The computer on the Fox bodies with mass air has no idea what the vacuum level is - speed density does - it uses the Map (manifold absolute pressure) sensor for that. But in a mass air car, it uses that sensor (Bap) simply to measure barometric pressure. It does use data from temp. sensors to determine which strategy it's gonna operate under, and many strategy's are open loop; but they all try to get to closed loop as soon as possible as control is better under closed loop operation - real time feedback is available. Probst covers 8 or 9 different ecu operating strategies - crank strategy, cold start strategy, part throttle acceleration warm, part throttle acceleration cold, etc. - the list goes on and on. However, with mass air it tries to get to closed loop just as quickly as it can as the system control is better in closed loop. The ceramic material on the sensor has to get to at least 570F before it can start generating a voltage that's proportional to the O2 level in the exhaust stream (it's actually based on the differential between the oxygen content of the exhaust gas and the oxygen content of ambient air). It usually takes between 90 and 120 seconds for the non-heated O2 sensor to reach those temps. A heated sensor may reach operating temps that support closed loop operation in only 10-15 seconds. During this warm up period the car operates in open loop. To quote Probst "The sooner the oxygen sensor becomes hot enough to send proper signals, the sooner the engine can operate in closed loop for better control." The computer will simply try to return operating conditions to those it was programmed for. So, on a completely stock car, lets say we put on an adjustable fuel pressure regulator and crank pressure up from 40 to 45. That will richen the mixture. The computer will adjust pulsewidth to lean things back out, and it will "learn" about the change over time so that it stores the data needed to continue that running strategy - effectively 'undoing' that pressure change with reduced pulsewidth - if that's what's required to return the engine to the programmed operating conditions. Alternatively, over time the injector may clog a bit, so less fuel is being injected. Sensing this gradual leaning over time the computer will learn to increase pulsewidth to make up for that, and it will remember what it learned.
Again from Probst "Adaptive strategy continually shifts the base calibration to compensate for changes in barometric pressure, intake air temp, fuel composition, small drifts in sensors or actuators......the strategies stored in the ROM are based on how the TEST engine responded to sensor inputs. Adaptive strategy looks at how THIS engine is currently responding - and further, how this engine is responding to how this driver drives." So not only will it try to learn about mods or gradual operating failures (valves not sealing as well, injectors being dirty, miles piling up/degradation of cylinder seal, etc.), it will pay attention to how the car is driven and try to optimize mileage and emissions in that regard.
You can look at all the different operating strategies - but the engine tries to get to closed loop as quickly as it can in all of them. The exception is when it sees w.o.t. from the tps - it then assumes that performance matters more than emissions or economy and goes to it's look up tables for the proper data. That's why so many chip burners only mess with fuel in the w.o.t. area. The computer can usually do a better job controlling mixture using closed loop real time O2 data in all other conditions. But, it's looking at the tps for it's signal of w.o.t., not rpm.