Quote:
Originally Posted by Tremelune
This is great info. If I'm running a Windsor, what are the options? The only aftermarket solutions I've found (Holley Sniper, FAST EZ-EFI, Edelbrock Pro Flo 4 XT) are all speed density.
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All the MS3Pro P-n-P units support Mass Air fuel delivery and will use a Ford OEM wiring harness. So do the Haltech units. Megasquirt units are thousands of dollars less expensive and come with a lifetime warranty.
Quote:
Originally Posted by Tremelune
I think MegaSquirt 3 Pro does MAF, but...where do you get the MAF? I have a '95 Mustang intake lying around (last year of the 302), and I suppose I could cobble together the components, but I was kind of hoping for a kit.
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Pro-M Racing (
https://www.promracing.com/pro-m-80.html) has the MAF meters and the meter you saw in the YouTube video. They also offer an excellent Universal EFI system that is essentially the Ford Factory Race EFI system built by the same people and on the same production line as the Ford Factory Racing EFI system. It fits pricewise between the Megasquirt and the Haltech systems but a closer to the Megasquirt price point.
Quote:
Originally Posted by Tremelune
I guess maybe the question I should ask is what I would do to make fuel changes if I had a modified '95 Mustang...
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You would tune the engine.
Quote:
Originally Posted by Tremelune
With regard to fuel, I've read that vapor lock is much less likely with a return line, and I live in a pretty hot climate...
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A fuel return line has nothing to do with it at all!
Vapor lock is fuel that is boiling or has boiled and turned into vapor. Just like you raise the boiling point for your car’s radiator by using a higher-pressure radiator cap, you also raise the boiling point of gasoline by raising its pressure.
Instead of a 5-7 psi fuel pressure in the feedline to the carburetor(s) EFI runs at a 40 psi or higher (in some systems) fuel pressure in the feed lines to the injectors. Just like the higher-pressure radiator cap, the 40+ psi fuel line pressure to the injectors raises the boiling point of the gas and takes the vapor lock problem off the table. The fuel return line has nothing to do with it at all.