The EEC-IV adapter board is also popular with the 2.3 Turbo crowd. On these cars, the ECU often controls the boost. Since there is no boost control provision in the EEC-IV adapter board, you’ll need to install our MK-Boost mod kit for boost control in the Megasquirt (see here for MS1/Extra & MS2/Extra) and bring its output to the IAC1A pin on a V3.0 / V3.57 board or X11 on a V2.2 (do not. EEC IV and Fusebox Connections. Harness Installation: Carefully feed the harness through the cutout in the firewall. I fed the harness from under dash outward, as this was the smallest amount of wires to move.

• Ford Eec Iv Computer
• Ford Eec Iv Manual
• Ford Eec-iv Schematic
• Ford Eec-iv Wiring Diagram
• Ford Eec Iv Repair

EEC Computers

EEC stands for Electronic Engine Control; and it is the computer which Ford uses to electronicly control vehicle functions. Don’t think about your home computer; this one does not crash and needs almost no attention. Fuel injection computers are part of a broader title called Programmable Fuel Management Systems, whose main function is to supply a mixture of fuel and air to the engine that can be easily ignited by spark to produce reliable efficient power. Sounds simple enough. The name “Electronic Engine Control” is commonly abbreviated to EEC but pronounced as “eek.” This computer has chips for memory, micro-relays to control actuators, a processor to run the show, and a program to keep it all working smoothly. It looks to sensors to learn what environment the engine is operating in. It also looks at driver inputs to learn what you want to do. It processes the information it receives and calculates what the best fuel mixture and timing setting should be. It then activates those actuators to implement the previously calculated fuel mixture and timing. It cycles back to listen to the sensors again to insure the outcome was what the driver and computer wanted. All that happens in a millisecond and repeats at speeds so fast it can adjust calculations between firing cylinders at 6000+RPM. When it’s all working in harmony it will last for over 30 years with only basic maintenance.

Ford started putting EEC in vehicles starting in 1978. There have been 8 versions of EEC, but not all of them are interesting to most EFI novices or useful. I’ll cover the different versions quickly.

EEC-I
*1978
*Ignition timing, EGR, and Smog pump

EEC-II
*1979
*Carb (O2 feedback and fuel stepper motor), Ignition timing, EGR, and Smog pump

EEC-III
*1980
*Central Fuel Injection (no Self-Test functions)

EEC-IV
*1984
*OBD-I (covered in text below)

EEC-V
*1994
*OBD-II (covered in text below)

EEC-VI
*2003
*Multiple connectors
*No J3 connector for chips, complete Flash Memory capable

Unfortunately American capitalism drives Ford, “just because you making a new toy doesn’t mean you can’t sell the old toys until they’re gone.” This is called crossover, there were carburetors in 1988, and many other crossovers that make pinpointing individual applications almost impossible. Some times a vehicle manufactured for one state was delivered to another, and dealers traded cars frequently. So dates are relative most of the time.

EEC-IV

EEC-IV has been Ford’s computer of choice with enthusiasts for years. Its advanced programming can run almost any engine, while not being over complex. All the necessary engine controls are just as advanced as the newest vehicles coming out. While emissions controls and other secondary devises are easily deleted. EEC-IV uses the same 60-pin connector as III, but one of the indexing tabs on the outside is offset.

The internals of EEC are complex; Intel and Ford had a joint venture building EEC. EEC uses a custom Intel 8061 chip for its processing functions. This chip is modified only for EEC and is soldiered into the computer board. This 8061 processor chip holds the factory fuel injection program and commands the rest of the internal components. There is also a custom Intel 8361 memory chip. The EEC has three different kinds of memory, ROM KAM & RAM. Read Only Memory or ROM; this is the long-term memory where the master program is kept. The ROM cannot be altered and lasts 20 years after the EEC is disconnected from voltage. Keep-Alive Memory or KAM; this is the complex mid term memory; this memory lasts for as long as EEC is receiving 12 volts. The KAM is where the trouble codes are stored, and where the sensor baselines are memorized. Random Access Memory or RAM is the short-term memory; this is where data is stored during a trip. Once the key is turn off the RAM is deleted.

