's territory. That is a plus.

I would like to have a copy of those lists too!

[85lebaront2]

Ok, I will send them, I believe I can email you through here, if not I will let you know.

[Gary Lewis]

Just had an excellent 40 minute conversation with Adam of Core Tuning.  The bottom line is that he agrees with the plan.  In other words, the PCM we've been talking about will work fine.  The only issue is that it needs to be E4OD compliant.  We can change essentially anything else, but can't or shouldn't change that.  

Their package is $629 (+tax) and that gets their version of Binary Editor, which supports all strategies from '96 up.  Plus, it includes their Direct Flash cable, which connects to the computer's USB port and the PCM via the OBD-II port instead of the J3 port like some do.  Their cable allows reading the PCM's code, writing to the PCM, data logging, and troubleshooting.  In addition, the package includes one USB dongle, which you have to have connected to the PC you are using in order to validate that PC.

Also I'll need their $80 A/D box that takes analog outputs, like from my AEM 30-4900 Wideband Failsafe Gauge and converts it to digital.  The only downside is that this box is also USB, and with the Direct Flash cable and the dongle the PC needs to have three USB ports.  Unfortunately this laptop only has two, but Adam told me about inexpensive laptops that have 3, so that should be simple.

Then we talked about the application - Dad's truck.  I explained about the Tim Meyer-built 400 and Adam said that we can turn off the crank trigger in the PCM so I won't have to add a crank wheel and pickup, and the PCM will use the info from the distributor.  Apparently the crank signal was for mis-fire diagnostics and they aren't needed.

Also, he volunteered that with this application he would use Trick Flow's R-Series intake.  Bolts right onto the 400 using the Cleveland to M-block adaptors.  Hmmmm, has he been listening to my call with Tim?  Or reading this thread?    (He said he hasn't been reading this thread, but I invited him and he may.)  And, he said "Do not use the Edelbrock intake!"  Apparently it won't flow enough and someone he knows had the flow go flat way too early in the RPM range.

Last, we talked about the All-Ford Truck Show.  He said he may come down for that next year.  That would be great as I plan to have Dad's truck there with the engine and tranny in and the EFI system installed.  So at least he could tell people about how it all works.  

[85lebaront2]

Gary, Adam is a great guy, he spent quite a bit of time with me teaching me how to use BE and flash the EEC after the tune has been written and saved. If you snag an extra 104 pin connector and OBD-II port (it can be off anything with an EEC-V system) I will send you the diagram for my bench flashing setup. Works great and allows me to pre-load a spare EEC box so if one fails on me all I have to do is swap it. Using the 1992-97 PDC, there is a maxi fuse that feeds the EEC keep alive memory circuit so it can be pulled in order to change an EEC without damaging it or erasing all the radio memory and having to reset the clock.