BAJANCO

Bajaluv · Post by **Bajaluv** » Tue Oct 16, 2018 9:44 pm

I’ve been doing some reading about fuel pressure, injectors and speed density motors. So I will reach out tomorrow and might go back to 19lb four hole just to be safe.

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cs_drums · Post by **cs_drums** » Wed Oct 17, 2018 10:44 am

So are you OBD1 MAF or SD? If your MAF obd1 you can just get a MAF that's calibrated to the 26# injector.

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Bajaluv · Post by **Bajaluv** » Wed Oct 17, 2018 12:47 pm

cs_drums wrote:So are you OBD1 MAF or SD? If your MAF obd1 you can just get a MAF that's calibrated to the 26# injector.

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That’s interesting ! Learning something new everyday. I’m currently OBD1 / SD basically this motor is running off my 91 system. The plan for now is to drive it SD and wait till I can go true OBD2 and use this motor to it’s full potential. After talking to a few bronco aficionados I’m being told to go back to my 4 hole 19lb injectors until I switch over.

running rich

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cs_drums · Post by **cs_drums** » Sun Oct 21, 2018 11:54 am

I would look into the Stinger performance PIMP ECU. It is a mega squirt ECU built into a factory ECU. Plug and play with self learning as well as fully tunable. I just bought a older used one so I'm switching to C6, but I talked to the guys at Stinger and they are releasing an E4OD version any day now.

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Bajaluv · Post by **Bajaluv** » Tue Oct 23, 2018 3:36 pm

cs_drums wrote:I would look into the Stinger performance PIMP ECU. It is a mega squirt ECU built into a factory ECU. Plug and play with self learning as well as fully tunable. I just bought a older used one so I'm switching to C6, but I talked to the guys at Stinger and they are releasing an E4OD version any day now.

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Good information I will look into it, I’m currently running the motor OBD one until I come up with the right plan. So currently I have a 96 engine, 91 ECM, 95 E40d. She runs great but I’m not at full potential until I switch over. My biggest issue now is the motor stalls when I put in gear so I’m replacing my idle air control and MLPS sensor on the tranny tonight.

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Bajaluv · Post by **Bajaluv** » Sun Oct 28, 2018 7:19 pm

She’s alive and running strong !!

the last items to be replaced MLPS and fried ECm

I have learned so much about capability over the different years. Currently running the 96 motor OBD1, with a 95 E4od in my 91 bronco. After the 1000 she will get the upgrade to the 96 ecm and MAF. From there I will enjoy this season the best I can.

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Bajaluv · Post by **Bajaluv** » Sun Oct 28, 2018 7:22 pm

Picked up 2 more ecm’s at the junk yard just for back ups. Finally got around to squaring up the rear from last jump champs.

103” on the passenger and 103 1/2” on the driver side.

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Bajaluv · Post by **Bajaluv** » Mon Oct 29, 2018 5:55 pm

So now I have another interesting issue. When I put my bronco in reverse it wants to kill the motor so I have to feather the gas while I’m backing up, and only occasionally does it stall when I’m coming to a stop at a light or stop sign. So I put the rear up on jackstands and start my motor when I put it in reverse and apply the brake it slowly kills the motor. When I apply pressure on the brake pedal? It’s almost like the ECM is not telling the transmission that I’m coming to a stop, it stalls out the motor ? Other than that my Frankenstein of Bronco is running pretty well. If anybody has any input on the motor stalling with putting it in reverse or drive feedback is always appreciated.

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AussieRod · Post by **AussieRod** » Mon Oct 29, 2018 6:35 pm

Speed sensor not talking to the ECU?

Bajaluv · Post by **Bajaluv** » Mon Oct 29, 2018 6:37 pm

AussieRod wrote:Speed sensor not talking to the ECU?

Interesting ? I’m currently running my 91 transfer case, so my Speedo and speed sensor or VSS are one connection at the case.

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AussieRod · Post by **AussieRod** » Mon Oct 29, 2018 6:39 pm

The signal might not be compatible with the ECM you are using. Check the pulse ratio and see if they differ, that might solve the issue.

Bajaluv · Post by **Bajaluv** » Mon Oct 29, 2018 6:42 pm

Those are some of my symptoms, shift points, fuel consumption

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Bajaluv · Post by **Bajaluv** » Mon Oct 29, 2018 6:44 pm

AussieRod wrote:The signal might not be compatible with the ECM you are using. Check the pulse ratio and see if they differ, that might solve the issue.

