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thanks man, that's exactly what i needed!!

is this officially supported? I know on the gen 6's you could "usually get away with it" but I'm wanting to know if the Gen 7 is like the FAST, i.e. designed to work with low impendance injectors even at 100% duty cycle... Also, are all of these systems sequential or is that an upgrade? I...

I need to talk to Mac about a FAST interface box, but the number on their website gives a phone system error when I dial it... it has been doing this same thing for over a week... does anybody have a non toll-free number for them?? thanks, Jeff

Craig, thanks for the tip, that helps a TON! do you think this could explain the mismatch between the rpm sensor in the dashboard and the cursor in the VE map? if not, have you ever seen anything like that before? Does the FAST actually have 2 rpm inputs (or perhaps two ways of calculating...

two questions: a) i'm working on a friend's durango that has a FAST (actually it's an older boxed labeled SpeedPro, firmware: B2BDAK_E) and a Fast Track interface harness (FD-9503-021)... my friend has a binder with a bunch of printouts, one of which indicates that you can put "mopar" as a...

that's why i always log "VE" itself so that you can trace through a log and see exactly what the ECU was using (based on how it was interpolating adjacent cells, etc.)... it also helps in the case where you modified your VE table... if your old VE value was 100 and you were getting 10%...

you can only alter the samples per second... it will log a max of 150 samples, so if you are set at 5 samples/sec you get 30 seconds... if you are set at 15 samples/sec you get 10 seconds... its "r" to change the rate (samples/sec)...

have you changed any of your wiring lately? even the routing? we had a FAST WB go nuts when its harness was too close to the factory mustang fan (aka the amp-hungry-sob)... moving the harness elsewhere put it right back in line with the horriba WB on the dyno...

holy crap! Craig's having a meltdown! :D any progress on having a two-step work with the eDist/LS1 coil setup? I've got an LT1 but i'd love to get rid of that damn opti...

I went through this last year... voltage would drop WAY down under WOT... i tried running big power and ground wires straight to the ECU and no dice... i sent my ECU for a firmware upgrade and that helped a little... but what finally kicked the problem was PTE's voltage regulator... it plugs...

i have my fast hooked to normal Bosch automotive relays for the fuel pump and nitrous control... i never really gave it much thought but now i'm wondering if this is safe to do long term... these relays don't have any kind of diode for inductive spike suppression and i'm wondering if that will...

well, i've got a setup that runs 9s on 100 octane UL... but it would see much more street duty if i could use 92 + alky, for example... i'm not trying to cut any corners, but if alcohol is as great as everyone says i don't see why it would be limited to the 12 second crowd... it either prevents...

as a slightly different question, what's the most power anybody is making with pump + alky (denatured, iso, or meth)? i see lots of guys running 12s with this setup, but is anyone running low 10s or 9s with a big turbo, big boost, pump gas and alky? i'm just curious about what sorts of changes...

why would you use a relay to trigger a relay? that's just one more part that can fail... the FAST should be able to drive any relay so just have it run the stock one directly if you're set on using it... the only limitation on hooking something to the FAST is the amount of current it will draw...

Craig, i bought C-Com WP right after it came out... i have v1.002... is there a way to update to v1.005 without buying the software again? thanks, Jeff

you've solved it in my mind... the parameters all seem to work as i would have thought they should and the way that i first posted that they worked... it was only the fact that a known "good tune" contained the unusual "255" that caused some other theories to surface... 255 was in effect like a...

i'm not really sure that i see the benefit of 0 vs. the standard 2, 3 or 4... my map readings tend to bounce up and down slightly even with continuous WOT... a combination of non-shielded wiring and a $30 map sensor i suppose... with a value of 0 every little jump of 2kpa or so, even if it is...

i agree that it would make the most sense if the 255 value was the same as 0 (ie. max sensitivity)... and yes, 255 is the unsigned representation of -1 for an 8-bit quantity... interestingly enough, when i go into CComWP, i cannot enter any values outside of the range 0-30... if i put in 255 it...

Martin, another point that may help your understanding here is that the VE values are "ideal" VE numbers, not straight fueling constants (like the DFI and other systems use)... in other words, if your entire fuel map was set to a VE of 100, you would get twice as much fuel at 200kpa as you would...

when you say "200kpa boost" i'm taking that to mean approx 29psi of boost and a total pressure reading of around 300kpa... in any case: AE MAP Limit: this sets the highest load that AE will function at... so on Car A, there will be accel enrichment all the way up through the boost...