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Hello All,
Does anyone know absolutely if a 95 f150 4wd 5.0 has a MAF sensor? There's a guy in Phoenix (I'm in North Dakota until the 23rd) with a 95 F150 for sale at a decent price with a 5.0 engine- which is what im looking for- he sent a pic of the engine and its got the dual air intake tubes. I was thinking all the 95 f150's were MAF equipt?

Thx,
Matt

Yes 95 is maf. I had a 94 and it was maf same as my bronco now. 95 is obd1 maf I know for certain on a 2wd model. Look it up on auto zones web site or something similar to confirm the 4wd model but it should be the same as the 2wd version.

I thought 93 was the last year of speed density on 5.0 models.

Is it possible it's actually a 351 and dude has no clue?

Well that's my second thought-- I asked him and was certain on the 5.0

Post up the pic of the engine bay. I am in north phoenix (I17/101). If it is not too far away, I could go take a look for you?

Dustin

IIRC the first OBD1 MAF was only offered on Ca model 95' F-series. There is a thread on FSB where Seattle FSB has discussed why this the optimal year to for build purposes. A single O2 sensor vs three with OBD2 and much few pins utilized on the ECU harness. Easiest way to tell is if there is a 4-pin MAF sensor on the other side of the factory air box.

http://broncozone.com/topic/12532-maf-sensor/

Check post #2



In this thread http://www.fullsizebronco.com/forum/sho ... 910&page=2, in post #37, Seattle FSB has circled the MAP and BAP sensors associated with speed density systems.

My 94 F150 is mass air. Not all mass air computers have the J3 port though. This port is where you place a chip to run your own custom tune. Certain 95 computers ( like I am currently searching for ) are more popular because of the combo of having the J3 port and to control an E4OD without needing an aftermarket controller.

Have a pic for reference?

I think that's the real issue... those wanting to run an E4OD or 4R70W transmission. What CAN be done, is ditching the EEC-IV entirely and stepping up to an EEC-V system with CDAN4 strategy. This is a very popular strategy, although using 104-pin EEC connector and harness, has some very nice features that make it noteworthy for an old Bronco.

• Integrated trans controller. Full control and programmability for 4R70W transmissions (which can be built up to handle in excess of 750 hp for very little money and support 500 hp STOCK). 4R70W will also mate with NP203 and NP205 t-cases, no problems.
• Integrated high and low speed independent fan control.
• Integrated EDIS8, no need for a separate module. Includes multiple spark discharge control at lower RPMs too.
• Choose to run injectors in batch fire or sequential fire mode.
• Harness from a '96 Crown Vic and similar includes EV1 injector connectors (same as EEC-IV).

If I didn't have a big block bellhousing bolt pattern on my engine I would've made this switch ages ago. If I ever swap a 351W in, I'll definitely do this.

That's a lot of really good info on the EEC-V . Is the 4R70w shorter then the E4OD? Is it stronger than the E4OD?

dtbback wrote:That's a lot of really good info on the EEC-V . Is the 4R70w shorter then the E4OD? Is it stronger than the E4OD?

According to TRS, E4OD is 31.5" and the 4R70W is 27.5" for the 4WD models.
http://www.therangerstation.com/forums/ ... ostcount=3

I believe the E4OD is simply a much heavier duty transmission with accordingly heavier internal parts, more akin to the C6. I think if all you were doing was towing, then the E4OD might be a better option. It's a matter of opinion, but I feel it's the difference between a small block Ford 302 with small journals vs a big block Ford with massive crank journals. Of course, a small block Ford can be built upwards of 435 cubic inches, much like the 4R70W can be built to handle ridiculous amounts of power. The general design of the 4R transmission is a considerable evolution and has become very popular. I have one behind my '71 Mustang with a 408 stroked 351W generating roughly 500 hp and 550 ft-lbs of torque. General operation is very smooth with the shift firmness increasing with load (computer controlled). I think the 4R owes a lot to the fact that it's been in fleet circumstances via police Crown Vics. Of course, the late model Explorers had them too and they do have a towing capacity, don't they?

Is the F150 4R70W any different then an Explorer one? Is it plug and play for a swap?

I have heard a few times that the NP205 fits on an Explorer 4R70W. I have never heard anyone say it fits on thetruck version...

I just measured my 4x4 C6. It is 25.75" from bell housing to transfercase mounting surface.