The Intel 8061 processor chip holds the factory fuel injection program and commands the entire system. Within the program are Scalars, Functions, Tables, and Flow Charts. A Scalar is “a single numerical value assigned a label.” It sounds more complex than it really is. A common easy to understand example is the engine limiter: “REVLIM = 6000.” Functions are graphs, but Ford like to call them functions. It’s usually an input vs an output. So more input causes more output and vise versa. Tables are more complex than functions and are 3 dimensional graphs, when 2 inputs influence an output. The flow charts combine the basic scalars, functions and tables to dictate within the program to calculate an output. Flow charts are more for human understanding than computer function; it helps us to look at a complete thought.

The programmed values within the EEC are different for each vehicle/ year / engine / transmission model. Flow-Charts are not changeable, they are forever burned into the processor. These numbers within the scalars, functions, and tables can not be replaced. But they can be substituted with numbers by a chip, more on that later. The EEC only has one or two Flow Charts that are a lot larger than my simple example. The engine Flow-Chart is all combined and creates the system “Strategies,” a second flow chart can be added for vehicles with automatic transmissions. It runs these flow charts at incredible speeds, a sequential fuel injected V-8 engine needs the injectors, and spark plugs activated 4000 times a second at 6000RPM. EEC-IV operates at 15MHz, that’s the ability to do 15,000,000 tasks in one second. But there is more to do than send out a spark signal, reading a sensor takes one task away, EEC-IV has to check sensors in-between firing cylinders. So if you’re doing the math, we still have the capability to do 1000 functions in-between injector and spark plug firing. We don’t really need to go any further into this boring math, just understand that it works.

There are main strategies that EEC uses to run the engine; and back up strategies for emissions and diagnostics. In each strategy the master Look-Up table must use the sensors PIP, TPS, ECT, MAF or MAP. Those sensors run the show and which part of the flow chart EEC is directed down. The set values that dictate which Strategy to use and when to use them are different for each vehicle application. This table quickly explanes the strategies control of fuel, timing, and emissions, for further information read our Strategies page.

EEC-IV is currently our best “factory” engine computer choice today. The best thing to do is write out a list of goals you wish to achieve, and see what it takes to achieve them. See what aspects of your goals are not so important. Power, Street-ability, Fuel mileage, ease of installation, passing emissions, ease of repair, and the almighty dollar are all factors you need to think about. Many people don’t realize the big picture until the picture doesn’t work or costs a lot. Plan ahead, ask experienced tuners, racers, and talk to your friends. As a good friend always asked me, “speed is money, how fast do you want to go?”

EEC-V

EEC-V and EEC-IV are alike in a lot of ways; we’ll skip to the changes. EEC-V is faster, has more capabilities, and has an easier to alter flash programming. EEC-V has a lot of the same programming it’s just harder to read it. EEC-V is 18MHz that’s 18,000,000 tasks in a second. For aftermarket needs that is sufficient for everyone’s applications. Its internal memory is four times greater than EEC-IV. Today’s cars with traction control, air bags, and cruise need these extra capacities. The EEC-V uses a new 104-Pin connector to accommodate more sensors and actuators to help it grow beyond just engine and transmission control.

The new EEC also had to apply to newer 1996 government regulations, these were labeled as “On-Board-Diagnostics II,” and they required a new test plug called the Diagnostic Link Connector. All brands sold in the USA had to use the same test connector, and it has to be within reach of the driver’s seat.
This connector makes inserting a chip into the EEC obsolete. Ford uses this connector to “upgrade” you’re vehicles program, just like a home computer. They plug into the EEC and upload the most current program for emissions, transmission shifting, and other changes that Ford develops after you purchase the vehicle. Technology is being developed to the point where you can add an aftermarket performance programs just as Ford upgrades the stock program. One day we will be able to order an EEC-V from aftermarket with our specifications, engine size, sensors options, and transmission options. You pick the fuel ratios; you pick the timing curve, then wait for the mail, make your wiring harness to the included directions, hook it up and drive. No more searching for the best EEC, no more using just enough sensors to make it happy, and no more using dummy sensors to trick the EEC. As of now aftermarket is able to change the Look-Up-Tables from the Diagnostic Link Connector, and is currently “hacking” into the programming. The more they learn the more you can alter. Right now EEC-IV is the best Ford EEC to choose for swaps, EEC-V is only a good swap if you’re going to use all its vehicle control functions. EEC-VI is starting to hit the streets. EEC-VI will not only replace EEC-V, but make EEC-V more appealing to aftermarket venders. Listen for future technology.

