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T5 was a speed-density type A-F management system. The T7 uses a mass air meter. The T5 regulated boost pressure, so power changed with the temperature. The T7 boosts to achieve a certain air mass flow which is more of an analog to torque. In hot weather the boost pressure will go up higher to support this.
The black DI is different as well.
The T7 is used with a motor controlled throttle body. The ECU can close the throttle to decrease boost pressure, so no MBC controlled boost, and the ECU can reduce the throttle as part of a traction control algorithm if the front wheels are seen to be doing different speeds. The rear wheels are used for a speed reference in doing this. It is just a further use of the ABS system that can be implemented with 4 channel ABS. In the Ng900's the ABS went from three channel to 4 channel in 1996.
In 1996 with ODB-II, a second O2 sensor was added. This might allow for better mpg's. But I expect that the use of the MAF sensors are responsible for the mpg gains. The ECU's might be doing a bit of a lean burn during off boost conditions to get better mpg's. With lower throttle settings, the in cylinder conditions might be low enough to avoid NOX production. But that is speculation of course. The cat would have to be able to break down any NOX produced as well. There is probably an interesting story to be told.
Going from my (totalled) 95SET to the 9-5 Aero I really notice the near instant engine starts, hot or cold. Im am seeing that the 9-5 is getting great mpg's and I expect after the engine wears in a bit my 9-5 station wagon will get better mpg's than the 95SET.
posted by 65.68.1...
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