I'm looking at swapping an EEC-V 302 into my YJ. Seems everyone is afraid of the newer computers and wants to go back to the EEC-IV mustang motors. Looking for helpful info here...not the 'just put in a 89-93 'stang motor cop out.

Are there some good sources of info on what it will take to make the EEC-V computer happy? I'm not worried about the engine sensors...more worried about the dash reporting back to the computer and making it happy without an OE dash.

ttt

Explain to me exactly why you want to keep the EEC-V? Having done an EEC-V 351 swap into a Friend's Bronco, I can say it is a real pain in the ass when compared to EEC-IV. Switching to EEC-IV is not that hard to do, and will make for a much cleaner swap in the end.

EEC-V is a far more advanced system of engine management, and I would think it you be far better in any situation that the EEC-IV. However, I have not done any swaps with the EEC-V, so I can't quote differences:D

Not to mention there is far more aftermarket support to compliment the EEC-IV system.


If you have all the parts it is worth doing... if you have to buy a single component you might as well just use the EEC-IV cop-out.

The 89-92 engines are better anyway... they have forged pistons.


There are some good boards out there related to this stuff...
try this one for the late model Ford stuff:

www.stangnet.com

will some one post a wiring schematic? i really dont see why EEC-V would be so hard?

I'm thinking about doing it for 2 reasons 1) would like to run a 4R70W and hack into the torque convertor lockup switch and 20 because that's the native controls for the engine. I guess I'm stoopid to just go with EEC-IV like everyone else. Seems to me it can't be that difficult and will be able to reap some of the newer features with it.

With that said...I don't want to be the first to do it. Would like to find out someone else's difficulties first.

Thanks for the stand sight.

OffRoadPoser...what types of difficulties did you run into. A real pain in the a$$ is putting a connector on a wire for some people.

With at least some EEC-V systems the computer ties into everything. Like if the fuel sender voltage doesn't change over time it sets a code. I don't know if anyone has completely hacked those ECM's yet, if they have it would be easy enough to fix those problems. If not, then to do a nice clean swap you basicly have to use all the chassis electronics from the donor car.

I don't see why it would be that difficult, but like I said, I havent done the swap:D

Its just a couple more sensors, and some more wiring to the PCM.

The benifits would greatly out wiegh the trouble of the wire plumbing in my eyes, but like I said, the only contact I have with these is in everyday factory situations. (And I have had a lot of contact:rolleyes: )

Originally posted by Gordon
With at least some EEC-V systems the computer ties into everything. Like if the fuel sender voltage doesn't change over time it sets a code. I don't know if anyone has completely hacked those ECM's yet, if they have it would be easy enough to fix those problems. If not, then to do a nice clean swap you basicly have to use all the chassis electronics from the donor car.

Thats is true, but it won't cause a drivability problem. (I'm not sure if a MIL is important in Texas)

If you add a fuel cell, and no longer have an evap system, or the factory pump and sending unit the MIL will light up.

One of the problems we ran into was the fact that the EEC-V is looking for 3 O2 sensors, one on each side of the motor and one after the cat. The one after the cat makes sure your emission system is working and will tell the computer that something is "wrong" if it doesn't get the right signal. Compare this to one (or two) O2 sensors on a EEC-IV. Also if you want to run an electronic EEC controlled tranny you are asking for even more trouble. The swap I did involved a E4OD and we still don't have it shifting right. On the EEC-IV, the tranny needs the VSS signal from the t-case, no big deal. On the EEC-V the tranny get a signal from the ABS sensor (which you will need to install if your axle doesn't have one), which then MUST go through the ABS computer, and THEN through the PSOM (programmable speedometer/odometer module), and THEN to the EEC to control the shift points. We ended up having to get the ABS computer and PSOM off the donor vehicle and wiring them in. Now my friend has a cool "heads-up display" speedo, but if we would have used EEC-IV we could have just gone off his VSS and saved loads of time, money, and complexity.
To me the extra complexity of the EEC-V is no where close to being worth the advantages. My friend's Bronco doesn't perform any better or worse than my EEC-IV 351W that I added a mass-air conversion to, and his has ALOT more wires and sensors and shit to go wrong. In my opinion you no more want to run EEC-V than you would want to run a computer controlled carb, keep it as simple as possible, especially if this is a plain-jane pushrod motor with no crazy variable valve timing or fancy-pant stuff like that.

