The engine at a glance
Ford Australia's fuel-injected 4.0L inline six first appeared in the EB Series 2 Falcon and ran through to the AU. It's the forerunner of the Barra, and it takes to aftermarket management well, as long as you match the wiring to the right model.
| Spec | Value |
|---|---|
| Cylinders | 6, inline |
| Displacement | 3,984 cc (243 ci) |
| Firing order | 1-5-3-6-2-4 |
| Cylinder numbering | Cylinder 1 at the front of the engine, 6 at the rear, viewed from the driver's seat |
Which model do you have?
This is the first thing to pin down, because it decides your trigger, ignition and igniter setup.
| Model | Trigger and ignition | Factory ECU | Other notes |
|---|---|---|---|
| EB (Series 2) | Distributor with PIP/TFI module | EEC-IV | |
| ED | Distributor with PIP/TFI module | EEC-IV | |
| EF | 36-1 crank trigger, waste spark coil pack | EEC-V | |
| EL | Back to the PIP/TFI distributor | EEC-V | Variable length intake (IMRC) switching at 3,800 rpm |
| AU | 36-1 crank trigger, waste spark, igniters inside the factory ECU | EEC-V | Intech engines have sequential injection and IMRC. VCT versions have a switched inlet cam |
Yes, the EL really does go back to a distributor after the EF moved away from one. Don't assume from the year alone; look at the engine.
Distributor models: the Ford PIP/TFI system
Inside the distributor is a Hall effect pickup reading a six-window chopper wheel. One of the six teeth is narrower than the others, which is how the position is identified. The TFI igniter module bolts to the side of the distributor. It conditions the pickup signal and passes it to the ECU, and the ECU sends a firing signal back to the module, which then drives the coil.
When you replace the factory ECU, the TFI module keeps its job. It wants a duty-style signal from the Haltech and handles coil dwell itself, so the ignition setup in the software is configured to suit a module that controls its own dwell rather than having the ECU set dwell time.
Crank trigger models (EF and AU)
These engines use a 36-1 reluctor wheel on the back of the crank pulley, read by a two-wire reluctor sensor, plus a single-tooth cam sensor.
Working out the TDC offset
Ford's own scope trace puts the missing-tooth gap at 60 degrees before TDC. With 36 tooth positions around the crank, each tooth is 10 degrees apart, so the first real tooth after the gap arrives at 50 degrees BTDC. That's the reference the ECU triggers from.
There's one more step. The cam signal arrives after that missing tooth has already gone past, so the ECU can't sync until the gap comes round again, one full crank revolution later. Add 360 degrees to the 50 and your starting TDC offset is 410 degrees BTDC. As with any new setup, confirm it with a timing light before you trust the ignition map. Our guide to how trigger systems work covers the reasoning in more depth.
On Ford's trace the crank signal triggers on a falling edge while the cam signal appears inverted, triggering on a rising edge. Set each edge individually in the trigger setup rather than assuming they match.
Crank sensor pins
| Sensor pin | Goes to |
|---|---|
| A | Haltech Trigger + |
| B | Haltech Trigger - |
Cam sensor pins
Two different cam sensors were used, so check which one is fitted.
| Version | Sensor pin | Goes to |
|---|---|---|
| EF / AU Series 1 (Hall) | A | +12 V supply |
| EF / AU Series 1 (Hall) | B | Haltech Home + (yellow) |
| EF / AU Series 1 (Hall) | D | Signal ground (pin C unused) |
| AU Series 2 (reluctor) | A | Not connected |
| AU Series 2 (reluctor) | B (light blue, sensor negative) | Haltech Home - (green) |
| AU Series 2 (reluctor) | C (dark green, sensor positive) | Haltech Home + (yellow) |
Ignition on crank trigger models
These cars use a waste spark coil pack, but the igniters that drive it live inside the factory EEC-V computer. Take that ECU out and you need an external three-channel igniter. The Haltech HT-020004 triple channel igniter is the one we use for this job.
Sensors
Throttle position sensor
| Sensor pin (Ford color) | Haltech connection |
|---|---|
| A, black/white | Sensor ground (black/white) |
| B, dark green/black | AVI-10, the TPS input |
| C, orange/black | +5 V (orange) |
MAP sensor
Some versions combine manifold pressure and air temperature in one four-pin sensor.
| Pin | Function |
|---|---|
| A | Pressure signal |
| B | Air temperature signal |
| C | +5 V supply |
| D | Sensor ground |
Calibration is two points: 0.3 V at 15 kPa absolute and 4.8 V at 105 kPa absolute. That tops out just above atmospheric, so it's fine for a naturally aspirated engine but useless for boost. A turbo or supercharged build needs a MAP sensor with more range.
Coolant and air temperature
The coolant sensor is a two-wire thermistor and isn't polarity sensitive. Air temperature is either a separate two-wire sensor (also not polarity sensitive) or built into the MAP sensor described above.
MAF sensor
| Pin | Function |
|---|---|
| 1 and 6 | Not used |
| 2 | Airflow signal |
| 3 | Sensor ground |
| 4 | Power ground |
| 5 | Switched +12 V |
Vehicle speed
The speed sensor doesn't go straight to the factory ECU. It feeds the instrument cluster first, and the cluster sends a digital speed signal to ECU pin 58. Tap that signal if you want road speed in the Haltech.
Actuators
Idle valve
Idle air is handled by a two-pin BAC solenoid. One pin gets switched 12 V and the ECU pulses the other to ground to set the opening. Ford runs it at 160 Hz.
| Valve pin | Haltech connection |
|---|---|
| A, red | Switched +12 V |
| B, grey/white | A spare DPO, injector or stepper output |
The valve draws too much current for an ignition output, so never drive it from one. See idle control for the software side.
IMRC variable intake
The variable length intake uses a solenoid to route vacuum from a reservoir tank to a diaphragm actuator, switching intake runner length at a set RPM. Pin A takes switched 12 V and pin B goes to any spare ECU output.
Factory ECU wiring diagrams
Haltech's reference includes factory EEC-IV and EEC-V pin diagrams for the EB, EF, EL and AU. They're what you want if you're building an adaptor or tracing wires in the factory loom. Be aware the EF information isn't consistent: one source shows only two injector drivers for EF and EL, while another EF diagram shows six. Trace your own car's loom before you commit.
Need this diagram? Ask us and we'll send it over with advice for your build.
FAQ
Can I keep the distributor on an EB, ED or EL?
Yes. The Haltech can run the PIP/TFI system with the factory module doing dwell control. Plenty of people later convert to a crank trigger and coil pack for better accuracy, but it isn't required.
Is this the same as the Barra?
No. The BA onward Barra has different sensors and ignition. For those engines see our Barra 4.0L guide.
