best chip

What is the best chip for a 95 gt; jet, hypertech, or venom?

TwEECer, custom tune it yourself.

I have the EEC Tuner, which is the same as a Tweecer, but the Tweecer has more features.

Definitely the Tweecer for the support, but you'll need a laptop and a LOT of time to learn how to use it.

definatly a tweecer, lika already stated you can custom tune it yourself and dont get to worried becuse you can download settigns online for your apllications. and yes unless you haev a cord to reach ur car from you pc{unlikly}need to use a laptop. check out their website

Hogwash. :D

Superchips Custom Tuning (SCT), www.superchipscustom.com is THE source for ALL your FORD (no other mfgrs offered) tuning. This is NOT the same as "Superchips", although they are an associated firm.

And no, I'm not paid by them or anyone else to say that. LoL.

"The Guy" behind SCT is a former Ford powertrain engineer, he and his team can get into EVERY part of a Ford EEC. They can change ANY operating parameter to suit the need. Not just tweek this or that. Most importantly, what they do is SAFE, reliable, and they even correctly adjust the transmission functions to handle the added power. Simply put, SCT is the best.

They have been doing "Ford only" tuning since about 1997, and have thousands of overjoyed customers. I have seen, with my own eyes what they can fix that other "tooners" have messed up throughly.

In my opinion i think Chips are pretty much useless for as N/A car...The most HP you can ever get is at the most a mere 20HP whereas a Turbocharged car can expect as much as a 40+HP increase...Sure there pretty good for changing shift points and such but you should only consider buying a "chip" if you got a blown car

Hogwash. :D

Superchips Custom Tuning (SCT), www.superchipscustom.com is THE source for ALL your FORD (no other mfgrs offered) tuning. This is NOT the same as "Superchips", although they are an associated firm.

And no, I'm not paid by them or anyone else to say that. LoL.

"The Guy" behind SCT is a former Ford powertrain engineer, he and his team can get into EVERY part of a Ford EEC. They can change ANY operating parameter to suit the need. Not just tweek this or that. Most importantly, what they do is SAFE, reliable, and they even correctly adjust the transmission functions to handle the added power. Simply put, SCT is the best.

They have been doing "Ford only" tuning since about 1997, and have thousands of overjoyed customers. I have seen, with my own eyes what they can fix that other "tooners" have messed up throughly.

The TwEECer can adjust any function I ever cared to. Period. And for about the same price as installing and dyno tuning a custom flashed Superchip. Plus you don't have to pay for dyno time when you change something else on the car. If properly tuned, they are also safe and reliable. If you can't spend the time to learn and tune it properly, you have no business changing any computer parameters in it with ANY device.

Not to mention that, if you DO mess up, all you have to do is shut it off, and Voila! Stock computer.

Most of the fastest EEC's out there are either EEC Tuners or TwEECers. The AEM drop-in is a good setup, but awfully pricey. I do like its wideband capability and the fact you can run a MAP sensor on it for turbo/supercharged applications too....

I have worked with a few 'stangs with different chips, one a drop in Hypertech, that was a real POS, a couple were Jet I think, they had to keep sending the stupid chip back to get bugs worked out, and a couple others have been superchips. None of the owners were happy with the chips at all. ALL of them were getting either a reflash or changing to something else. One even got so fed up with it he threw his injection setup in the garbage and switched to an Edelbrock Performer RPM with a 650 carb...

I haven't worked with a Diablo chip, but have heard good things.

The only time I've ever heard of Venom is overpriced fuel injectors for imports, and a worthless fuel control module thingy on a fellow soldier's Honduh.

I will elaborate on my endorsement of SCT.

First off, let me restate that SCT is NOT "Superchips"! SCT uses Superchips hardware for their flashers, but NOT their programming and in return SCT gave Superchips some information, exactly what I do not know. Superchips co-markets SCT products, but SCT does NOT market Superchips products.

No, onto the engieering of EECs.

Having a MAP or BARO sensor is utterly useless, even on a blown (turbo, supersharger or otherwise). The pressure in the intake system has absolutley nothing whatsoever to do with airflow. I know, most people think that adding boost means more airflow, and to some small degree that is correct. Flow is the ONLY accurate measure of the air entering the engine. You will likely see a dozen explanations around this FACT, but they all gloss overthe way an EEC works. The only "real" way to measure air FLOW is with a MAF sensor. When you run out of range, you get one with greater range.

Now, you have a larger MAF, how do you tune for it? Unless you have the CORRECT transfer function (SCT has them, and will give it to you), you guess; again and again and again. If you are lucky, you don't mess up too badly, go lean and destroy everything. Without the CORRECT transfer function, you are guessing. You cannot correctly tune w/o a MAF, like it or not. The EEC works off MAF in pounds/minute, and injector #/hour so the EEC can easily work out the correct fuel pulse width, but usually it uses a "look up table" which is a table of historically calculated values. It does this because looking up the result is much faster than actually performing the calculation.

