Whats the verdict on the Pro-M 92 ??
Senior Member
Joined: May 2003
Posts: 389
Likes: 0
From: Houston, Texas
My L ran better after I put it on and got even louder than it was. It seemed to to help the A/f without changing a thing. I can't claim it increased my HP but it did show on the Dyno, so maybe more air is the answer.
Senior Member
Joined: Aug 1999
Posts: 5,438
Likes: 1
From: Palm Coast, FL
I've got the flow sheets for the 92, and it doesn't barely outflow the Ford 90mm. I've tuned a few trucks with them, and since we insert the proper MAF x-fer all worked well, but it still pegs in the same spot. Waste of money in my opinion.
Senior Member
Joined: Jul 2001
Posts: 5,592
Likes: 0
From: Nashville
Originally posted by LightningTuner
I've got the flow sheets for the 92, and it doesn't barely outflow the Ford 90mm. I've tuned a few trucks with them, and since we insert the proper MAF x-fer all worked well, but it still pegs in the same spot. Waste of money in my opinion.
I've got the flow sheets for the 92, and it doesn't barely outflow the Ford 90mm. I've tuned a few trucks with them, and since we insert the proper MAF x-fer all worked well, but it still pegs in the same spot. Waste of money in my opinion.
I think I'm going to be ordering a 80 mm universal blow through next week some time. Calibrated for 55 lb injectors or maybe more...
Senior Member
Joined: Mar 2002
Posts: 3,472
Likes: 0
From: Shelton, Connecticut
I have one on my truck. I feel that the Pro M combined with some 55LB injectors and a great tune are what got my truck where it is today. The Pro M gets a big thumbs up from me. 
-Mat-
-Mat-
Senior Member
Joined: Aug 1999
Posts: 5,438
Likes: 1
From: Palm Coast, FL
Originally posted by easterisland
But, can't you get them calibrated for more HP(bigger injectors)? For example on their web site they have 37 point charts for higher HP so the meter will reach the 5 volt later instead of sooner. Don't you just pick a calibration which would be close to what your power level is?
I think I'm going to be ordering a 80 mm universal blow through next week some time. Calibrated for 55 lb injectors or maybe more...
But, can't you get them calibrated for more HP(bigger injectors)? For example on their web site they have 37 point charts for higher HP so the meter will reach the 5 volt later instead of sooner. Don't you just pick a calibration which would be close to what your power level is?
I think I'm going to be ordering a 80 mm universal blow through next week some time. Calibrated for 55 lb injectors or maybe more...
The other thing you can do, is get a new MAF calibrated for larger injectors than you have, and then scale the X-fer curve down. The problem with that is it screws the load stuff up and will affect the trans controls, among other things. Don't you just love Ford?
Senior Member
Joined: Jul 2001
Posts: 5,592
Likes: 0
From: Nashville
Originally posted by LightningTuner
Well, normally yes. But the problem for us Lightning guys, at least those with 01-up PCMs, is that Ford railed the MAF curve's air flow axis. What that means is, from the factory, the MAF x-fer curve already hits the top of the airflow axis. So if you got a new MAF that flows more, at around 4 volts or so, it's still pegged and can no longer read anymore air. It's a hardware issue with the PCM, there is nothing you can change in the programming to get around it. The 99-00 PCMs don't have this issue, there is tons of room to add a larger flowing MAF.
The other thing you can do, is get a new MAF calibrated for larger injectors than you have, and then scale the X-fer curve down. The problem with that is it screws the load stuff up and will affect the trans controls, among other things. Don't you just love Ford?
Well, normally yes. But the problem for us Lightning guys, at least those with 01-up PCMs, is that Ford railed the MAF curve's air flow axis. What that means is, from the factory, the MAF x-fer curve already hits the top of the airflow axis. So if you got a new MAF that flows more, at around 4 volts or so, it's still pegged and can no longer read anymore air. It's a hardware issue with the PCM, there is nothing you can change in the programming to get around it. The 99-00 PCMs don't have this issue, there is tons of room to add a larger flowing MAF.
The other thing you can do, is get a new MAF calibrated for larger injectors than you have, and then scale the X-fer curve down. The problem with that is it screws the load stuff up and will affect the trans controls, among other things. Don't you just love Ford?
BTW, thanks for the quick answer Sal. I seriously doubt anyone else knew the answer to that question and if another tuner knew the answer he probably wouldn't have wasted his time to respond.
Last edited by easterisland; Feb 29, 2004 at 11:11 PM.
Trending Topics
Thread Starter
|
Senior Member
Joined: Dec 2000
Posts: 1,514
Likes: 0
From: Auburn Wa
YES Sal....thanks for the input.
Now here is another question.....why would some tuners change PCM's on the earlier trucks to the '01 computer ?
The only advantage I heard was a bit easier tuning, but the MAF thing sounds counter productive to me.
Thanks Dale
Now here is another question.....why would some tuners change PCM's on the earlier trucks to the '01 computer ?
The only advantage I heard was a bit easier tuning, but the MAF thing sounds counter productive to me.
Thanks Dale
Last edited by Bad as L; Mar 1, 2004 at 12:53 AM.
Senior Member
Joined: Aug 1999
Posts: 5,438
Likes: 1
From: Palm Coast, FL
Mike, yes it's same for all 01-04 PCMs.
Easter, you are very welcome
.
Dale, your observation is a valid one. As a matter of fact, here's a tidbit of info you may not know.. I was running a CUX2 in my 01 for a long time. The main reason was because the CUX2 had a ton more parameters available in the sofware than my CXN1 did. But I ran into a strange problem a few years back. At one point, my PCM stopped responding to the timing I was putting in. I'd command 20 degrees on a race program, and the NGS would show 8 at WOT. Remember the thread about me only running 13.1 at NMRA off the spray that time? That was when we found that was happening. I had the same thing happen on a customer truck I was tuning in TX in 02. He was also CUX2. I had the SAME thing happen on Easter's truck last year at NMRA. He was also running a CUX2 in his 01 like me. We then switched to his CXN1 PCM and the problem was not there. I did the same after that, and well, my truck has run 11.0 off spray. So that's MY history of first using CUX2s, but then going back to the CXN1. However, with our new 4 bank CMR software, the timing problem with CUX2 may not be there anymore. If that is the case, then I'll be switching back to the CUX2, so that I can take advantage of the MAF x-fer graph for a different meter.
Easter, you are very welcome
.Dale, your observation is a valid one. As a matter of fact, here's a tidbit of info you may not know.. I was running a CUX2 in my 01 for a long time. The main reason was because the CUX2 had a ton more parameters available in the sofware than my CXN1 did. But I ran into a strange problem a few years back. At one point, my PCM stopped responding to the timing I was putting in. I'd command 20 degrees on a race program, and the NGS would show 8 at WOT. Remember the thread about me only running 13.1 at NMRA off the spray that time? That was when we found that was happening. I had the same thing happen on a customer truck I was tuning in TX in 02. He was also CUX2. I had the SAME thing happen on Easter's truck last year at NMRA. He was also running a CUX2 in his 01 like me. We then switched to his CXN1 PCM and the problem was not there. I did the same after that, and well, my truck has run 11.0 off spray. So that's MY history of first using CUX2s, but then going back to the CXN1. However, with our new 4 bank CMR software, the timing problem with CUX2 may not be there anymore. If that is the case, then I'll be switching back to the CUX2, so that I can take advantage of the MAF x-fer graph for a different meter.
