F150 Tow Vehicle Question

As I continue my search for a suitable tow vehicle, more specifically an F150 or maybe an F250, I’ve come across something I could use some clarification on. Currently my preferred years are 1980 through 1996. However it seems like the 1996s are equipped with upstream and downstream O2 sensors. Via a quick bit of research, using the NAPA and RockAuto sites, I believe 1995 is the end of where only upstream O2 sensors were used. My questions are:

1 is my research correct?

2 other than the additional O2 sensors what else changed besides more ECU input?

3 what is the reason and/or benefit (if any) for the change?

Thank you

I can't speak to the details of the Ford trucks, but yes, OBD2 was required starting in 1995/1996 (it straddled the two years, depending on manufacturer) and it required having a second O2 sensor to monitor the state of the catalytic converter.  This allows it to set a code and turn on the CEL if the catalytic converter has gone bad.  So a 1996 is definitely going to have two O2 sensors per bank and a 1995 might or might not.  1994 and earlier generally do not.

Before 95 was OBD1.  96-up was OBD2.  Completely different animals on the electronics side.  OBD1 was unique to each manufacturer, more or less.  There were some things that were the same between makes, but not tons.   

Prior to 1988 (is that right?), the EPA mandated that cars have certain emissions equipment and some manufacturer samples had to be tested to make sure they comply.  For instance, Ford may have had to send 20 Mustangs to the EPA so they could test that its emissions were within spec before Ford could sell any Mustangs.  Once it left the dealer lot, an owner could defeat all the emissions stuff, or something could get out of whack on its own and it could start polluting a bunch of junk.  There was no computer really to monitor that emissions equipment was working.

In 88 or 89, they started doing OBD1.  The EPA now mandated that there needed to be some kind of computer that monitors the emissions equipment and tells you when something is out of whack.  They didn't really control how the manufacturers did it, but they did standardize some things.  Each manufacturer sorta did their own thing.  CEL codes were different between manufacturers, the software was proprietary, and the communications protocols could be different.

In 96, the EPA mandated OBD2 which standardized many things.  Every vehicle had to have the same universal data connector, all the communications protocols had to be one of a handful of types, and CEL codes had to be universal.  If you get a P0301 code on any OBD2 vehicle, it means the same thing regardless of whether it's a Chevy or a Ferrari.  It also added things like downstream O2 sensors to monitor catalyst efficiency.  Many vehicles also use the downstream sensors to more accurately control fuel trims, but doubtful in a 96 F150.

Upside to OBD1 is that there are typically fewer sensors and monitors.  Not as much nanny.  Upside to OBD2 is that it is usually easily programmable.  OBD1 can be a royal pain, to be honest.  The codes are somewhat vague, and retrieving codes is cumbersome and time consuming.  The codes you get might say "EGR fault."  Great.  Is that the solenoid, the valve, the sensor,  the tube, or a vacuum problem?  With OBD2, you have thousands of error codes that can be retrieved in seconds with a $15 universal code reader.  The code you get might say "P0402 EGR Excessive Flow Detected."  That at least narrows down to a couple things:  Either the valve is stuck open, or the sensor thinks the valve is stuck open.

Given the choice between 1 or 2, I prefer OBD2.  It's accuracy in helping narrow down things also came with a light-years-ahead approach to fuel and air management, and (in the case of many vehicles) a big upgrade in processing and memory.  OBD1 was a Commodore 64.  OBD2 was a Blackberry. 

I'm with Curtis on most of the above except the code retrieval thing. Yes, you can count flashes on OBD1 which sucks, but OBD1 code readers are silly cheap these days.

If you intend to modify a truck for more powah keep in mind the earlier trucks were speed density EFI and won't take to much of a camshaft improvement. Mass air came later, and is Fox Mustang modifiable.

F250s are way better built than F150s. But I've towed with F100s/F150s exclusively with no drama, provided we're talking light-ish car on an open trailer. If you want to tow an enclosed trailer or heavier vehicles go with the F250. Do pay attention to the rear axle ratios though, as some have really low gearing. My Lightning has a 4:10 rear and without the E4OD trans would be screaming at 70 mph. F250s are generally cheaper on the used market because no one want to 'hot rod' them because of the heavy suspensions and 8 lug wheels.

Thanks guys I appreciate the education. So as I now understand it

1980 – 88/89 not even Obi Wan

1990 – 95 is OBD1 (less sensors to go wrong)

1996 –  , POS (plenty o sensors)

Whatever I get will be a daily-ish driver along with being a tow vehicle for small cars (hopefully light race cars) on open trailers and of course the hauler of other stuff. So F150 Extended cab is the preferred truck, but the right F250 would be considered. The prices of both around here seem to be similar within the years I am looking at.

The 2 most available engines I’ve come across are the 302 (5.0) and the 300 (4.9 I6) with the 302 being my preference with an overdrive automatic.

Me being me I will likely want to do some mild upgrades (headers comes to mind first) which was part of the reason I asked about upstream and downstream O2 sensors.

So as I see it the benefit of the OBD2 is additional / more functional diagnostics – downside being more parts to possibly replace.

