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Ok, so with that cam I would have to change to the 5.0 firing order right? Or do I have to do that anyways with the MAF conversion because its going to be running on a 5.0 computer?
No, the 5.0HO and 351 use the same firing order.
Originally Posted by nighthawk285
I was thinking about new springs already for two reasons....1 I'm there already and 2 new hydro cam=new hydro lifters=new pushrods=new rockers....why not springs anyways? or is that just a waste of money
Yout '94 motor is roller cam equipped so you don't need new lifters or pushrods when changing the cam. The valve spring have to be capable of handling the valve lift the cam and rockers generate and also produce enough spring pressure to prevent valve float at rpms, so they are very much matched to the cam and all cam manufacturers sell springs matched to their cams. The stock springs can only handle about 0.500" lift.
Originally Posted by nighthawk285
How do I know what injectors will match to the MAF sensor?
The company you buy the meter from will tell you. "Matched" or "Calibrated" MAF/injector combos are technically nothing of the sort, the MAF meter is modified to mimic the response of a stock meter while allowing more airflow, it's a trick to feed an upgraded motor and fool the computer into thinking it's controlling a stock motor, but it is less effective the further away from stock you get. The right way to feed an upgraded motor the right amount of fuel is with a tuner because it's the EEC that holds the MAF calibration and injector flow rate data.
Originally Posted by nighthawk285
and finally, I've looked into the Tweecer tuner system, does that let me actually adjust fuel curve and see if it's running lean/rich, or is that just a plug and play more chip style tuner?
Tuning systems like the Tweecer allow you to adjust all EFI control parameters, there is actually so much you can adjust it is usually quite overwhelming when you first get into it, but with some patience, some research, and lots of trial and error you eventually learn what you need to. To see if the motor is running rich or lean you need an additional piece of equipment called a wideband O2 sensor.
Thanks Paul, I have also been following the other GT40 head thread and you brought up a good point there that kinda got me wondering.....is this going to screw me for using this as a truck powerplant? I know the HP/TQ curve is going to shift higher up the band, but how far....I don't want to have to be doing 3000RPM to make power in a pickup.
So I can "calibrate" the O2 sensor with a tuner correct?
How much did your Tweecer program and wideband O2 cost?
With the 5.8 you haven't got to worry about shifting the powerband higher until you start pushing it above 400hp. The TweecerRT that I have cost $550 but there is a new product now called the Moates Quarterhorse that is better and about 1/2 the price, and the Innovate wideband O2 system I have was $200.
I have a ECU harness and MAF system off a 1 Ton 5.8 Econoline Van i am going to run my 5.8 with it and GT40 heads with gold crane 1.6 roller rockers and retro over to roller lifters and a roller cam I run a C6 in my 1989 F150 5.8 SD building the 351w from the ground up wish i could afford to stroke it but dont have the extra grand to throw at the crank and rods, sticking with 19lb orange injectors will the cams you suggested work well in this set up plan on sticking with the stock 5.8 EFI intakes, i have two set ups but think they are the same as far as flow goess
No one here is cranky. I'm telling you this for your own benefit. Its better to make your own thread to keep everything in one place and to focus on your specific problems. It keeps everything about you and reduces confusion.
You resurected and hijacked a thread that's 6 years old. It's poor forum etiquete, and many people aren't going to bother to read an entite thread that's 6 years old or reply to thread hijackers.
You're going to get told on any and every forum that thread hijacking and resurecting is frowned upon or even against the rules. The fact that no one even bothered to reply to your post is enough to back me up.
No one here is cranky. I'm telling you this for your own benefit. Its better to make your own thread to keep everything in one place and to focus on your specific problems. It keeps everything about you and reduces confusion.
You resurected and hijacked a thread that's 6 years old. It's poor forum etiquete, and many people aren't going to bother to read an entite thread that's 6 years old or reply to thread hijackers.
You're going to get told on any and every forum that thread hijacking and resurecting is frowned upon or even against the rules. The fact that no one even bothered to reply to your post is enough to back me up.
07-01-2010, 10:40 PM
"Matched" or "Calibrated" MAF/injector combos are technically nothing of the sort, the MAF meter is modified to mimic the response of a stock meter while allowing more airflow, it's a trick to feed an upgraded motor and fool the computer into thinking it's controlling a stock motor, but it is less effective the further away from stock you get. The right way to feed an upgraded motor the right amount of fuel is with a tuner because it's the EEC that holds the MAF calibration and injector flow rate data. 