The SnEEC-IV Data logger for Ford EEC-IV!

The only plug-in real-time passive Data logging solution for virtually any '86-'95 EEC-IV Ford vehicle.

SnEEC Version 1.41 Desktop Application for Windows
Now supporting EEC-Load, MAF Functions, and Real-Time Horsepower / Torque

DOWNLOAD the SnEEC 1.0 Desktop Application for Windows
Note: 1.0 is provided on the distribution CD-ROM.

Download SnEEC 1.34
Previous BETA Release candidate

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RACE Systems began in 1996 in San Jose, CA when Byron Reynolds, a Ford Enthusiast and Computer Engineer, saw fit to tune his car via electronic/computer means. This tuning took place at a 'dyno day' at the late Charlie Bruno's shop, Charlies Mustangs, and immediately netted over 30rwhp while onlookers witnessed. The seed was planted, and interest grew quickly.

Fast-forward to 2002. RACE Systems is now teamed with AutoLogic, Apex Motorsports, Mustang Ranch, Griggs Racing, and other local Ford performance shops as an on-call AutoLogic custom chip dyno tuner / distributor and provides EFI troubleshooting and custom EFI conversion services. Since the beginning, RACE Systems has helped many hundreds of Ford Enthusiasts with innovative tuning and diagnostic services. In May 2002, RACE Systems released its first high-tech automotive product, SnEEC-IV, that was developed in-house as a much needed tool for optimizing and troubleshooting performance Fords.

SnEEC-IV is the first affordable instrumentation quality real-time plug-in passive DataLogging system for the EEC-IV. SnEEC consists of a data acquisition computer that plugs between the Ford EEC-IV ECU and the main engine harness and a software application that runs on any Windows compatible PC. The hardware processes the signals, and the software displays and logs the signals in a variety of user friendly ways.

This product was developed by Matt Smith, and Byron Reynolds, (two computer/electronic hardware/software design engineers) after years of tuning experiences, and exposure to many hundreds of performance Fords. SnEEC is a tool developed by automotive enthusiasts for automotive enthusiasts, and as such, is an extremely useful tool.

'Real-Time' refers to SnEEC's ability to acquire and display data as it is happening. 'DataLogging' refers to SnEEC's ability to record a log of 'Real-Time' data for future playback. The SnEEC software and hardware can both display data as it is happening, as well as record it for future playback and analysis. Hence, it is a 'Real-Time DataLogger'

The ability to both see 'Real-Time' sensor information, and analyze stored logs, has incredible value for performance analysis and diagnostic use. This device takes the guesswork out of 'what is wrong with my car' and/or 'why does my car do that' by allowing you to see the inner-workings responsible for the engine behavior you are trying to remedy or optimize.

If you rely on the PCM in any way for your datalogging and monitoring, you can not verify functionality of the PCM.

Think of it this way: SnEEC monitors not only the sensor data, but proper operation of the PCM as well. With SnEEC, you can plug in an aftermarket chip, EEC-Tuner, TwEECer, or any other J3 service port type device to your factory computer and verify function of not only the PCM, but the add-on device as well. These other 'tuner products with memory monitoring' merely show you 'commanded values stored in memory' for the EEC's outputs, they do not verify these outputs actually exist. What if the PCM is bad?

Ford Eec Iv Computer

If the PCM is faulty, your 'data logs' would show perfectly normal looking data (the commanded fuel pulsewidth, the commanded spark advance, and so forth...) even if every output driver on the EEC is fried. They are not data acquisition computers that are monitoring the actual sensor signals; that's what SnEEC is. Only a device like SnEEC that monitors actual harness signals can catch these kinds of faults.

Have you ever suspected that your PCM may not be functioning properly? SnEEC can tell you...the other devices can not. Datalogging and monitoring the function of the PCM is actually more important than verifying sensor functionality; especially when you start hanging devices off of the J3 service port. SnEEC does both. SnEEC relies on nothing. SnEEC assumes nothing.

As of 5/4/02, SnEEC currently supports all TFI ignition, SEFI and Batch Fire, Speed Density and Mass Air, 4cyl, 6cyl, and 8cyl EEC-IV equipped vehicles.

However, SnEEC must be adapted for use for a specific ECU pinout on a case-by case basis. This is accomplished by specifying vehicle year, make, model, and specific powertrain information as part of the order process.

