So i started some research to convert from speed density to mass air flow for my 1989 F250 7.5L with a C6. My motivation for this is I will later like to turbo the vehicle and know it will require a MAF system and would like to begin the steps towards that goal. I found the 1989-1996 Ford 5.0L Mustangs used MAF and thought about harvesting the ECM, wiring harness, and possibly the fuel injectors to convert my truck to the newer system. I'm aware the vehicle will require a tune after implementing the system. I don't want a system filled with gremlins so what else will I need for a smooth and reliable transition? Will this system require O2 sensors? etc...

If curious or would like to drop opinions.... id be using a Garrett GTP38 turbo removed from a 7.3L international motor i found at a junkyard.... already have the turbo and is in good working condition.... I'm aware of the oil-prone leak between the pedestal and ill be altering or removing it to prevent the issue as well as tapping the oil ports in it for line attachments over the original block seems. but open to looking into other turbo recommendations i may be able to harvest at a boneyard. Thought about trying to get my hands on a sequential turbo system removed from a 6.4 Powerstroke.... all the ones I've came across have already been harvested. Im also aware ill need larger injectors once i implement this system and will be running a modest 6 psi until i have time to build the motor Also want to convert for a fuel regulated system... so in truth should i even bother with the Mustang harness or will it be too obsolete to continue my modifications and just a waste of time as ill need a new harness. I know the EECM and injectors would be temporary.

IM AWARE THIS IS A LOADED POST.
I just want a conversation about it.

 

I'd push the easy button they are also a Vendor on here, great support, and knowledge --> PiMP Standalone ECU's & Tuning Kits
you dont have to go Mass-Air, but you will need to tune it, no matter if Mass-Air, or Speed Density,

 

Conversations are good.. . especially these days.
Your plan is solid given the setup of your truck, a MAF Mustang PCM could work here.. I have worked on a supercharged mustang that ran on the stock PCM and injectors with upwards of 8psi boost. That method works in conjunction with an FMU which is a boost activated fuel pressure regulator that increases the pressure across the injectors which then deliver more fuel, and as simple and that sounds it works pretty well... at least on a relatively stock motor with low boost levels. At the time this was one of the few options available but these days there are other options, I don't know if you have heard of Pimpx but apparently they have direct replacement PCMs that are tunable and if I'm not mistaken are also capable of controlling a boosted motor. The upside of this solution is you don't need to do a MAF conversion first you just replace the factory SD computer with a programmable SD computer.

 

Well I guess I don't have much to say, my opinion was covered above!

 

Are the Stinger Performance Powertrain control units capable of tuning a boosted engine?

 

Yes, up to 44psi of boost. Probably 60% or a bit more of the users are boosted applications.

 

It's plug and play microsquirt basically. You can do anything you want almost

And many aftermarket systems ignore MAF. You can tune fuel easier with a MAP sensor

 

They are Megasquirt 3 based, not Microsquirt. Original ones that came out in 2011 were Microsquirt based though.

 

Meant to say Megasquirt, some reason I put Microsquirt..

 

No problem...

 

So what performance gains can you expect from a turbo 460? I have a '90 F250 460.

 

For an old 460 with iron heads, 15psi effectively doubles the hp and tq, so half of that (7.5psi, typical for a nice safe pump gas engine) will give you about half of those gains which is still substantial. For modern engines that are much more efficient (like and LS or Coyote), they can double the power at 9-10psi but to get a 460 to do that you'd need to build a very stout engine first (aluminum heads, modern cam and intake, etc.).

 

how deep are your pockets, almost all Drag Radial Classes(around here) are 460 turbo's cheap easy hp gains at low boost(for them), making 600+
below is 2 threads on N/A 460
460 build low dyno #'s or no? - Ford Truck Enthusiasts Forums --dyno'd at 245whp/339wtq
1996 F250 460 baseline dyno results and head porting info-RESULTS ARE IN! - Ford Truck Enthusiasts Forums---dyno'd at 276whp/389wtq

 

Im intending to do a preliminary low boost then convert over to all forged internal to really start pushing the motor. This ECU sounds like a solid base to build from though and that's exactly what I'm hoping to build at the moment... not the entire system at one.... liking this idea so far....

 

Our ECU can handle anything from stock to thousands of HP and whatever mods it takes to get there so it's certainly capable of whatever you want to throw at it. Since you can tune it yourself it also saves a ton of money when you've got plans for your build to change over time (paying someone hundreds to tune your setup every time you change it adds up in a hurry).

Only real decision to make up front is whether you want sequential injection at some point or not. You wouldn't need it for the low boost deal but depending on your power goals/fuel type/injector size for the built engine, sequential may be a good idea. The "xs" is the sequential ECU and it can also run batch fire so it would work for both. The "x" is batch fire only (or send back to be converted to sequential at a later date).