I cope with either, although I'm not a devotee of EFI per see. I've dealt with data logging and pulling info out of US ECM's and computers since 1987, so its all very easy for me.
The MeqaSquirt, Ford EECIV or EECV dabate, or Haltech or whatever, its all just protocols and language, and people who do one and can then do the other.
I like EECIV, but the DIY Tune back-up is very good. EECIV, its bitchy, and needs a lot of working aroundthe corners Ford put in place to ensure people didn't rip into it.
But Yes. QH works. In your case, you need to have a spare 4.9 EECIV of the same or similar box code if the system falls over, but Speed Desnity has been cracked, and you have many options open.
In the US, the sad fact is that despite the amount of F truck and E van 4.9's out there no one has cracked and sold an in line six 4.9 EECIV or OBDII EECV chip or reflash...it's as if there is none in the US who can even add and see how huge the market is.
Yet ding bats will try and sell you 2-bbl aftermarket EFI.....
Since the 1987-1997 4.9 Big Six and all the German 4.0 Cologne V6's (1990-2011 OHV/SOHC) and 4.0 OHC/DOHC 1988-2016 engines were US EEC computers, you'd think that would be an easy swap for a US 4.9.
The normal approach down here is to use a Speed Density 4 liter OHC Falcon EECIV computer, enliven the J3 port wit the replacment ECM chip, and then your able to use the Moates system to trim the fuel and ignition tables.
https://www.tiperformance.com.au/
https://www.tiperformance.com.au/produc ... ps-tuning/
If I was in the USA, I'd use MS3, and import the 5.0 A9L fuel tables.
If you
don't want to do that, then ask Moates to track down the mapped Speed Density 5.0 1986-1988 Computer, and have the J3 port and SD mapped.
Box Code starts with DC from 1986 5.0 V8 Mustangs.
The constants in the defintion have to be changed, the injectors and firing order set up correctly, but its not at all hard when so much of the stuff is 99% the same.
http://vb.foureyedpride.com/showthread. ... ost1855950
svocapri":19w7tk7j said:
I tuned an 87 speed density with a Moats Quarterhorse for my Dad a number of years back and he is still driving it weekly today. The car has a Comp Cams Xe264 with 112 degree lobe separation. It also has AFR 164 heads, a ported Explorer intake, and Ford Racking 47pph injectors. The car runs and idles smooth.
As for tuning, I added timing down low to compensate for the bigger cam and I had to pull fuel in the lower RPM higher load areas of the fuel map to compensate for the lower vacuum at idle and just off idle. The only problem is that when shifting from drive to reverse or vice versa, the sudden loss of load on the engine when passing through neutral causes it to overshoot the idle speed target and close the IAC motor and pull timing just as the transmission is engaging and the engine stalls. This car has a factory stall converter and I suspect a slightly higher stall speed would prevent this, but a brief pause in neutral when shifting from reverse is all it takes to keep it running.
I forgot to mention, I had SailorBob on the EEC Tuning board generate the Definition file necessary for Binary Editor to be able to modify the Strategy that was in the ECU. I believe the catch code on that speed density automatic computer was DC.