Ford EEC IV computer

[black88coupe]

If it’s Speed Density from the factory you cannot run a cam with a lot of duration- it drives them crazy- unless your under WOT. Speed Density is vacuum sensitive. You would need to either switch to
Mass Air or get a chip burned- Or go aftermarket EFI.

[Ed Wright]

Originally Posted by black88coupe

If it’s Speed Density from the factory you cannot run a cam with a lot of duration- it drives them crazy- unless your under WOT. Speed Density is vacuum sensitive. You would need to either switch to
Mass Air or get a chip burned- Or go aftermarket EFI.

Do the Ford computers not have V.E. tables?
And, unless the Mass Air Flow sensor is small enough to restrict air flow, they are not a bad deal. If you understand them, they can certainly make the car more consistent and easier to dial.

[Bill Harris]

Ditch the OEM and put in a Pimp from Stinger.
https://www.stinger-performance.com/universalparts.html

It is MegaSquirt based, replaces the OEM computer using the OEM connector with some minor re-pinning, and will do anything you can imagine. EXCELLENT support by Stinger. I just put one in my 85.5 SVO (turbo 2.3) and it was almost trivial. It will also autotune the fuel maps if you have a wideband O2 sensor. Stinger will supply a base map to get it running, autotune with some manual adjustments after that.

[black88coupe]

Originally Posted by bill harris

ditch the oem and put in a pimp from stinger.
https://www.stinger-performance.com/universalparts.html

it is megasquirt based, replaces the oem computer using the oem connector with some minor re-pinning, and will do anything you can imagine. Excellent support by stinger. I just put one in my 85.5 svo (turbo 2.3) and it was almost trivial. It will also autotune the fuel maps if you have a wideband o2 sensor. Stinger will supply a base map to get it running, autotune with some manual adjustments after that.

this^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^!!!!!!!!

[Bench Racer]

Guys I really appreciate the responses, I have helped my brother with his IHRA Super stocker with a Holley 650cfm 2bbl since the 1980's. and his NHRA GT SS with a Q-jet but when he went to EFI (Thank God the engine builder programs the car) I am only good for fuel or a converter or transmission swap lol. Due to Christmas, family time, and my profession as a paramedic (we don't get holidays) I have not had the hood up on the ranger to check vacuum, fuel pressure, block off the EGR, or give Kirk a call. While at work I did look at the ECM and it has a catch code of MOM2. When I googled this I got a hit on a ranger with a 3.0?? Maybe bad info or maybe mine had been reflashed and replaced. After Ed's comment on timing in courious about a Auto ECM. I think the 1991 ranger still used the A4LD automatic and I know it has a lockup clutch, other than that I think it is a "dumb" transmission don't rely on the computer to function, it may work with the c-4 transmission. I have done some research on the Quarter Horse chip and for my application it appeared it may be the best bang for the buck as I am looking drivability, fuel economy and performance vs max H.P. and E.T. Heck if the Automatic 2.3 ECM works and get some fuel mileage I'd be happy. If the current 15 mpg is all I can get with the 2.3 with a cam upgrade I might as well look for a 260, 289 or 302 with a distributor and a carb and stuff it in lol. Thanks again for the replys and happy new year. Don Jackson

[kdanner]

Originally Posted by Bench Racer

While at work I did look at the ECM and it has a catch code of MOM2. When I googled this I got a hit on a ranger with a 3.0??

Hi Don. Correct, MOM2 is a California calibration for a 1996 Ranger 3.0 with a 4R44E trans. Hardware type will also be on the PCM decal, which is ML2-111. Same hardware also used in 96 for 4.0 Rangers with 4R55E trans, with a different calibration of course.

EDIT: Was really pondering how it could even run at all and why someone would have rewired the truck for that EEC-V module anyway. Now I see what it is, it's M0M2 rather than MOM2. That one is EEC-IV, for a Ranger 2.3, manual trans. So it's not flashable, no EEC-IV is, the only things you can use are those that connect to the service port on that PCM like plug in chips or there have been a couple of user editable devices that plug into that port also.

Going back and looking at your original post, a mechanical fuel pressure regulator with manifold reference like that doesn't do anything other than maintain the pressure delta between the rail and manifold, so no concerns there with a camshaft change. Really need some datalogs, but I don't know if any of the aftermarket software even has anything defined for that old and obscure application. Can maybe get some basic readings with some of the generic stuff out there, might show MAF, fuel trim, and what the oxygen sensor is doing at cruise/idle anyway. I would expect problems like dying when dropping it into gear or coming back to idle after a significant enough cam change, but you're right, you didn't change it much. Have you cleaned the MAF? Ford PCMs very rarely go bad.

[lo23m8b]

Hi. I have a number of brand new computers for rangers and bronco II's of this era. If you can come up with a number you need I can check my stock (I probably have one). I have late 80's and early 90's stuff). My e-mail is lo23m8a@aol.com. I can also help with eecIV issues but it's been a long time.