The 'off the shelf' SnEEC units support all 86-93 5.0L SEFI Mustangs and '93-'95 Speed-Density Lightnings. Adaptation for use with all other vehicles is a simple process and accomplished on a per-order per-vehicle basis.

If the vehicles in question share the same ECU pinout, or are similar enough in ECU pinouts, yes. So, for example, if you have a fleet of '86-93 Mustangs, you can use one SnEEC on all of them. However, if you are a service facility and see vehicles of all kinds, the use of SnEEC on an unintended vehicle could result in improper data display. The vehicle will operate normally, but all SnEEC supported functions may not. It is recommended that you purchase a SnEEC for every major vehicle type you encounter, or encourage your customers to purchase a SnEEC and leave it on-board for faster diagnostics. It will pay for itself quickly in saved man-hours.

Installation of SnEEC is quite simple. It requires the use of simple hand tools such as a screwdriver, and a socket set. To install SnEEC in a Mustang, for example, you simply pop off the passenger's kick panel, remove three 7mm fasteners, and unbolt the 10mm bolt that holds the ECU to the vehicle harness. Then, SnEEC bolts between the vehicle ECU and the harness. Optionally, you can relocate the factory computer to a more convenient location such as under the passenger's seat, or on the transmission tunnel, to make Chip-Tuning and/or maintenance more convenient. SnEEC provides the needed extension. A similar process is involved with other vehicles. Once SnEEC is installed, it can remain installed as a permanent on-board interface.

Once the SnEEC hardware is installed, you must have access to a computer with Windows 95 or a more recent version of Windows. You must be computer savvy enough to know how to turn the computer on, install the SnEEC software application, and connect a serial cable between the serial port on the computer and SnEEC's DATA port. If you can do this, you can operate SnEEC.

If you are unfamiliar with the Ford EEC-IV, it would be valuable to purchase books written by Charles O Probst on the Ford EEC-IV. These reference materials, with the ability to see the ECU in action with a SnEEC DataLogger, and you will be an EEC-IV pro in no time. In addition, RACE Systems provides a support forum where questions can be asked and answered.

SnEEC currently supports:
ECT (engine coolant temp), displays in Degrees F.
ACT (air charge temp), displays in Degrees F.
TPS (throttle position sensor), displays in Volts.
VSS (vehicle speed sensor),displays in MPH.
MAF (mass-air meter), displays in Kg/Hr.
HEGO (oxygen sensors, 2 channels), displays in Volts.
TFI (thick film ignition module), displays in RPM and timing advance in Deg. BTDC.
MAP/BAP (Barometric / Manifold pressure), displays in inches of mercury.
Injector (Fuel injector) pulsewidth in mS, and duty cycle in %.
Can SnEEC monitor additional sensors?

The SnEEC feature connector supports:
Wideband: Wideband AFR meter
EGTs: Two channels for EGT sensor (exhaust gas temp.)
Knock: A knock sensor input.
MAP: A map sensor input (for monitoring vacuum and supercharger boost)
Trigger: A trigger input for flagging events or starting/stopping DataLogging via a switch.

The SnEEC hardware is capable of supporting frame rates of over 300 samples per second. On extremely fast computers, it is possible to achieve sample rates at over 100 frames/second while displaying data and rates over 200 frames/second while logging data without display. A 'frame' is not a 'sample'. A frame is a group of samples. The sample rate of SnEEC is approximately 10x the frame rate, or approximately 1000-2000 samples per second on fast computers. On extremely slow computers, the frame rate can drop to 10 frames/second (100 samples/second) while displaying and 30-40 frames/second if logging without display.

Yes. RACE Systems will soon release a windows .OCX that will allow developers to write custom software that utilizes SnEEC for data input.

The SnEEC hardware and software also support scan-tool functionality. There is a scan-tool feature in the SnEEC view window to begin Self-Test on the vehicle ECU. The SnEEC will read ECU trouble codes, interpret them, present a report in plain English, and clear ECU trouble codes.

Currently, KOEO and KOER tests are supported.

SnEEC absolutely will help you optimize the operation of your EEC-IV controlled engine by allowing you to monitor and diagnose trouble behavior, but it alone can not manipulate your engine.

SnEEC does not modify your vehicle ECU, or the signals entering and leaving your vehicle ECU in any way. It is a completely passive DataLogging solution.