Any further related info is appreciated.

I can confirm 95 5.0s have a single o2 sensor and have a MAF, rather than speed-density. The OBD1 code reader I bought to avoid counting flashes was like $30.

L5wolvesf said:

The 2 most available engines I’ve come across are the 302 (5.0) and the 300 (4.9 I6) with the 302 being my preference with an overdrive automatic.

I was gonna ask a question or two on this, but then I checked the Towing thread and saw you started it, so nevermind.

Remember that the 302 did get the AOD trans, which was a weaker box than the E4OD that the 300 had, so plan accordingly.

In reply to Mr_Asa :

I'm not coming across many 300s with automatics but Thanks for that info.

In reply to thatsnowinnebago :

Thank you 

One of the big advantages of OBDII over the Ford EEC-IV system that the earlier trucks had is that you can read the data stream with a generic scan tool.  The early EEC-IV systems didn't provide a data stream and the later ones required a scanner that could connect to and communicate with the Ford specific connector.

In reply to APEowner :

Thank you. I have a basic idea of how the OBD things work and their advantages. The/an issue is whatever race car I get will be something in the OBDII era and I will have to get educated on that while doing whatever elseneeds to be done to that car. Dealing with a tow vehicle I'm not familiar with would take away from the race vehicle time etc. I have enough familiarity with carbs and distributors to be able to just go in and correct a problem without having to learn much if anything.

L5wolvesf said:

In reply to APEowner :

Thank you. I have a basic idea of how the OBD things work and their advantages. The/an issue is whatever race car I get will be something in the OBDII era and I will have to get educated on that while doing whatever elseneeds to be done to that car. Dealing with a tow vehicle I'm not familiar with would take away from the race vehicle time etc. I have enough familiarity with carbs and distributors to be able to just go in and correct a problem without having to learn much if anything.

To me that sounds more like an argument for the OBDII system on the truck than against it.  OBDII is pretty similar across all makes and models.  That's the whole point of the standard.  If you get a truck with an earlier Ford specific control system, or even worse one with a feedback carburetor then you'll have to figure that system out along with the OBDII race car.  Of course if you get an early enough truck then you're back in your full comfort zone with a traditional carb and distributor.

If you plan to modify the engine at all the 96 is mass air and pre 95 is speed density.  I'm not 100% on this, but I read it online so....

ddavidv said:

I'm with Curtis on most of the above except the code retrieval thing. Yes, you can count flashes on OBD1 which sucks, but OBD1 code readers are silly cheap these days.

If you intend to modify a truck for more powah keep in mind the earlier trucks were speed density EFI and won't take to much of a camshaft improvement. Mass air came later, and is Fox Mustang modifiable.

F250s are way better built than F150s. But I've towed with F100s/F150s exclusively with no drama, provided we're talking light-ish car on an open trailer. If you want to tow an enclosed trailer or heavier vehicles go with the F250. Do pay attention to the rear axle ratios though, as some have really low gearing. My Lightning has a 4:10 rear and without the E4OD trans would be screaming at 70 mph. F250s are generally cheaper on the used market because no one want to 'hot rod' them because of the heavy suspensions and 8 lug wheels.

Perhaps 20 year old F150's but the newer pickups handle plenty of weight with ease.  My 2016 I hauled a UHaul car trailer. ( about as heavy as an open trailer gets. Loaded with a 4200 pound sedan, and about 2000 pounds of parts across country, over the Sierra Nevada's and Rockies. At typical 70-75 mph freeway speeds, without any issues.  My fuel mileage went from 22-24 to 17 but it eased up to speed without a hick-up and just cruised. The few times really hard braking was called for they pulled up about the same space the truck empty would. 
   It took the load easier and stopped faster than the 1997 Chevy I had with similar specs did.  

L5wolvesf said:

In reply to APEowner :

Thank you. I have a basic idea of how the OBD things work and their advantages. The/an issue is whatever race car I get will be something in the OBDII era and I will have to get educated on that while doing whatever elseneeds to be done to that car. Dealing with a tow vehicle I'm not familiar with would take away from the race vehicle time etc. I have enough familiarity with carbs and distributors to be able to just go in and correct a problem without having to learn much if anything.

There is a reason older trucks are cheaper and it's not just delayed maintenance  and depreciation. It's because they aren't as good.  
    Earlier EFI is harder to figure out. Doesn't tell you the same things and in many places you won't be able to get parts or people to even tell you what's wrong.  
   In addition the Newer Ford's are lighter and not prone to rust.  The lighter means better gas mileage. Lack of rust means value will remain. 
   While Chevy/GMC, Dodge are fine. There is a reason Ford outsells them. I have up a lifetime of Chevies with mostly great ownership experiences. To buy my Ford.  Yes I got as tremendous bargain on it.  But in hindsight I did the right thing. 

Life stuff has been happening so I haven’t had time to respond. However, before I respond to the open items there is this . . .

A possible candidate had the following picture and I have a question. Do Ford pickups with electronic overdrive operate via the switch in the lower right of this pic?

It's more to disable it for towing/ to stop hunting gears.

Get the 5.8

get the 5.8!