Tuning for performance & (reasonable) MPG?
- Thread starter King_Kong
- Start date
Yes, easily . But be very carefull to keep within the letter if the law. Your EGR has an upstream and Downstream protocol which might need a back-flow preventer valve to stop the EGR valve being trigured as faulty. The stub if the process was the SVO 2.3 and EXP Escort 1.6 Turbo.
Ford removed the AIR pump on these 1984 engines, but you cannot. EGR and AIR have to be functional. They are booth regulated by Differential transducers ( EGR ) and the TAB/TAD circuit (AIR).
There are three ways to achieve this:-
1. You copy the BIN code definition files that have the pulse widths for the 2003 EECV turbo Falcon six, a 4 liter Twin cam without Variable Valve timing. Ti Performance in Australia has that. Or just the ON3 style auxiliary fuel system for any EECV 4.6, or OHV 5.0 or 5.8. They use the factory parts with just the MAP sensor reconfigured. Moates describe Turboing the EECV in there website.
2. If the stock emissions parts are kept, protection of the base operation of the Fuel Injection unit is done by changing the codes for under boost operation only. The stock sysyem doeant have scope to do this unless you change the MAP sensor, then you have to work around another BIN code to get the right fuel tabels. The duty cycle of the stock injectors will cover a 1.47 boost ratio if you tune it right.
EECV is much easier to tune for turbo than EECIV, you can add in the relevent cide parts for under boost operation.
Be careful not to change the closed loop opertion. If you keep that, you won't have any EPA related issues as everyone else as a Paid Tuner is now having in Southern California.
Open loop, under boost, you can get lovely wads of 7 liter like torque and that's the best part.
A third option is to add an upstream auxiliary injector via a throttle body EFI injector, and keep all the EECV totally stock. This is how AIT in Australia for the two single TO3 60 non intercooled 255 hp 4.1 liter Turbo (1983-1984, then EECIV 1985-1988 ) and intercooled 255 hp 3.9 liter SOHC Turbo ( EECIV 1988-1991 ) did the Vane Meter Bosch LEII/ EECIV computer patch-in. Upstream of the turbo, they added two blue 5.0 HO Ford CFi injectors and keep the whole system stock to stop Ford or the Registration Authorities invalidating the compliant engine management warranty. Advance Induction Technology used a US fuel system later used by Ken Dutweiler (GNX Turbo Buick and 2.3 and 5.0 MustangTurbo) and Reeves Callaway ( SledgeHammer, and the earlier TPI version of the C4 Vette). Propane guys have been adding auxiliary computers since 1984's Impco Command Module.
The stock computer has to remain visually stock and not trip any fault codes; the Australians forsaw the issues the EPA is now trying to agressivly police. In the Federal FTP75 cycle, open loop is free from any emissions checking, so it's only the open loop section you need to work on.
Ford removed the AIR pump on these 1984 engines, but you cannot. EGR and AIR have to be functional. They are booth regulated by Differential transducers ( EGR ) and the TAB/TAD circuit (AIR).
There are three ways to achieve this:-
1. You copy the BIN code definition files that have the pulse widths for the 2003 EECV turbo Falcon six, a 4 liter Twin cam without Variable Valve timing. Ti Performance in Australia has that. Or just the ON3 style auxiliary fuel system for any EECV 4.6, or OHV 5.0 or 5.8. They use the factory parts with just the MAP sensor reconfigured. Moates describe Turboing the EECV in there website.
2. If the stock emissions parts are kept, protection of the base operation of the Fuel Injection unit is done by changing the codes for under boost operation only. The stock sysyem doeant have scope to do this unless you change the MAP sensor, then you have to work around another BIN code to get the right fuel tabels. The duty cycle of the stock injectors will cover a 1.47 boost ratio if you tune it right.
EECV is much easier to tune for turbo than EECIV, you can add in the relevent cide parts for under boost operation.
Be careful not to change the closed loop opertion. If you keep that, you won't have any EPA related issues as everyone else as a Paid Tuner is now having in Southern California.
Open loop, under boost, you can get lovely wads of 7 liter like torque and that's the best part.
