Thanks guys for all the useful info. I didn't know that the water to air system has a heat exchanger mounted in front. That definitely explains why it would work during constant duty.
Also Warmonger, AZ IS HOT I agree! I lived there for a year back in '96-97 (in Mesa area), and it sure DOES get hot there. I remember once it got up to 122 deg F in August for a few days in a row! Definitely good reason to keep your air charge temp cooled.
So basically, the trick here is to re-map the fuel and timing curves on the chip with these kits exclusively? I guess 'back in the old days' when I was into 5.0 mustangs (before we could easily reflash eeproms like we can now), the big trick everyone would use to control timing advance was a boost retard device (an add on module) that would retard timing based on how much boost you had. And to counteract the pressure differential of intake pressure vs fuel rail pressure, there were also little units (variable valves) that would hook up to the return line going back to the tank that would gradually close off the return line based on how much boost you were producing to counter this pressure differential. Like say if you had 10psi in the intake manifold under boost, that would fight against the 39psi in your fuel rail (thus making less fuel flow under boost at any given inj pulse width), this valve could be adjusted to close the return line a bit under boost so it would effectively bump up the fuel line pressure from 39psi to 49psi to counteract that 10psi of boost pressure in the intake. It could even be adjusted higher yet just to supply an even richer mixture if necessary under boost conditions IF NEEDED (like I said, we all used to run stock computers with our built motors so manipulating the computer around it's stock program was the key to survival). Now in theory this sounds like a good device, but I've never seen one in action first hand as I've never ran boost before in a non-OEM application (only read the data and seen guys at the track with them). I would still think that the fuel valve I just spoke of would be necessary even for newer cars like our Contours, even with new chip caliberations afterwords as well just to further fine tune it. And with valves like these, you don't have to crank up your injector pulse width as much to compensate for the pressure differential, so then you don't need to install higher flowing injectors (until you get up to the REALLY high output applications). Do the turbo kits come with any type of fuel pressure correction device?
