Stock cam, no egr, no crossover tube in the back of the cylinder heads, and aftermarket heads, intake....I will try an aftermarket camshaft in the near future. I'll let everyone know how it works out....ProM > anything ever conceived.
Even people with a stock cam can pass emissions, that's incredible.
Stock cam, no egr, no crossover tube in the back of the cylinder heads, and aftermarket heads, intake. The emissions controls are not really needed (except cats) with the Pro-M setup....I will try an aftermarket camshaft in the near future. I'm guessing the cam lobe separation angle has more of an influence on emissions than anything else. I'll let everyone know how it works out....
It's possible, I suppose. I couldn't figure out a way to install coil on plug with the stock ECU, though. That, along with the full (and easy) programming features of the Pro-M EFI were huge factors in my selection regarding an aftermarket engine management system.I was just goofing, but even with the stock ECU you can bias the afr and adjust timing to do the same I'd bet.
You do not have to use a MAF with the Pro-M and if you needed a slot style Chris sells those as well.Pro-M setup seems quite nice and people seem loyal to their purchase. It's all good. If I used a Pro-M, I'd have to use my custom 95mm slot MAF, which is fine though there's an assumption as to the accuracy of the MAF curve. The Holley HP setup seems to be doing a good job of taming the lumpy cam in my 427, I learned that the areas of high dilution (low RPM cruise where there's a lot of overlap) need a richer commanded mixture to minimize misfires. I wonder how the Pro-M deals with this 'automatically'?
Odd, Pro-M REALLY emphasizes the advantage of using a MAF compared to "those other guys". I have a 95mm slot MAF with a curve that calculated using a 6th order polynomial scaling equation, then dialed it in slightly with my A9L; why would I buy one? Because Holley is widely used, I was able to put together a Holley HP setup for $1355.98. If I had to add a MAF to the Pro-M purchase, it adds up to essentially 2 times as much money. I was curious about how the Pro-M dials in high-dilution mixtures 'automatically'. Not really interested in marketing.You do not have to use a MAF with the Pro-M and if you needed a slot style Chris sells those as well.
Go to pro-m website, go to the "contact us" link and ask them. They are always happy to answer technical questions. The programming of the pro-m efi was created by Sam Guido and Ken Burkman (the same powertrain software engineers that developed the software for OEM Ford cars/trucks from 1995 to about 2004). Guido and Burkman were also the brains behind the Ford Motorsport Extreme Performance Engine Control System. This isn't the "RPM Extender". This is a product that can run either in concert with or replace the Fox Mustang EEC-IV. It was in the Ford Motorsport catalog from mid to late nineties.Odd, Pro-M REALLY emphasizes the advantage of using a MAF compared to "those other guys". I have a 95mm slot MAF with a curve that calculated using a 6th order polynomial scaling equation, then dialed it in slightly with my A9L; why would I buy one? Because Holley is widely used, I was able to put together a Holley HP setup for $1355.98. If I had to add a MAF to the Pro-M purchase, it adds up to essentially 2 times as much money. I was curious about how the Pro-M dials in high-dilution mixtures 'automatically'. Not really interested in marketing.
Hey Cougar5.0,I was curious about how the Pro-M dials in high-dilution mixtures 'automatically'.
Yes, I get all that. I started tuning (TwEECer) my 306 in ~2004, then later added a Kenne Bell supercharger and eventually a custom 95mm slot MAF (I machined the unit from schedule 40 4" aluminum pipe using a lathe and milling machine.) I was able to create a 6th (just checked, it was actually a 10th) order polynomial equation to simulate the MAF function versus diameter which allowed me to scale the curve to any diameter MAF tube (I cracked the HPX spreadsheet.) You should remember me for my home-made meth injection setup that I talked about in the Supercharger forum.Hey Cougar5.0,
Basically, you had some issues with your combo misfiring and bucking or whatever at low rpm. You entered some values until you got it to run without issue.......congratulations.
Basic engine management is A/F ratio and spark advance. The proper value for each of these can only be determined if we have an accurate value for Load. Load is the air mass being ingested by the engine divided by the engine’s potential for air mass. The ingested air mass is obtained in real time from the output of the mass airflow sensor. With the Pro-M EMS the Load calculations are done for you, so need for you to input values to make it run correctly. The Pro-M EMS needs the user to input the following values and it will take care of the rest. Myself or John could go into more detail but this is it in a nutshell.
1. Engine’s bore and stroke
2. Number of cylinders
3. MAF transfer function
I hope this helps
Please correct me if I am wrong here, There is no way for the PCM to know how exactly how much air is being ingested into the engine without some direct way of measuring it (mass air sensor). Speed density seems to work great until something in the engine (displacement, fuel injector size, camshaft profile, etc) changes. Then the car's owner has to figure out (by trial and error, or dyno time ($$$$$ per hour)) how to adjust the "volumetric efficiency" to get the car running correctly. This is what makes the Pro-M EFI a better choice for over the other guys. I've never used the Holley EFI, but I have watched youtube videos of "experts" use the Holley kit and they spend a lot more time fiddling with their systems to get things right than I did with the my Pro-M system. Am I going in the right direction with this?It makes no difference what engine you are using. It makes no difference what heads and intake you have, what cam(s) you use, what you have for an exhaust system, or how many times you decide to change these things. It doesn’t even matter if you add forced induction or change the amount of boost on existing forced induction application. If the PCM knows your displacement, RPM, and your ingested air mass, it knows Load… and if it knows Load, then it can accurately control fueling and spark advance.
I hope this helps
So Speed Density in aftermarket form is different? Would a speed density system like Holley be able to adjust to the changes or can the Holley system automatically compensate for the changes (without dyno time or some other calibration method). I'm not really that familiar with the Holley, I just know people like it because it's cheaper and doesn't "require" a mass air sensor (at least those are the most common reasons that Holley enthusiasts give when they say Holley is "better" than Pro-M EFI)..speed density on stock form you mean.