The first level of tuning to your car will result from the resolution of problems, out-of-range sensors, intermittent sensors, faulty vehicle ECUs, bad connections, etc. SnEEC will help you achieve that goal.

The next level of tuning to your car will result in the comparison of what kind of improvements occur when various modifications are made to your engine. SnEEC will help you achieve that as well, by allowing to to record behavior of your engine both before and after modifications are made.

Beyond that, if you are looking for some way by which you can modify the engine control system, there are many solutions available. These solutions range from 'Custom Chips' that are designed by experienced companies (Such as RACE Systems) for your particular vehicle needs to 'Tuning Products' that allow you to modify your factory computer, to 'Compatible Replacement Processors' that plug in place of your factory processor and allow you control. SnEEC is not one of these products, it is an important compliment to these products.

It is difficult to tune a fuel injected engine without being able to monitor what the engine control is doing. It is difficult to ascertain where improvements can be made in the various engine control systems if you have no way of comparing the result of modification. And, when modification becomes extreme, it is extremely difficult to answer questions such as 'Are my injectors large enough?', 'Is my engine going lean at high RPM?', 'Why does my car lose power between shifts?'...and so on. However, if you simply log your data to disk with a SnEEC, and analyze the engine operation...you can answer these questions by looking at injector duty cycle, the factory oxygen sensors (or a Wideband sensor), timing-advance logs, and so forth. SnEEC simply takes all the mystery and guesswork out of the tuning process...it puts the answers into your hands.

Yes. If your car is EEC-IV powered, and modified, that is even more reason to get a SnEEC. The injection system was designed around a factory engine. The more modified the vehicle, the more issues it is likely to have, and the more reason there is to want to monitor vital engine control data.

The SnEEC software installs just like any other Windows application. Simply run SetupSnEEC.EXE and an installer program will guide you through the simple installation process. Once installed, the SnEEC software will be in the RACE Systems group under Program Files in the windows START menu. Simply run SnEEC.EXE and the software will attempt to establish a connection to the SnEEC hardware.

The SnEEC software will run on any computer that runs Windows 95 or better as long as it has the following features:

-Windows '95 or better (98, 98se2, NT4, ME, XP, 2000)
-16MB RAM (it will run on 8, but it is not recommended)
-66MHz processor or better (the faster the better)
-At least 5Mb of available hard disk space
-An available 9 pin serial port
The connection between the computer and the SnEEC hardware is serial and the communication rate can be configured to any desired range. Therefore, as long as the computer has an available serial port and as long as you can connect a serial cable between the computer and the SnEEC, it will work. A laptop is preferred, but not required. SnEEC will function on any speed computer, however the data rate will be slower on slower machines. Even on the oldest/slowest machines, the data rate will exceed 10 frames/second. On modern equipment, the data rate can reach well over 100 frames/second.

In addition, SnEEC is compatible with serial devices such as radio modems. With additional hardware, it is possible to establish a radio link between a SnEEC box in a vehicle and a stationary computer elsewhere. This is similar to what the large race teams use to gather telemetry data in the pits while the car is on the track.

Yes. The software is available online for download. You can install the software, and play a demo log file to verify functionality before ordering.

Some new laptop computers are being designed without serial ports. If you own one of these laptops and wish to use it with SnEEC, it will be necessary to purchase a PCMCIA serial adapter card to provide a serial port.

Yes. SnEEC uses serial communications and allows for a variety of data rates, so cable runs up to 200ft are possible. You can purchase a longer 9 pin serial cable and run SnEEC with any computer, provided it is not further than 200ft from the vehicle.

A laptop is recommended for rolling-road analysis, and can be purchased for under $200 on E-Bay.

In most cases, laptop technical support falls outside of our ability to support you properly. It is recommended that problems with laptop computers (or desktop computers) be resolved before purchasing a SnEEC.

Since SnEEC does not depend on anything other than 'EEC-IV Compatible Harness Signals' it will work with all such devices and any future devices that are compatible with the factory EEC-IV harness signals, sensors, and actuators

Yes! We have acquired a wealth of information over the past 6 years while dyno tuning performance Fords. That experience, coupled with detailed run-time information from your SnEEC logs makes it possible to design a superior calibration tailored to your specific vehicle needs.

Yes! Our SnEEC support forums has a section designed to handle these needs.

