After reading a handful of posts It seems that MAF is the answer rather than SD. It seems that with MAF you can do quite a few mods and the computer will recognize the mods and accomadate them accordingly. Whereas, with the SD setup you need to keep having chips burned and it's always a set fuel curve.

So at this point, MAF seems like the smarter choice to me.. But I've also seen a few posts saying that when you get into heavy mods the MAF still needs to be tuned. At what point does this become an issue and how is the tuning done on a MAF system?

Thanks.

 

Also, I drive a 1990 F-150 5.0L with Headers back exhaust. It currently has speed density and I'm looking into the MAF conversion. Is it worth it?

 

With your combo, and even a few other minor bolt-ons, a mass air swap is not needed.

If you change heads, cam, intakes, and/or especially with some type of power adder (boost or spray), both systems will benefit from tuning. Your cam selection is limited with SD, and finding someone that can/will tuning might be a bit more challenging unless you get some tuning software and DIY.

My truck has a Vortech SQ, Powestroke intercooler, 42lb injectors, aftermarket fuel and ignition components, long tube headers and dual 3" exhaust. I'm still able to utilize the stock speed density setup with the tuning software I use.

 

What tuning software do you use?

 

SCT Pro Racer Package.

 

My truck has MAF and was SCT tuned on a dyno. We use the dyno to put a load on the engine and use wide band oxygen sensors and computer signal intercepters to analyse how the engine is running. You can watch all the computer signals to check their positions and voltages, and make adjustments when needed. With the MAF setup, a chip can be put in the back of it with modified programming.


It's mainly when you start changing injector sizes, MAF's and making other adjustments/changes that usually make it worthwhile to get a chip burned. My 393 had a little trouble on cold startups and idling, tuned that and smoothed it out quite a bit.

There is also do-it-yourself stuff like TwEECer and PMS. The TwEECer is a computer software program that you load onto a laptop, and plug into your EEC. Through this program and utilizing a wideband O2 sensor, you can tune your car on the fly and make changes at any time you really want. It's a little tough to use, there is a stiff learning curve to it, but someone with the interest enjoys it. Theres also the PMS from Anderson Motorsports that is a keypad style programmer that doesn't require a laptop. You connect the PMS controller to the EEC and make changes through it. It's a lot easier to use but costs $900 and a wideband O2 is used as well ($400).

I decided to go with the SCT dyno tuning vs doing it myself. That way I knew it was done right, dyno is nice, and it's still cost effective. I've been on the dyno 3 times with two programming changes to my chip and all inclusive has cost me about $500. I've had about 11-12 hours of run/work time as well has the chip costs. It also has a dial on it that I can change timing on the fly, or shut off the chip and use the EEC as stock. I wouldn't get that with the do-it-yourself stuff...

 

Tweecer and SCT allow the use of bone stock settings, even with their components installed. I'm not sure about PMS or EEC Tuner though.

 

you could always go after market. i have heard a lot of good things about simple digital systems. ( www.sdsefi.com ) not cheap but you get a good quality system and i think that there is a company that makes the setup that plugs directly into a for harness

 

Why do that when Ford's EFI is pretty much just like a stand-alone system anyway?

Any aftermarket EFI has nothing on a Ford EFI.

Blurry94, I should of clarified more, but what I ment was that the SCT stuff I have, gives me a dial I installed on my dash. Rather then plop out the TwEECer stuff w/ the laptop to change something, I can change my timing or return to stock setting just by using the dial. I didn't mean you couldn't return to stock settings with a TwEECer or PMS. It's just a slightly different way with SCT chips.

 

And that is pretty much how the Tweecer is operated. It has 5 switch positions, 4 of them can hold/store custom programing and can be switched on the fly, just like SCT. The 5th position on the Tweecer simply shuts off the Tweecer and returns all the setting to stock. In that aspect, their operation (SCT and Tweecer) is identical.

 

The TwEECer has a dial setup like that too? Ahh, there's the confusion. I thought you'd just do the same thing via plugging in the laptop and making your adjustments that way...

 

Does anyone know if this swap MAP to MAF will work on a 92 F150 4x4, 5.0L with the E4OD Transmission? Thanks