The standalone ECU election is less based on boost levels and more on tuning capabilities/features and engine safeties it brings to the table across the engine operating range. Your generation of Ford ECU was run at a relatively low frequency (clock speed). Depending on the hardware generation there may or may not be clock speed switches in the strategy code to step up the clock speed. Even when there are, the ECU clock tops out at 25 Mhz. That combined with the various emissions control code that the ECU is responsible for make power output above 6500 / 7000 rpm an increasingly iffy proposition.Thanks Ed. I may consider a stand alone ECU if I boost above 1 bar (15psi). I currently use SCT PRP and I'm confortable with it. The SCT PRP will support engine loads up to 1.9 so it works good for boost of 15psi or less. Over that and you have to start scaling.
The Moates Quarterhorse and the SCT PRP software are two different items. The Quarterhorse is a hardware daughter board that allows you to program the EEC-V ECU in real time as the engine is running but will still require a specialized software product to allow you to do this. That special product is the Clint Garrity authored, Core Tuning Software marketed under the name Binary Editor or BE for short. BE is the equivalent of the SCT PRP software except that BE gives you access to parts of the CPU some of which SCT holds in reserve for their dealers and not their end users. The BE software can do things you would need dealer versions of PRP to do.I tried the Moates Quarterhorse and switched back to PRP because of ease of use and datalogging capability.
They are impressive. One of their users had an interesting way of describing the MS3Pro system to me. He called it the poorman's Motec or Haltech. As I got closer to the system and bundled EFI Analytics Tuning Software it was easy to understand why he said that.DIYAutotune is an awesome website, lot's of good tuning information there.
Whoever told you that, Scott informed you correctly but not completely. MAF's do not measure air flow although that can be calculated from the Mass Flow or vice versa. MAF's measure air mass passed to the engine for combustion. The weight component of air consumed is the measure of the mass of air that the MAF will pass. The time component is the time base over which period of time that mass of air has passed through the MAF. That composite metric is communicated back to the ECU as a two dimensional variable used (in conjunction with injector sizing, fuel rail delta pressure and engine load) to calculate injector pulse widths necessary to deliver the AFR commanded in the the tune.BTW, someone pointed out to me that the MAF measures AIRMASS not AIRFLOW, therefore X amount of airflow at 1 bar will be half as much as x airflow at 2 bar. The MAF XFER will be accurate drawthrough or blowthrough.