Yes! SnEEC works even if the engine is off. Simply turn the key to ON, connect to SnEEC, and monitor your vital signs. You can test many sensors and actuators without the engine running. And, SnEEC also doubles as ascan tool to allow you to troubleshoot your vehicle.

Here are some recent product photographs for your perusal.

The EEC-IV EFI system is complicated. The internal self test of the ECU can only identify a certain subset of likely sensor failures...and nothing more. It can not detect sensors that have 'shifted' or have fallen out of calibration. It often will not detect intermittants. And, in many cases, it has no provision for data output except for a single check-engine light that tells you 'something' has gone wrong.

When trying to diagnose problems that the EEC can't detect, the only practical solution until now was to blindly start changing things until the problem went away...and hope it doesn't come back. This is not only expensive, but frustrating.

Ford Eec Iv Manual

Now, with SnEEC, you can plug in a laptop and verify proper functionality at a glance. And, if the problem is intermittent, you can log data to disk (hours if necessary) during road testing to find intermittent problems or verify operating parameters in real-world stress-test situations. It is truly a dream come true for the Ford EEC-IV; something that should have been there from the start.

Ford Eec-iv Schematic

• Have you ever wanted a tool that could identify an intermittent problem that was hard to reproduce?
• Have you ever wanted some verification that the sensors and actuators in your vehicle operate correctly under all operating conditions?
• Have you ever wondered if your injectors were sufficient and not maxxing out at 100% duty cycle?
• Have you ever wanted to know how hot your air-inlet temperature gets under boost?
• Have you ever wanted a way to datalog boost to see how high it really gets?
• Have you ever wondered how high your boost spikes when you slam the throttle plate closed?
• Is your bypass valve working? How well?
• Have you ever wondered if your mass-air meter was pegging and rendering your fuel injection system helpless?
• Have you ever wondered how accurately you hit your shift points during a drag pass?
• Have you ever suspected a faulty ECT or ACT sensor and had no good way to check?
• Have you felt a glitch while driving your car or had a problem that only occurred on the road?
• Have you ever wanted to know how accurate your stock tachometer was?
• Have you ever wished for a device that would pull ECU trouble codes and give you a clear report...IN ENGLISH?
• Have you ever wanted an easier way to set your TPS sensor?
• Have you ever wanted a way to test if your oxygen sensors were faulty?
• How do you know your thermostat is really working when you have nothing more than a stock temp gauge?

This is just a small subset of the answers SnEEC can provide

The SnEEC-IV is offered at $479.00 + S&H and includes the system unit, software, and serial cable.

Simply visit our order page.

Visit our shipping status page to determine real-time status of our current inventory, and orders in progress. When units are in stock, they will ship out the next business day. If the unit requires custom adaptation, it may take up to 5 business days. Add this lead time to your selected shipping option, and that is your delivery time.

The SnEEC hardware, like most automotive electronics, is warranted for 30 days against mechanical and electrical defects. However, we will evaluate each failure on a case-by-case basis and may extend warranty coverage if the failure is due to unreasonable circumstance.

If at any time within the first 30 days you are unsatisfied with your purchase, you may return SnEEC for a full refund.

The SnEEC software will undergo regular free updates and is downloadable from our website. As such, there is no warranty on the software; it is offered free of charge.

Visit our support forums; we will solve the problem.

The primary means of support is via our online support forums.The secondary means of support is via Email.RACE does not have the manpower to staff a technical support hotline at this time. We are utilizing Internet sales and Internet support as our communication medium.

Ford Eec-iv Wiring Diagram

The SnEEC hardware is capable of being updated via flash updates through the serial cable. If we see reason to update the firmware, free updates will be available.

The SnEEC software will undergo improvements constantly and is available for free download.

RACE Systems will offer a variety of add-on devices for your SnEEC-IV in the near future; including a Wideband oxygen sensor subsystem, a dual-channel EGT subsystem, a boost sensor, and so on. These features will be supported by the feature connector that is present on every SnEEC-IV.

We recommend the purchase and study of Charles O. Probst's comprehensive EEC-IV book. You will find that this book, in the addition to real-time SnEEC data, will make you an EEC-IV pro in record time.

Yes, we are always interested in speaking with new distributors. Please direct all inquiries to Byron Reynolds at Byron@RaceSystems.com

Ford Eec Iv Repair