Escort P2D Put in a 4 Cylinder /w different firing order
Posted: 2023 Feb 08, 00:06
I joined this forum hoping I could get a solution to my problem of changing the firing order that is built into the Ford EEC-IV that I bought and that I will use to operate my '72 VW Super Beetle.
I was looking for some fuel injection ideas when I came across a discussion where the EDIS module was used in conjunction with a Megasquirt module to get rid of the distributor. I got to thinking after looking at the cost of the Megasquirt that maybe the Ford EEC-IV could be adapted to another 4 cylinder engine. If the EEC got the correct inputs it wouldn't know whether it was hooked up to an Escort 1.9L or a VW 1.6L soon to be a 2.1L. So I began a hunt for literature. I found Charles Probst's book and bought it. I couldn't find anything for the fifth version of the EEC that had as much information as Probst's book. I did find out that the EDIS module had been incorporated in the -V version but that was all and I needed to know more. I also read that it could be reflashed, i.e. essentially reprogrammed.
I figured that the Ford unit would be the way to go and I could learn a load of useful information in the process. If I had only known about the Ford system I could have used it to fuel inject my 1951 Studebaker Champion when I implanted it with a turbocharged Studebaker 259 V-8 with a pressurized carburetor. Fuel injection would have solved a whole lot of problems and would have been easier to set up when the inlet was pressurized.
So Mr. Michael Decipha Ponthieux, how can I solve the firing order problem to get sequential fuel injection? Is it really as simple as rearranging the pins to match my engines firing order? Changing the pins will not create a lean condition on one "bank" when compared to the opposite bank? Air cooled engines do not like lean conditions; pistons can melt easily and the aluminum cylinder heads can crack if there is any preignition with lean burning. My engine is flat but it is similar to a Ford V-4 industrial engine that was used in the Capri and the Saab 96 in the 1970s.
I was looking for some fuel injection ideas when I came across a discussion where the EDIS module was used in conjunction with a Megasquirt module to get rid of the distributor. I got to thinking after looking at the cost of the Megasquirt that maybe the Ford EEC-IV could be adapted to another 4 cylinder engine. If the EEC got the correct inputs it wouldn't know whether it was hooked up to an Escort 1.9L or a VW 1.6L soon to be a 2.1L. So I began a hunt for literature. I found Charles Probst's book and bought it. I couldn't find anything for the fifth version of the EEC that had as much information as Probst's book. I did find out that the EDIS module had been incorporated in the -V version but that was all and I needed to know more. I also read that it could be reflashed, i.e. essentially reprogrammed.
I figured that the Ford unit would be the way to go and I could learn a load of useful information in the process. If I had only known about the Ford system I could have used it to fuel inject my 1951 Studebaker Champion when I implanted it with a turbocharged Studebaker 259 V-8 with a pressurized carburetor. Fuel injection would have solved a whole lot of problems and would have been easier to set up when the inlet was pressurized.
So Mr. Michael Decipha Ponthieux, how can I solve the firing order problem to get sequential fuel injection? Is it really as simple as rearranging the pins to match my engines firing order? Changing the pins will not create a lean condition on one "bank" when compared to the opposite bank? Air cooled engines do not like lean conditions; pistons can melt easily and the aluminum cylinder heads can crack if there is any preignition with lean burning. My engine is flat but it is similar to a Ford V-4 industrial engine that was used in the Capri and the Saab 96 in the 1970s.