You got it. Downstream AIR is the simple large pipe to the main catalyst. Upstream AIR is internal on 4.2's, 5.0 and 5.8's in the Windsor family as of 1978, its external on Cleveland based 351M's, 400's and all that early 3.3 liter stuff. The internal casting ports were done in 1978, and thats when the big 5.8 got downgraded to the smaller 5.0 head casting, with its smaller valves. Ford didn't integrate it on the bigger tall deck canted valve 351's and 400's.
It commonly self blocks off in the lifetime of any normal operation due to gunking up, but its just able to be stopped at the back of the head.
Secondary Upstream AIR was just added with extra external upper manifold piping on the other engines, vey much like the three year only California spec Boss 302 and 351 Boss Upstream Thermactor for the 1969/70 and 1971 Canted valve engines. It can be added like that.
Down stream and upstream air came about when the 3 bed catalytic converter came into being with the stricter 1980 California emissions
See http://vb.foureyedpride.com/showthre...r-upstream-air
http://vb.foureyedpride.com/showthre...102#post929102
The torque is due to high stall 2350 rpm, 2.53 stall ratio converter, high air speed 2-bbl intake, and the mean best torque from the fat spark the TFi thin film o' dielectric grease solid state igntion. Later port EFi Mustang 5.0's have a torque reduction algoritm, which cuts advance on upshift, and you notice the low emd torque drop compared to any AOD M code right off.
The CFi is a kind of Motorcraft 2150 2-bbl casting with 1.33 venturi internals and its able to take bigger butterflies right up to Holley 500 4412 or Motorcraft 4100 sizes. The difference between it and the bigger, fatter 5.0 HO CFi thottle bodies is the lack of ISC. I guess the normal 160 thou or 4 mm wall thickness rules apply...past that, you can break into the other walls, and need to add JB Weld. But you can die grind them or fly cut or 3M paper and mandrel bore them out 160 thou over size everywhere if you've got a 5.0 HO to compare it to. Any CFi 2-bbl Motorcraft unit is a good pickup.
Printed circuit boards hold operational amplifiers that are primarily voltage amplifiers. The capacitors take a huge load, and I've worked with Califonia made ECM that still have the 1987 capacitors in them. Ford and GM made more computers per year than IBM or Microsoft, so you can bet repair is easy and the systems are very reliable. The chips were built fast, and with clout with primary engineering by Motorolla and Intel. Once that was done, Ford used whatever suppliers who could fill the demand and specification and security requirements.
No real realiabity issues. From 1984 to 1998, accessing the EECIV chip was a problem due to low voltage levels...it was easy to kill a chip if you tried to acess that part. Most people have figured the system doesn't like voltage spikes, but its pretty hard to kill the capacitors.
People also complian that the Keep Alive memory was bad on the eary EECIV's...is see no evidence of this for the CFi computer.
Ford protected its investment with elaborate batch and unpack stratergies to keep the machine codes stored all over the mirco chip, and the catch codes are able to be mined only with a binary Code editor like Californias Digital Automotive Systems used back in the 80's. Other, later systems like TWEECER only access the Real Time data stream and tune, in a modern setting, they are like defacto can bus systems, but its only avaliable with tuning capabilities for EEC-IV supported box code processors.
The basics are all there. People give up on the EECIV because its no where near as developed as the aftermarket support offered by DIY Autotune, and an aftermarket system. America wants new business, and not reheated old Ford stuff they can't or more to the point, won't take the time to understand.
Any computer language and system learning is like a discipline. A person who hates sheet music deciding to go his own way, and make ones own code. Somewhere down the line, you have to teach someone. Ford doesn't. It did what it did, and then parked it up. Reflashing EECV and OBDII is pretty easy now.
The CFi has no safe mode, no torque reduction algorthim, and it needs to be unpacked before you can do anything with it. I'd bet an already mapped Speed Density SEFi 1986-1988 5.0 computer could be reconfigured to run a CFi, but you'd have to add the 3.8 V6 CFi ISC circuit.
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