Now, the EEC controls your transmission (auto). What AFFECTS will your tweeking have on the trans? Well do you KNOW the intention of the engineers with each factory setting? No, you can guess, but unless you have that info you very well might mess up your trans. Well guess what, the SCT folks DO KNOW the engineer's intent, because HE WAS ONE.

You say "I want firmer shifts, so I'll increase line pressure". Good method right? WRONG. Dead wrong, as in, destroy the transmission wrong. As they explain it, adding line pressure to greater than required plus some safety factor is utterly wasteful because of the pressure power relationship and the FACT that you will blow the piston seals and/or warp the pistons. Do you know how much presure a given trans takes to clamp a given input Tq? No? SCT does, EXACTLY. Doubling the pressure does two things, both are BAD. 1) It quadruples the POWER required to drive the pump, and 2) it reduces the cooler flow rate to 1/4th of the original rate. Great, you soak up more power in the trans and reduce the cooling to it and get no "real" benefit from the change. That wasn't such a great idea after all.

Now, you figure you can change your shift points. To what? Well 6500 is a nice round number, and we all know that more HP is available at greater RPM. Well guess what, and SCT will tell you this, the COnnecting rods beceom DIS-conecting rods around 6250 RPM, so you just blew your engine because you didn't KNOW the limits. SCT does, and will tell you.

How about just raising the shifts to 6200 RPM (auto). Well that's ok, as long as you know there is a limit, and the limit is just UNDER 6000 RPM input shaft. Why? Because of the snap-ring holdng the OWC/Mechanical Diode in place is only rated for 6000 RPM, after that they can expand and come loose. Yes, it happens. No, no FACTORY vehicles allow upshifts with THIS TRANS at 6000 RPM plus. because they KNOW what will (can) happen. How about the shift timing? Do you KNOW how to change the timing tables? No? SCT does.

Let's look at torque converters. Did you know that there is about 32 RPM of T/C "lock-up" slip? SCT does. Can you get rid of it? Yes, with SCT software, hardware and the where to look in the EEC. Why is it there? I know, do you?

Can you turn back on the knock sensor? I know why it's off, and that it can be re-asctivted, and what will happen if you do. Does tweeker?

So, with SCT you get a wealth of "you can do this" and "you shouldn't do that" info, and the WHY behind it. The folks on their website are VERY helpful, the can and WILL explain everything at length. Getting hte REAL story behind the why and how is invalueable to the DIY tuner.

Try that with another "tooning" software package, or chip.

Chips on a pretty much stock car are a waste in IMO. I really don't see the need for a chip till you extensively mod a car.

Anyone seriously running an auto will throw out the AOD and get a Lentech or a built C-4. The rest of us bang our own gears, so that's that part of the argument.

MAP is ESSENTIAL to controlling a boosted engine, from fuel to timing. Especially timing. What are you going to do, let the knock sensor play it out? Guess? Spend half the race season switching chips because the last one you burned sucked, and you can't re-flash at the dragstrip? IIRC the '03-04 Cobra EEC reads MAF and MAP...

BTW the TwEECer retains EVERY STOCK COMPUTER FUNCTION THAT YOU DON"T SPECIFICALLY DELETE, including the knock sensor.

As for support, the TwEECer has its own forum site with a lot of knowledge out there. Lots of 'Been there, Done that".

If I was out to do Exactly what Ford intended my car to do, I'd be running 14.8's at the drag strip.......

I'm not gonna beat a dead horse with long posts. I know where my 550 bucks is going.....

Hiflow,

SCT regularly knocks off .3 to .5 ths in the 1/4 with their tuning. Not in every case, but in many cases. Also, they are able to restore the factory over-rated power that was de-tuned (lost) in final revisions.

SVT,

MAP is nothing more than a band-aid. You claim it's "ESSENTIAL", yet SCT has hundreds, if not THOUSANDS of cars running forced induction, using their tunes without them. In point of fact, I know of over 20 blown cars (converted from N/A) running SCT tuning that have NO CHANGES to the sensor inputs to the EEC (no MAP sensors), and not only do they run VERY well, but they are completely safe.

Again, not to be arguementative, what does MAP give you that MAF does not? Pressure. What does that mean for anything? Nothing. ALL pressure is, is a measure of the inlet air the blower made that the engine could not injest. A "back up" of flow if you will. The info you you are REALLY trying to get with MAP is temperature. Elevated IATs will cause knock, exactly what you refered to with the spark adjustment comment. The PROPER way to to this is thru the IAT sensor, not to patch in a MAP which gives you NO meaningful data for this application.

Let's look at how "essensial" a MAP really is.

Who uses them?

Ford? No, Allen Engine (major player in ready-to-run blower systems) No. Roush? No. Kenny Brown? No. Trilogy? No.

So, if you look at OE quality stuff, we see that NONE uses MAP on their blown vehicles. The reason is, that you don't need it. It's a band-aid for a good tune and a proper MAF transfer function and IAT inputs.

I don't want to hear about the fact the GM uses them, they do not use it for what you think, so don't even go there.