4.0L 6 Cylinder (EB-II to AU)

4.0L 6 Cylinder (EB-II to AU)

The 4.0L EFI Ford 6-cylinder engine was introduced in the Australian EB Series 2 Falcon. 





General Information


Cylinders6
Displacement3984cc
Firing Order1,5,3,6,2,4
Cylinder Orientation (from drivers seat)
1 Front
6 Rear 






Model Variants

EB


PIP TFi Distributor
EEC-IV OEM ECU


ED


PIP TFi Distributor
EEC-IV OEM ECU


EF


The EF model introduced a 36-1 crank trigger and waste spark ignition
EEC-V OEM ECU


EL


Ford reverted to the old PIP TFI Distributor for the EL model.
Variable length intake (IMRC) @ 3800rpm.


AU


With the AU model Ford went back to the 36-1 crank trigger and waste spark ignition. Igniters are built into the OEM ECU.
INTECH engines with Sequential Injection and variable length intake (IMRC).
VCT models have switched inlet cam control
All AU series were the same










Sensor Information

Distributor Models

A distributor with a 6x tooth chopper wheel Hall Effect pickup is used. It has one tooth that is narrower than the rest.  The distributor has the igniter module attached to the side of the distributor body and this interprets the signal and sends it on to the ECU.  The ECU then sends the signal back to the module which then fires the coil.  This system is referred to as the Ford PIP or TFI.


Wiring








Crank Sensor Models

Models with a crank sensor have a 36x tooth wheel with a 1x tooth missing gap and is located on the back of the crank pulley.   The cam sensor has a single tooth.




Crank Sensor

Ford use Reluctor sensors for this engine.



As we can see from the Ford supplied scope trace above, the missing tooth occurs at 60BTDC.  What the ECU triggers off is the first tooth after this missing tooth event.  When we have 36 teeth over 360 crank degrees it means that each tooth is 10deg apart.  This means the next tooth after the missing tooth gap is at 50BTDC and this will be the TDC Offset to start from.  Because the cam sensor signal occurs after this missing tooth event the ECU syncs off the the next missing tooth to come around, so 1x crank rotation further along.  So if we add 360 degrees to our 50 degrees we get a TDC Offset of 410BTDC.


PinHaltech Connection
ATrigger +
BTrigger -




Cam Sensor

A reluctor cam position sensor is used.




PinHaltech Connection
A - No Connection
---
B - Sensor Negative (Light Blue)Home - (Green)
C - Sensor Positive (Dark Green)
Home + (Yellow)

Note: Ford's own scope trace above shows the cam sensor signal as being inverted with a Rising edge, yet the crank trigger shows a Falling edge.





Trigger Configuration Distributor Models






Trigger Configuration Crank Sensor Models



    
    








Ignition Coils and Igniter Modules

Distributor Models

The Ford TFI module requires a duty signal from the ECU and it handles it's own dwell control of the coil. Configuration for this is shown below.







Crank Sensor Models

Crank sensor models have a waste spark ignition coil pack. 


The igniter module is incorporated inside the OEM ECU. To use this coil pack with an Elite ECU an igniter module is required with 3x channels.  
The Haltech HT-020004 is suitable for this application.










Throttle Position Sensor

   
PinHaltech Connection
A - Sensor Ground (Black/White)Sensor Ground (Black/White)
B - TPS Signal (Dark Green/Black)AVI-10 (TPS Input)
C - 5V (Orange/Black)5V+ (Orange)





MAP Sensor

information about the MAP sensor

   

PinDescription
AMAP Signal
BTemperature Signal
C5V+
D
Sensor Ground

Calibration: Use "xxxxxxxx.cal"
0.3V = 15 kPa(Abs)
4.8V = 105 kPa(Abs)




Idle Valve

This engine uses a 2-pin BAC valve for idle control.  It is supplied an ignition switched 12V+ and the ECU provides a duty cycle ground signal to regulate the valve opening.
Due to the high current needed to drive this solenoid an ignition output should not be used.  Injector, DPO, or Stepper outputs should be used. Ford specifies that 160Hz is used.
   

PinHaltech Connection
A - 12V+ (Red)12V+ Switched
B - ECU Duty Signal (Grey/White)Any spare DPO (No Ignition Outputs)





Vehicle Speed

The speed sensor signal goes to the dashboard first, and is then sent from here to the ECU (pin 58) as a digital signal.






Coolant Temperature Sensor

<insert CTS image>


Wiring is not polarity sensitive

Calibration: Use "Temperature - xxxxxx.cal"
Created for Haltech ECUs using a 1k pullup to 5V




Air Temperature Sensor

<insert ATS image>

Wiring is not polarity sensitive.

Calibration: Use "Temperature - xxxxxx.cal"
Created for Haltech ECUs using a 1k pullup to 5V





IMRC Variable Intake Length

A variable length intake system is fitted to these engines and is controlled by the ECU. The solenoid switches the flow of vacuum from a reservoir tank to a diaphragm actuator at a certain RPM.

      

Pin
Haltech Connection
A - 12V+ Switched (Red)
12V+ Switched (Grey/Red)
B - ECU Signal (Light Green/Violet)
Any Spare Output







MAF Sensor




Pin
Description
1
No Connection
2
MAF Signal
3
Sensor Ground
4
Power Ground
5
12V+ Switched
6
No Connection









OEM ECU Information

EB (EEC-IV)








EF (EEC-V)

    

  


2x different diagrams found.  Workshop manual says EF and EL have only 2x injector outputs.


This diagram says EF but has 6x injector outputs.





EL (EEC-V)

    






AU (EEC-V)

   
 







Unique Information

Information about anything unique in the system





Base Maps

Add Base maps





Installation Pack

Downloadable zip file that has wiring information and base maps. Everything needed for someone to do an installation and startup.




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