[Maglin]

Hello everyone. I just purchased a QH and BE/AE for my Mustang. I've built and tuned MegaSquirts and used to burn chips for DSM's many years ago. Now for the stang I wanted to go with OEM PCM for the durability that it provides and also the ease as kepting it MAF based.

I have 39# injectors on a very large camed motor. I have 15" at 1500 rpm and about 3" vac at 800 rpm just to give you an idea of the overlap that I'm dealing with. I actually put a MS2 on it last year and went back to the A9L cause of the idle issues that the stupid cam brought with it.

I've looked around the A9L code some and their are a lot of things that don't seem very apparent that needs to be changed or how to change them. Fuel and timing are easy including the additive tables. Injectors are another story along with the MAF learning.

I'm looking for a base tune to be able to start from. If someone already has done the work to get theirs to start and idle I would be appreciative.

[decipha]

your best bet would be to start from a stock a9l binary and pick apart at it, this way you not only know whats changing but why you changed it

search for the idle air 101 write up, its very easy to dial in idle air with any ecu as they all function basically the same

[EDS50]

My 92 also has a serious blower cam in it and vaccuum was an issue as well in the beginning. I decided to install a vaccuum canister to help with the vaccuum during braking since i still run a power brake booster and an automatic at the same time. It did the trick. I have that car tuned to idle at 750 and vaccuum is at 15 in. hg. I would look into it. This is the one I purchased and installed:

http://www.summitracing.com/parts/CCA-5200/

[decipha]

wow ed I did know u were running a pcv pump, I got a few ?s for u if/when u get a chance if u dont mind five oh four six oh six oh five three two

[EDS50]

wow ed I did know u were running a pcv pump, I got a few ?s for u if/when u get a chance if u dont mind five oh four six oh six oh five three two

Actually I used to run the victor intake which has no pcv so thats why I ran the evac pump. Problem with the pump was it sucked on the street. If it took on any oil that got past the seperator it would fill the pump and crash the vain into the case locking it up. Not a good situation.

[decipha]

thanks that helps out, was the pump a variable speed or simply on/off ? any pressure sensor/switch?

[EDS50]

thanks that helps out, was the pump a variable speed or simply on/off ? any pressure sensor/switch?

It was a mechanical pump driven off the serpentine belt. I fabricated an emmissions/smog pump out of a 80's ford f-350 with a 460 I believe and placed it where the factory a/c compressor would have been on my 92. The back plate of the smog pump was fabricated with an fittings and I had a breather canister and a oil catch canister in line. The an fittings were connected to the valve covers with braided 8 an lines to evacuate the crankcase and seperate the oil. After realizing it was a headache on the street but worked awesome at the track for some reason, I ditched the evec pump set up and ran an oil seperator from the valve covers to the inlet of the blower air filter so the suction of the blower would always draw pressure off the crankcase and evacuate properly. The oil seperator worked perfect to ensure no oil made its way the head unit impeller. I got away with doing it this way since it was a blow through system with a huge blow off valve before the intercooler. I hope that all makes sense....lol...Now a days aerospace brakes I believe makes an electric evac pump which seems to work much better but is hella pricey and I still dont know what happens if it takes on any oil.

[decipha]

ive dealt with them before, every one ive seen was piped to the booster only

[vristang]

Ed,
Did you run a vac restrictor?
My experience with the Ford smog pump was that it pulled way too hard at rpm. I think I was seeing 15" at idle, and it went up quickly from there... don't recall exact numbers now.
It was literally pulling all the oil out of the crankcase.

Maglin,
As suggested already, I too would start from the base A9L tune.
Injector settings and MAF Transfer and go from there...

[EDS50]

Ed,
Did you run a vac restrictor?
My experience with the Ford smog pump was that it pulled way too hard at rpm. I think I was seeing 15" at idle, and it went up quickly from there... don't recall exact numbers now.
It was literally pulling all the oil out of the crankcase.

Maglin,
As suggested already, I too would start from the base A9L tune.
Injector settings and MAF Transfer and go from there...

Besides custom fabricated baffles under the valve covers and the oil seperator no. But you are right, on the track it was easier to maintain the oil consumption from the evac pump because we would take it apart and clean it every pass. On the street it was a different story and hindsight is 20/20...lol Live and learn. I should have fabricated a better oil restrictor like you mentioned so the pump itself wouldnt take on any oil at all. Running the lines to the blower inlet was a much better option and worked remarkably well.

[Maglin]

I had the chance to do a lot of reading. I'm used to fuel and timing tables that read in loadxrpm so this is going to take me just a bit to get used to. I have a tune started for the C&L, 24# inj, intake volume, CID, Long tubes, and single O2. I figure I'll throw my LC-1 on the drivers side and move my current NB to the passenger side. I think my current start is a A9P but I could be wrong. The label is missing. I do have a GUFB in the garage that I'm putting the QH on and running the A9L start.on it. I'm sure I'll be back this weekend with some questions, but I think I have enough to get Idle air taken care of, MAF xfer dialed in and my injectors are FRPP 24's currently. Once it's all dialed in (mainly the maf) I'm throwing the TFS-R intake on it along with Cobra 39# inj, and a new custom FTI cam to get rid of my damn strip cam. I didn't install it. 20 years ago I would have but not these days. Anyways. Holla.