Progress Thread Block transplant (and more)

AeroCoupe · Sep 26, 2026

Then that is where you set the pressure at. My sheet was at 43.5 but the tuner bumped it up to 46 as it needed a little more fuel up top. It’s fat now due to me getting the injectors cleaned and they gained about 4 lb/hr on average and the spray pattern went from absolutely terrible to what a person would expect.

JD1964 · Sep 26, 2026

Shouldn’t the EEC be able to adjust the pulse width for variables? I mean, if it’s tuned properly to begin with including leaving a bit of room on each end of the fuel table, the computer should be able to handle adjusting to some worthy degree. Does that make sense?

AeroCoupe · Sep 26, 2026

The stock EEC-IV can compensate +/- 10% but that is across the board so cumulatively. If it only needs to trim fuel then typically it can compensate.

What I do not know but assume is once you tune it with an external chip I believe you loose that compensation.

Maybe @Mustang5L5 can jump in here and lay some knowledge on us.

Mustang5L5 · Sep 26, 2026

The stock EEC will try to compensate by shortening the pulse width, but without correct injector settings it can get messy fast. I’d have to dig into the GUFB doc I have for the stock ECU on Mon. I’m actually curious so I’ll take a look but it’s 600+ pages so get hard to decipher. I don’t want to say anything way off from the truth

In terms of aftermarket tuning, if you want to run a higher pressure you typically have to use offset compensation for the injector settings.

For example with my 47#er. I set mine as close to 39.15 to avoid having to do offset calcs

JD1964 · Sep 28, 2026

I’ve got a wire connected to my PLX wideband which I will use to data log through pin 27 in the EEC and into BE. Pin 27 is the EGR circuit as some of you already know. I won’t be deleting the EGR system but rather retaining it in the end. Instead I’ll be borrowing the EGR circuit. The data logging wire runs through the firewall and over to close proximity to harness connection for the EGR. I’ll data log for the tuning process then switch back to functional EGR afterwards. I’ll simply turn off EGR in the tune, unplug the harness and tap the pin 27 wire at the EGR harness in the engine compartment. I made a single push pin type connection pigtail specifically for the purpose of temporarily connecting to the harness for data logging. It’s super simple to revert back to functional EGR after tuning. Absolutely zero permanent modification of the factory wiring.

AeroCoupe · Sep 28, 2026

If it was me I would put the wide band wire and the EGR wire on a relay so I could switch back and forth without having to pull the harness in the further. This would mean cutting the EGR wire but that’s just how I would do it.

JD1964 · Sep 28, 2026

AeroCoupe said:
If it was me I would put the wide band wire and the EGR wire on a relay so I could switch back and forth without having to pull the harness in the further. This would mean cutting the EGR wire but that’s just how I would do it.

I thought about that but in different way. My idea was a multi position toggle rather than a relay. My conclusion though was to just manually switch it back. Once I’m initially tuned I doubt I’ll need to change much moving forward. I could be wrong though

JD1964 · Oct 9, 2026

I got an email from Moates that my chips are in the possession of UPS and on their way back to me. No indication of any identified faults in the email, just shipping information. They’re scheduled to be here Monday, 10/12. When I open the package I’ll let you know if there’s any information regarding what may have been wrong.

JD1964 · Oct 12, 2026

Got my package from Moates today. There’s nothing in the box about them finding anything specific wrong with the stuff I sent them. The box just contains all new stuff. I’m happy with the process entirely! Time to start tinkering. I’ll post back when I get something done.

JD1964 · Oct 12, 2026

The new QH took the base tune and it functions normally when installed. Car started right up and idled normally. I’ve got the laptop connected in the car and have ran my first data logs. I have the signal wire from the wideband wires up and I need to activate it in the BE software by entering the specific transfer rates for PLX brand wideband. I have injector data to enter as well a a complete data set that came with the MAF. I’m under way and making progress.

JD1964 · Oct 13, 2026

Got my injector specs in. I’m now squeezing the MAF data in. My sheet has 37 data points but the ECU only allows 30. I’m learning the MAF fitting tool in BE now. I did punch a few numbers in from the idle range and ran a data log to see my MAF idle volts and airflow. With this info I can exclude at least 2 lines of data below the idle range. Ill
Compress the remaining 35 down to 28 lines using the MAF fitter. It’s starting and idling very nicely so far.

View: https://youtu.be/2h6D2XBnyvk?is=sjuEFartlIBYZmGG

JD1964 · Oct 14, 2026

I successfully got the data from the MAF sheet compressed into the data transfer table in BE. I have also adjusted the pulse width for startup cranking fuel. Since my 42lb injectors are roughly double the flow of the stock 29’s, I cut the startup pulse width in half. I believe I’ve also correctly configured BE to display wideband data on the data logs but I haven’t verified that yet. When I load these changes and start the engine I’ll report back.