A third option is to add an upstream auxiliary injector via a throttle body EFI injector, and keep all the EECV totally stock. This is how AIT in Australia for the two single TO3 60 non intercooled 255 hp 4.1 liter Turbo (1983-1984, then EECIV 1985-1988 ) and intercooled 255 hp 3.9 liter SOHC Turbo ( EECIV 1988-1991 ) did the Vane Meter Bosch LEII/ EECIV computer patch-in. Upstream of the turbo, they added two blue 5.0 HO Ford CFi injectors and keep the whole system stock to stop Ford or the Registration Authorities invalidating the compliant engine management warranty. Advance Induction Technology used a US fuel system later used by Ken Dutweiler (GNX Turbo Buick and 2.3 and 5.0 MustangTurbo) and Reeves Callaway ( SledgeHammer, and the earlier TPI version of the C4 Vette). Propane guys have been adding auxiliary computers since 1984's Impco Command Module.
The stock computer has to remain visually stock and not trip any fault codes; the Australians forsaw the issues the EPA is now trying to agressivly police. In the Federal FTP75 cycle, open loop is free from any emissions checking, so it's only the open loop section you need to work on.
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Be careful you don't do any emissions defeat operation.
See https://www.ford-trucks.com/forums/66517-turbo-on-my-1996-obd-ii-4-9-l.html
And https://turboford.org/thread-1996-ford-ranger-practical-to-turbocharge?page=2
www.theturboforums.com
Talk to EEC Org, and ask about preserving EGR and AIR
eectuning.org
BTN Turbo warns that this can have a significant effect on turbocharger performance.
A faulty EGR valve can result in excessive carbon/soot at the turbine end, causing a Variable Nozzle Turbine mechanism to stick.
See https://www.ford-trucks.com/forums/66517-turbo-on-my-1996-obd-ii-4-9-l.html
And https://turboford.org/thread-1996-ford-ranger-practical-to-turbocharge?page=2
FAST with EEC-V piggybacked to run EGR for emissions testing...
I have a 97 Cobra with a 2001 Cobra intake with the EGR, DPFE and EGR solenoid wired to the EEC-V, but the FAST (older version FAST not XFI) is running...
www.theturboforums.com
Talk to EEC Org, and ask about preserving EGR and AIR
TAB/TAD/EGR solinoid delete - EECTuning.org
eectuning.org
BTN Turbo warns that this can have a significant effect on turbocharger performance.
A faulty EGR valve can result in excessive carbon/soot at the turbine end, causing a Variable Nozzle Turbine mechanism to stick.
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Option 3 if the team at EEC Org don't help you.
The 5.0 CFi 150 and 155 hp blue 46 pound injectors were used as an extra "auxiliary" fuel supply in the 104 hp stronger 255 hp Falcon Turbo in 1983 to 1987.
Started off with a stock 149 hp Port EFI, then got a twin scroll T03 60 turbo, and the first use of the USA Auxiliary Fuel computer.
By 1985, 161 to 164 hp stock, and still the same 255 hp turbo option, using the same components, but the car had EECIV for 1985, not Bosch LE-II Jetronic.
So this is a stock EFi Bosch LE-ii or EECIV fuel injected car, with 100% factory EFi, and just an auxiliary fuel supply ECM.
I am indebted to my ex Ford shop foreman Alan and mate Richard and Reeve Callaway, who gave great info on the stock American TBi and Bank fire Port EFi fuel systems.
The 5.0 CFi 150 and 155 hp blue 46 pound injectors were used as an extra "auxiliary" fuel supply in the 104 hp stronger 255 hp Falcon Turbo in 1983 to 1987.
Started off with a stock 149 hp Port EFI, then got a twin scroll T03 60 turbo, and the first use of the USA Auxiliary Fuel computer.
By 1985, 161 to 164 hp stock, and still the same 255 hp turbo option, using the same components, but the car had EECIV for 1985, not Bosch LE-II Jetronic.
So this is a stock EFi Bosch LE-ii or EECIV fuel injected car, with 100% factory EFi, and just an auxiliary fuel supply ECM.
I am indebted to my ex Ford shop foreman Alan and mate Richard and Reeve Callaway, who gave great info on the stock American TBi and Bank fire Port EFi fuel systems.
Something is horribly wrong if your performance is that poor. Have you cleaned your MAF sensor lately?
Not too shabby! Seems like she's running right. Some 31" tires would help make it feel less squirrely and make better use of the lower RPM range. Probably gain 1mpg as well if you don't get an aggressive tread.
On an online six with that EFi manfold, air fuel distribution from atomized post turbo gasoline from an auxiliary supply is even.
On the EGR, it's got one sensor to measure the position of the EGR valve opening. For the Air Induction Reaction, the air pump is controlled by the two TAB/ TAD relays.
It's all a bit crazy. Ford set the basic system in motion for AIR in 1966, and for EGR, about 1973. After EEC cane along in 1978, it started integrating the control systems into the EEC more and more each phase.
