2007 Taurus

***cleatus12r*** · #1 Sat, May 22nd, 2021, 07:13 AM

You know, I can't NOT tinker with stuff. I'm not looking for power - my family had a couple Tauruses? .........uh, Taurii? ...... when I was a kid, a 1989 and a 1992. I love the 3.0L 2v for its simplicity and durability as both of them were near 300K miles when the 1989 lost its 3rd transmission and dad didn't want to resurrect it again and the 1992 was rear-ended.

I recently acquired a 106K-mile 2007 Taurus with the "Vulcan" and a coolant leak. The car looks new inside and out except for some clearcoat on the wheels that began peeling and a LH headlight lens that's yellow (the RH one was already replaced). I fixed the coolant leak (timing cover) and did head gaskets due to lots of rust found in the system/heater core knowing that the small gasket passages for coolant seem to be plug-prone. It has green coolant now so no more rust issues.

Anyhoooooo....

Tuning. The PCM looks like a 104-pin EEC-V from the connector end but it's not. The case is different (not by much) so I'm not sure where to go from here. PCMs for these are pretty cheap and abundant on eBay and I'm thinking of buying a spare as a sacrificial tester for reading/reflashing. I'll assume it's an EEC-VI since it seems Ford used that on its more "legacy" models after 2003 or so.

What am I getting into? I'm sure no definitions exist for this from any company but I want to get rid of PATS and the "controlled", load-based torque converter slip in 2nd, 3rd, and 4th. It bothers me to no end that unless I'm into the throttle a little bit, the tachometer and speedometer move independently of one another and I can't see, from a durability standpoint, how that is even good for anything other than driver comfort and NVH. It's one of the first things I re-mapped in the '94 Crown Vic when it still had the AODE; kill the slip in 3rd and 4th and just keep the torque converter released in 2nd. Fuel economy via lugging is not my priority.

If it matters, the current hex code is FABMGN2. It's a GSF5 box and there is only one calibration newer and it's GSF6 although I have exhausted searches for the hex code for that....and just guessing at Motorcraft service yields no matches. Although, as most Ford calibrations go from one iteration to the next, I'm sure that the two listed are exactly the same anyway but IF there is a definition available for the hex code of GSF6 (whatever it is) and not FABMG, I'll go to that calibration.

Ideas/thoughts/nay-sayers?

Questions:

***Power Hungry*** · #2 Wed, May 26th, 2021, 12:12 PM

Cody,

The latest update for that is FABNHN4 / GSFD6.

The good news is that it's a 1472K PCM much like the F150s, so it's possible that we can reflash it.

The bad news (not all that bad) is that I'll need a PCM to validate the programming routines. If it all validates correctly, we can set up an Evo to flash it or we can set up the pass-thru software to flash it.

If you have a spare PCM, send it my way.

Hardware code MD1-F1501.

Acceptable Part Numbers:
5F1A-GA
5F1A-GB
5F1A-GC
5F1A-GD
5F1A-GE
5F1A-GF
5F1A-GG
5F1A-HA
5F1A-HB
5F1A-HC
5F1A-HD
5F1A-HE
5F1A-HF
5F1A-HG
5U7A-DSA
5U7A-DSB
5U7A-DSC
5U7A-DSD

I already have the binary (see attached document to this post) and will work on a rudimentary definition file for you to play with.

Let me know if you need anything else.

***cleatus12r*** · #3 Wed, May 26th, 2021, 12:34 PM

Quote:

Originally Posted by Power Hungry

Cody,

The latest update for that is FABNHN4 / GSFD6.

The good news is that it's a 1472K PCM much like the F150s, so it's possible that we can reflash it.

The bad news (not all that bad) is that I'll need a PCM to validate the programming routines. If it all validates correctly, we can set up an Evo to flash it or we can set up the pass-thru software to flash it.

If you have a spare PCM, send it my way.

Hardware code MD1-F1501.

Acceptable Part Numbers:
5F1A-GA
5F1A-GB
5F1A-GC
5F1A-GD
5F1A-GE
5F1A-GF
5F1A-GG
5F1A-HA
5F1A-HB
5F1A-HC
5F1A-HD
5F1A-HE
5F1A-HF
5F1A-HG
5U7A-DSA
5U7A-DSB
5U7A-DSC
5U7A-DSD

I already have the binary (see attached document to this post) and will work on a rudimentary definition file for you to play with.

Let me know if you need anything else.

If you don't have anything Bill, don't sweat it. I know you're super busy and excited with the Orion stuff. There is ZERO market for what I'm doing and these things last 200K-plus miles in stock form.

I really REALLY appreciate your response though. Your ability to explain things is out of this world!

Thanks for the latest calibration homework! Naming conventions don't make any sense to me....I really figured it would end in "GN#" so after all attempts with numbers and all 26 letters I gave up.

***Power Hungry*** · #4 Wed, May 26th, 2021, 12:51 PM

It's really not a big deal. I've already got a (rough) definition done and can test the ECM on the bench in a few minutes. If you can get your hands on one, just go ahead and send it in. Shouldn't take long at all.

On Edit: Actually... It looks internally identical to the 2004-2008 F150, so I think we're good. The memory mapping is exactly the same, so all I need to validate are the erase vectors and we should be good for programming.

***cleatus12r*** · #5 Wed, May 26th, 2021, 07:20 PM

Well alright.

I'll get on the ol' eBay machine tonight and get one on the way.

I have the capability of flashing it myself at this point too.

***cleatus12r*** · #6 Wed, May 26th, 2021, 10:46 PM

Let us see if this works - it read just fine.

Stock GSF5 FABMGN2 calibration attached.

The start point of the calibration you attached (GSF6) starts at 100000 in my read.

The GSF6 calibration at 10000 is where my read is at 110000 (HEX code).

70000 on the GSF6 is where my read's start point is.

The GSF6 F0000 is my read's 80000.

There's also a big mess of read errors in mine for some reason - I don't know why, but most all of it seems to match yours other than the addressing.