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Follow up post 2.5 years later... These pumps have worked terrifically! On E85 with a returnless setup, the car has run 9.5@143mph - with the pumps at 78% duty cycle through the traps. Now for the bad news...for those of you finding this thread in a search, the pumps are now are discontinued.

Nice work.

Yes. Set the OBDII Test Switch to "0".

Binary Editor works the same. Take the negative values from the function, and multiply by the spark retard timing table. For actual values, I do not pull any timing on 93 octane up to 130F. From there, the ramp out rate depends on how aggressive the borderline or MBT (whichever is lower)...

Sure, you can do it. It is a linear device on the MAP side. The 2-bar values are defined with a couple of scalars in the PCM. Those will need to be changed. Will the PCM express beyond 15.99? I'm not sure. 16 requires an additional place value in the binary world. Just like 63.99 vs 64...

Use a flip chip.

You can do this with a 99-04 Mustang GT auto PCM as well. I have used a 1999 GT and a 2004 GT PCM on my car. Mach 1 auto harness.

I compared the file that was first posted against the most recent file posted. All the injector battery compensation has been set to "1", the ECT sensor switch is turned off, it looks like some scaling has been done, fuel stoich point has been increased by roughly 5, and other things have been...

Resolution. A factory 90mm MAF is not ideal. I was referring to the 05+ slot meter in a 5" tube. We have made over 800rwhp with that arrangement. Beyond that the 3500 is a better choice.

It's a matter of personal preference. If it was my car, I would: -Put the FRPS back on -Set the fuel pump type to return -Turn the injector compensation off -Start with an 03 Cobra failed MAF table and increase cell values as needed -Start with 03 Cobra base fuel table. normalize Y-axis...

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I recommend having it on there. There are three applications for it: -Fuel pump compensation, fuel injector compensation, logging pressure at rail -Fuel injector compensation, logging pressure at rail -Logging pressure at rail I'm an advocate for the last two. I favor the last. The injector...

The fuel pump type and other variables are set to returnless values.

60 for 27MHz. Then there is the limit for the other clock speeds. 99 computer is 24MHz.

Stopped after about 5 minutes of looking. So far... -Load with failed MAF is still stock -Returnless fuel pump voltage table has all cells set to "15" with fuel pump type set to returnless -No scaling present for 4.00 fuel flow clip -No renormalization of Y axis in returnless fuel pump voltage...

Zip the tune file and post it. BTW - a BA5000 sensor in a 5" tube may work, but there are better choices.

If you run an 11:1 engine with stock cams, stock 15 year old heads, stock 15 year old valvetrain, and stock exhaust manifolds...you will have the potential to pick up a lot of power in the future with mods. A set of low 230s cams on the right centerlines, a good valve job, aftermarket...

Send me a PM.

Dual widebands, a richer target AFR, a more conservative timing setting, along with a more conservative spark retard with ACT. Fuel choice dictates the last three. Winter pump fuel has been reported to decrease in effective octane.

I run the 106360s (230/232 @ .050) with quite a bit of overlap. I think that cam choice is great for a 10.x:1 engine with an aftermarket converter.

12mm

Eric does much of the development for the Ford stuff. "Not willing" isn't the best way to describe his position on EEC-V. He has been putting in effort to bring HP Tuners to the EEC-V market. However, the newer stuff takes priority - and it should.

I'm using the stockers on mine, running mid 9s with them.

I use the Pro-M 117.

I've run the 295/55. IMO it's a shit rear tire for the combo. For struts and shocks I use the Bilstein drag versions. I saw a very good improvement with them over the other combos.