With Ignition, GM started using a crank sensor in the port fuel injected Oldsmobile/Cadillac 350, and then Ford dud it with the 5.0 Lincoln Varsailles. pmuller9 is right. The HEi signal wire can be turned into a wave form that sine Electronic Control Modules from Delco and Gilley can read. Fords EEC requires a Square wave form with a very specific kind of signal, and it's easier to have it supplied to the EECV by an auxilary EECII or EECIII sensor if you downgrade to an HEI.
On the EGR, it's got one sensor to measure the position of the EGR valve opening. For the Air Induction Reaction, the air pump is controlled by the two TAB/ TAD relays.
It's all a bit crazy. Ford set the basic system in motion for AIR in 1966, and for EGR, about 1973. After EEC cane along in 1978, it started integrating the control systems into the EEC more and more each phase.
With Ignition, GM started using a crank sensor in the port fuel injected Oldsmobile/Cadillac 350, and then Ford dud it with the 5.0 Lincoln Varsailles. pmuller9 is right. The HEi signal wire can be turned into a wave form that sine Electronic Control Modules from Delco and Gilley can read. Fords EEC requires a Square wave form with a very specific kind of signal, and it's easier to have it supplied to the EECV by an auxilary EECII or EECIII sensor if you downgrade to an HEI.
It's all gearing man. If I floored my truck on the highway I would easily do a hundred plus miles per hour I don't think the work vans are going that fast. You need bigger tires or taller gears if you want to go faster with a 3500 RPM top end. Gear vendors over and under drive might be a nice addition if you have deep pockets.
3.55 gears and 29 inch tires are great for towing or hauling heavy loads but not for going fast on the highway. Peak torque on your motor is 2000 RPM so I estimate you'd want gearing to keep you around that RPM at 75-80 mph whereas right now you're probably closer to 3000 RPM. The stock head is starting to run out of breath at 3500.
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EGR is used in closed loop and helps economy but a turbo can hurt its calibration. AIR is only used on cold start light off, but it is messed up if the turbo kicks in on open loop when cold. Both can be in operation at certain temperatures.
On what Saab and Subaru used to call a "low pressure Turbo" engine, the two parts operate often.
Secondary Air injection is operated by an electric air pump, as most cars progressed to this in the 00 tees. Fords old hat Upstream and Downstream air is still operated by the old fashioned 1978 style system variation on the old Thermactor Ford pioneered bsck in 1966....and it can cause many issues. I like these old systems, and don't remove any Federally mandated emission stuff because the first EECV still used it, and all the Ford fuel injection programming is based on having it functional.
I have a personal Social Justice War against every single aftermarket computer system that has a section on Emission Control Elimination or Defeating. I love systems which allow the open loop air fuel to be scaled, or the stock closed loop settings to keeped but interpolated. HonData git a real bad rap from EPA for a device tgat just scales a stock air fuel and pulse width EFi....for off road cars. Same with computer updates which allow all the stock ignition systems and all the emissions crutches to be maintained. Moats and the old Impco and Automotive Controls Auxiliary systems, great stuff. MAF and fuel pressure and Intake Air Temp and water temp devices are good, but get close to being emissions defeater systems.
EGR and AIR are fine. I like the 31 pound per hour air pump....it can be switched to work as an anti lag device. Ak Miller and Cenrury were using Toyota 18R and F J series Gasoline Land cruiser Air pump as a 25 cfm air flow anti lag device in 1978 in Jay Storer"'s Propane Performance and Hugh McInnes early issue of his Turbo books. It's a shame every one of these performance crazed do dad removers don't sit back and study what a Ford or Denso or Toyo AIR system is..
An Auxiliary Turbo boost Initiator!
I think I am understanding now. Before you said you could not keep up in traffic. Accelerating up an onramp is a different story. Having the MAF setup makes it easier to turbo without much modification. You can (if tuning yourself) simply turn off the EGR feedback functions while keeping egr functional. Another thing to consider is the stock MAF sensor is limited to ~250hp.
concerning your acceleration; it may prove worthwhile to check your IAT and ECT sensor readings. I've seen where one or the other has not failed but gives inaccurate readings. Your ECM uses these for significant fueling strategies. After an overnight cold soak, use a scan tool and access vehicle data stream and see what they read before starting your engine. They should be within a few degrees of the other. and that should be close to your ambient temperature. The ECM doesn't set a code for them unless they fail open or read higher than operating parameters.