My 93 was the truck chosen for the final design and testing of the kit. My truck is actually using the A9M out of my 91 Mustang GT rather than the more common A9L, the A9P should work too.
I can say for sure the kit exists, works great, is easy to install and will be available soon. I believe the only thing preventing them from starting shipments to their vendors are that they are still waiting for some of the components to arrive from their suppliers. My truck came home yesterday after spending some time with PMAS and then a trip to the dyno. As far as pricing, it's still being finalized but they should know next week.
This is a very clean, factory looking kit and you'd be hard pressed to tell it was engineered by Ford. The guys at PMAS did a great job designing this kit and many people probably couldnt tell it isnt stock. This is not in any way like the PRO-M kit and was a clean sheet design. **This kit waill also work on standard F150's and Broncos w/E4OD, AODE or 4R70W trans' too.** The kit from PMAS includes everything except the meter and A9L:
*converter box and wiring harness (stock 60 pin plugs into the box, the box plugs into the A9L)
*Baumanator trans controller (very slick device!)
*wiring harness for then Baumanator box
*serial cable and software with base tune for the the Baumanator
*O2 bungs and plug (A9L needs 2 O2 sensors)
*O2 harness
*MAF harness
*injector harness
Most people can find an A9L pretty easily. I think most vendors will either package the kit with a meter or allow the customer the choice of which meter they want to go with. We chose the PMAS Velocity meter which I believe will support over 1000hp. PMAS made a custom intake tube out of chromemoly for my truck and also installed an EGR simulator ($25) as the A9L will throw codes without it or a functioning EGR system.
Installation is pretty simple and will take the average Lightning enthusiast about 1.5 - 2 hours. You need to pull the stock computer and replace it with the A9L, connect the converter box to the A9L, attach the velcro to the fuse box and mount the converter box and then connect your stock 60 pin harness. next run the mass air and injector harnesses (this kit leaves the stock injector harness alone so you could easily switch back to stock), then install the O2 bung on the drivers side exhaust, install the O2 sensor, mount up your meter, install the Baumanator in the cab with velcro, connect the supplied harness, plug it all in and off you go (in a nutshell).
My truck is far from stock and just installing the kit with no tuning made a night and day difference. The truck has a 396 with 11:1 compression, Canfield heads, Pickrel long tubes/exhaust, .555 lift roller cam, 1.6 roller rockers, ported GT40 lower intake, 30lb injectors, 255lph in-tank pump, with the SD I had a number of drivability issues which no longer exist. It fires right up, settles into a smooth idle with good AF's, the throttle response is much improved, no more stalling or hesitations. Now I dont know the differences between the A9L and the A9M but my truck did still need some WOT tuning because it was a bit lean, but unllike SD the idle and part throttle drivability is as good or better than stock now. Keep in mind my engine is making 397hp (325 on the dyno) with a very restricted intake (pulled 7" vacuum at WOT) and high compression (will probably be closer to 430 when its sorted out), so guys with blowers or more mild combos might not need any tuning, but Id recommend a dyno session to be safe.
I can say for sure the kit exists, works great, is easy to install and will be available soon. I believe the only thing preventing them from starting shipments to their vendors are that they are still waiting for some of the components to arrive from their suppliers. My truck came home yesterday after spending some time with PMAS and then a trip to the dyno. As far as pricing, it's still being finalized but they should know next week.
This is a very clean, factory looking kit and you'd be hard pressed to tell it was engineered by Ford. The guys at PMAS did a great job designing this kit and many people probably couldnt tell it isnt stock. This is not in any way like the PRO-M kit and was a clean sheet design. **This kit waill also work on standard F150's and Broncos w/E4OD, AODE or 4R70W trans' too.** The kit from PMAS includes everything except the meter and A9L:
*converter box and wiring harness (stock 60 pin plugs into the box, the box plugs into the A9L)
*Baumanator trans controller (very slick device!)
*wiring harness for then Baumanator box
*serial cable and software with base tune for the the Baumanator
*O2 bungs and plug (A9L needs 2 O2 sensors)
*O2 harness
*MAF harness
*injector harness
Most people can find an A9L pretty easily. I think most vendors will either package the kit with a meter or allow the customer the choice of which meter they want to go with. We chose the PMAS Velocity meter which I believe will support over 1000hp. PMAS made a custom intake tube out of chromemoly for my truck and also installed an EGR simulator ($25) as the A9L will throw codes without it or a functioning EGR system.
Installation is pretty simple and will take the average Lightning enthusiast about 1.5 - 2 hours. You need to pull the stock computer and replace it with the A9L, connect the converter box to the A9L, attach the velcro to the fuse box and mount the converter box and then connect your stock 60 pin harness. next run the mass air and injector harnesses (this kit leaves the stock injector harness alone so you could easily switch back to stock), then install the O2 bung on the drivers side exhaust, install the O2 sensor, mount up your meter, install the Baumanator in the cab with velcro, connect the supplied harness, plug it all in and off you go (in a nutshell).
My truck is far from stock and just installing the kit with no tuning made a night and day difference. The truck has a 396 with 11:1 compression, Canfield heads, Pickrel long tubes/exhaust, .555 lift roller cam, 1.6 roller rockers, ported GT40 lower intake, 30lb injectors, 255lph in-tank pump, with the SD I had a number of drivability issues which no longer exist. It fires right up, settles into a smooth idle with good AF's, the throttle response is much improved, no more stalling or hesitations. Now I dont know the differences between the A9L and the A9M but my truck did still need some WOT tuning because it was a bit lean, but unllike SD the idle and part throttle drivability is as good or better than stock now. Keep in mind my engine is making 397hp (325 on the dyno) with a very restricted intake (pulled 7" vacuum at WOT) and high compression (will probably be closer to 430 when its sorted out), so guys with blowers or more mild combos might not need any tuning, but Id recommend a dyno session to be safe.