Stuff is starting to make more sense.

My options seem to be
1) go with the EEC-V...and the headaches with it.
2) swap to EEC-IV and get a separate controller for the tranny
3) give up te idea of an electronic tranny (locking the convertor and having full control of shift points would be sweet) and just go to EEC-IV.

Seems like the main complication in switching the 302 back to EEC-IV is the ERG (internal vs. external). Will I have to replace all the sensors with IV style, or are they compatable between IV and V.

EEC-V has been around since 96 MY and it stll hasn't been hacked and conquered?

Why do you need a seperate controller for the tranny with EEC-IV? The 4R70W is just a wide ratio AOD-E, and there are a number of EEC-IV computers that should work with that combo. Aside from locking up the torque converter, why do you want an electronic control tranny?
Like I said before, you want to balance out the amount of additional cost and complexity (ever price rebuilds on an electronic tranny?) vs. the performance gain. Personally I don't think its worth it...

EEC-V engines can be made to work very well. You can eliminate alot of the sensors, and the vehicle will still perform just fine. Alot of the extra stuff is emission control related. If you know what year and model you are going to use, I can help you with wiring diagrams and advice. My guess is V-8 Explorer/Mountaineer? This would be a good choice as many of them came with GT-40 heads, roller cams and a very short water pump/pully set up.

I am a Ford, Lincoln, and Mercury EEC systems specialist technician for a living and am a Ford certified Engine Master technician.

I run an EEC-V engine with no problems. Why does everyone over look the 4.6L/5.4L for transplant? these are killer engines and are available in both EEC-IV and EEC-V configurations, as well as SOHC and DOHC.

EDIT: One major hurdle with late model Fords is the Passive Anti-theft System. It relys on data from the module communication network to activate to fuel and ignition systems. If you can avoid the ones equipped with PATS,(have a big,fat key with a transponder) this will help. Again, it depends on the year, make and model. Vehicle speed snsor imput varies with the vehicle, although many trucks used a VSS in the trans and not the ABS sensors.

Hacking EEC-V is easy.... you just need to right tools. :)

Or a see through Mustang. :)

Tom :usa:

Originally posted by zags
I run an EEC-V engine with no problems. Why does everyone over look the 4.6L/5.4L for transplant? these are killer engines and are available in both EEC-IV and EEC-V configurations, as well as SOHC and DOHC.




Probably because a DOHC 4.6 is dimensionally bigger than a 460, and if you have room for a 460, you might as well put in a 460....
:D

Hey Zags.

Thanks for the offer. I'm looking at transplanting a 98 Explorer 302 into the YJ. AM seriously considering using the 4R70W also, but haven't totally settled on that.

I've started looking into the wiring. That in itself doesn't seem to bad - just knowing what is needed and what isn't is my biggest question right now. Also - I already have a '98 explrer rear end - so if the tone ring is rquired, I can just plug it in.

The engine will be a fresh pull out of the vehicle. Needing to define what all little connectors et al. I need to ensure I get everything in one shot.

Did the explorers have the theft system as an option in 98? Haven't seen the key to the vehicle I'm looking at.

Originally posted by 87YJ
Seems everyone is afraid of the newer computers and wants to go back to the EEC-IV mustang motors. Looking for helpful info here...not the 'just put in a 89-93 'stang motor cop out.



I would not call it a cop out at all to pick the EEC-IV, its a much easier setup for a motor swap, mainly because of the issue of obtaining a harness. Ford sells a harness just for retrofits for the EEC-IV, unless you have a 94 or 95 YJ its the best route to go. If however you have a post 93 YJ you might as well go EEC-V.

Originally posted by 87YJ
Hey Zags.

Thanks for the offer. I'm looking at transplanting a 98 Explorer 302 into the YJ. AM seriously considering using the 4R70W also, but haven't totally settled on that.

I've started looking into the wiring. That in itself doesn't seem to bad - just knowing what is needed and what isn't is my biggest question right now. Also - I already have a '98 explrer rear end - so if the tone ring is rquired, I can just plug it in.

The engine will be a fresh pull out of the vehicle. Needing to define what all little connectors et al. I need to ensure I get everything in one shot.

Did the explorers have the theft system as an option in 98? Haven't seen the key to the vehicle I'm looking at.

I'll check into it Monday.

Yes, some '98s are equipped with passive anti-theft. That is a big problem if it has it.