I just installed a different ECM, it’s out of a 1990 bronco. The only difference was that Bronco had a electric transfer case. But this is good information thank you. I will have to do a little research, I am not familiar with checking the pulse ratio ?

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biggiek · Post by **biggiek** » Mon Oct 29, 2018 7:26 pm

Interesting mine has been having a similar issue. Does your voltage swing when it is put into reverse before dying?

AussieRod · Post by **AussieRod** » Mon Oct 29, 2018 7:49 pm

Bajaluv wrote:
AussieRod wrote:The signal might not be compatible with the ECM you are using. Check the pulse ratio and see if they differ, that might solve the issue.

I just installed a different ECM, it’s out of a 1990 bronco. The only difference was that Bronco had a electric transfer case. But this is good information thank you. I will have to do a little research, I am not familiar with checking the pulse ratio ?

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My understanding is that the t/case mounted sensor might not have the same number of pulses per wheel revolution that the crownwheel sensor. The t/case sesor will get more confused by both gear ratio changes AND tyre diameter changes than the crownwheel sensor, as the rear axle sensor only needs to deal with tyre dia. changes. Does that make sense? If the pulse count is off, the ECM will think you are still moving or stationary and not bump the idle up to compensate.

Bajaluv · Post by **Bajaluv** » Mon Oct 29, 2018 7:50 pm

biggiek wrote:Interesting mine has been having a similar issue. Does your voltage swing when it is put into reverse before dying?

Yes it does, voltage jumps !! I’m having all the symptoms and doing research on pulse right now. She runs so good at the right speed but I can feel the confusion in my foot.

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Bajaluv · Post by **Bajaluv** » Mon Oct 29, 2018 7:55 pm

AussieRod wrote:
Bajaluv wrote:
AussieRod wrote:The signal might not be compatible with the ECM you are using. Check the pulse ratio and see if they differ, that might solve the issue.

I just installed a different ECM, it’s out of a 1990 bronco. The only difference was that Bronco had a electric transfer case. But this is good information thank you. I will have to do a little research, I am not familiar with checking the pulse ratio ?

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My understanding is that the t/case mounted sensor might not have the same number of pulses per wheel revolution that the crownwheel sensor. The t/case sesor will get more confused by both gear ratio changes AND tyre diameter changes than the crownwheel sensor, as the rear axle sensor only needs to deal with tyre dia. changes. Does that make sense? If the pulse count is off, the ECM will think you are still moving or stationary and not bump the idle up to compensate.

Yes that does, kind of lol. Crown wheel sensor ?

My Speedo is accurate, changed the yellow gear to a red one. This matches new gears 4.88 and tire size 37”. I do not have VSS in me rearend. That is my RABS sensor only in a 91, if that matters. I learned that back when I installed the VSS kit from Hollander

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AussieRod · Post by **AussieRod** » Mon Oct 29, 2018 8:02 pm

Ok, you're on to it, then

MLPS is ok, maybe that is going out? Otherwise, I'm out of ideas, as I haven't had a lot to do with the E4OD.

biggiek · Post by **biggiek** » Mon Oct 29, 2018 9:55 pm

Bajaluv wrote:
biggiek wrote:Interesting mine has been having a similar issue. Does your voltage swing when it is put into reverse before dying?

Yes it does, voltage jumps !! I’m having all the symptoms and doing research on pulse right now. She runs so good at the right speed but I can feel the confusion in my foot.

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Hmmmm I thought mine could be battery or alternator related but I replaced the alternator recently and am still having trouble. Fluid level ok in the trans? Read it could be locking up the convertor for too long in reverse if fluid is off or having convertor issues as a whole.

Tchajagos · Post by **Tchajagos** » Tue Oct 30, 2018 12:51 pm

Taken from fsb

When the solenoids turn off the collapsing magnetic field can send a spike back to the ecc. To protect the ecc they put diodes in the solenoid pack to block the spikes. In 95 they moved the diodes to the ecc, so if you have a pre-95 ecc and a 95-96 solenoid pack there are no diodes and you can blow out your ecc. I believe that was also when they changed the wiring to the weather plug, so you need to be sure that you have the right year solenoid pack and that the wire harness is wired for the 92. If either is incorrect you may have blown out your ecc

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