JD1964 · Oct 14, 2026

Loaded the changes and the car starts and idles very nicely at 700ish. Cold starts and hot restarts are good with no surging. Drives great no stalling in low speed maneuvers like 3point turn. No stalling in any conditions while using AC. Power feels as good as ever or better with AFR in 12.5 range WOT. Before to get that AFR I had to crank the fuel pressure up significantly. 39 psi now and the ECU is handling the enrichment properly. This is the first time I’ve had this MAF and these injectors properly dialed in and it’s definitely noticeable to the positive side. If a pro tuner gave me my car back running like this I’d have no complaints whatsoever. There’s a couple other things I can do to fine tune and prepare tuning in the blower. I’ll be keeping this NA tune on file for future use in case the blower setup ever needs to be sidelined. I’m very happy with the car right now

General karthief · Oct 14, 2026

Times sure have changed since the days of air bleeds, squirters and jets (just to name a few)vacuum gauges and 'tuning by ear'

JD1964 · Oct 14, 2026

There’s something called MAF scaling I can do to fine tune and I guess learning that is next. After that I’m done with NA tuning. The factory spark and fuel tables seem to be good for this combo unless someone thinks I might be missing something.

JD1964 · Oct 15, 2026

General karthief said:
Times sure have changed since the days of air bleeds, squirters and jets (just to name a few)vacuum gauges and 'tuning by ear'

Yeah that was me 40 years ago with my 455 Olds and Holley Double Pumper. Recurving distributors with weights and springs too.

FastDriver · Oct 15, 2026

AeroCoupe said:
The stock EEC-IV can compensate +/- 10% but that is across the board so cumulatively. If it only needs to trim fuel then typically it can compensate.

What I do not know but assume is once you tune it with an external chip I believe you loose that compensation.

Maybe @Mustang5L5 can jump in here and lay some knowledge on us.

No. You absolutely do not lose compensation, i.e. closed loop, when tuning with a Quarterhorse. And, in fact, using the STFTs and LTFTs is one of the best ways to adjust fire from a given tune.

JD1964 · Oct 15, 2026

I’m still not having luck getting my analog signal from my PLX wideband into the data log in BE. It’s wired up correctly and I have verified the voltage signal be being delivered to the correct pin 27 on the eec. I’m not understanding how to finish the process and get it displayed. Does anyone here have any insight on how to do this?

FastDriver · Oct 15, 2026

JD1964 said:
I’m still not having luck getting my analog signal from my PLX wideband into the data log in BE. It’s wired up correctly and I have verified the voltage signal be being delivered to the correct pin 27 on the eec. I’m not understanding how to finish the process and get it displayed. Does anyone here have any insight on how to do this?

View: https://youtu.be/kIdam3c6YJ8?si=1ciP9drxJ8JZjkHr

To the Brn/Grn EGR pin. #27 The EGR has been removed.

To figure out the right orientation, note the two out slots on the top.

Make sure your 5V ground wire is properly grounded.

JD1964 · Oct 15, 2026

FastDriver said:
View: https://youtu.be/kIdam3c6YJ8?si=1ciP9drxJ8JZjkHr

These Leech Motorsports videos have been essential in my learning process and I’ve viewed this one you list multiple times. The problem is that BE has since been updated and the interface is no longer the way it’s shown in that video. There is an updated tutorial at Core Tuning but that on has not helped me yet either. Things are going well for me overall so I’m not out of commission because of this but it would be nice. Here is the update video tutorial. Maybe I can reach out to Core directly and see if they can help solve my lacking here. Meanwhile I’m continuing with the other Leech videos and moving on to tuning for boost. My NA bin is pretty sharp already and suitable for locking away for good or at least my novice opinion thinks so.

Here’s the Core tutorial on the BE update. It hasn’t gotten me through it yet

View: https://youtu.be/i0sRrdD7nrs?is=Eo6R2n9UtDxtIQM5

Progress Thread Block transplant (and more)

lube between the nut and the face. I know my lubes

there is enough sticking out to grab on to

lube between the nut and the face. I know my lubes

That is…until I whipped out my Bissell

there is enough sticking out to grab on to

lube between the nut and the face. I know my lubes

there is enough sticking out to grab on to

there is enough sticking out to grab on to

there is enough sticking out to grab on to

there is enough sticking out to grab on to

there is enough sticking out to grab on to

there is enough sticking out to grab on to

there is enough sticking out to grab on to

wonder how much it would cost to ship you a pair

there is enough sticking out to grab on to

there is enough sticking out to grab on to

I was uncomfortably high & wearing a helmet

there is enough sticking out to grab on to

I was uncomfortably high & wearing a helmet

there is enough sticking out to grab on to

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