I ran across this article on fordmuscle.com:
Speed Density to Mass Air Conversion. F150, Bronco, Mustang.

I actually suscribed to the online access for $20 so I can read the whole article. It was worth it because it explained a lot of things not mentiioned in this article.

I have come to the conclusion that the best option for most people would be to buy the "overlay harness" from the "professional mass airflow systems" as seen here: TRUCK MAWH . By doing this, you leave your factory harness 90% intact and can always revert back to stock. PMAS also includes step-by-step instructions with thier kit so you know that you won't be left with a truck that doesn't start.

Unfortunatly for me, I decided it's not worth it to convert to a MAF system. Muscleford reported knocking at medium to high load at low rpm when in OD. They didn't give a reason for this but I expect that it has to do with the truck cam and manifold in thier 302. The truck 302 makes more power in the lower rpm do to the cam and intake which will require less timing and more fuel. It seems like mustang ecu can't compenstate for this which results in knocking.

I think $600 it too much to spend only to have find another tuning solution for the maf conversion. I rather do it right the first time and find a fully tunable system that will support heavy upgrades later down the road.

 

I used the Ford MAF conversion kit for the F150's, it's similar in that it has an overlay harness for the MAF meter and injectors. If were to do this again I'd source a truck harness from a MAF F150, remove the wires I need and add them to my truck harness. This is mainly because I don't think the MAF kit is good value, it makes it easy but the method I described above really isn't that hard and should be a lot cheaper. It's also because you really need a tuner for the computer once you get beyond 19lb injectors, and that pushes the cost even higher. The detonation problem MM&FF reported is something others here have run into, but I didn't have any issue with it. I think it could be traced back to the tolerance of some of the sensors if you had the ability to see the data realtime, or maybe they had the O2 sensors wired in reverse, who knows, there are a lot of variables and any one can throw a monkey wrench into situation.
BTW, there's almost no difference in runner length(only 1/2") between the 5.0truck intake and the 5.0HO intake, and the HO has smaller volume runners than the truck. As a result the car motor produces more TQ than the truck motor even though it uses a longer duration cam. The HO computer does also use more ignition advance than the truck computer, so on a motor that's detonation prone due to some existing problem(weak or out of cal sensor, dirty injector, exhaust leak upstream of the O2), the problem will only get worse.

 

Not to raise this post from the dead, but I have a few questions about doing this conversion to my '97 F-250HD 351/5spd 4x4 4.10. After lookin around here and other places I see that the biggest thing about finding a EEC is matchin it to the tranny. Since I have a manual, does it make a difference what EEC I use? Im thinkin that if I had a EEC from a electric auto tranny that it might throw a fit not "seeing" one. The other question refers to the ignition sytem. I have the TFI setup but have been burning caps and rotors without any reasoning I was wondering If there is a certain EEC that I could use that could get me away from the TFI or maybe my problem is just in the EEC. since I have chaged out everythin else but the distributor itself. Thanks for any input. I have begun the search for parts. I would still be intrested in a tech article about this. Jimbo

 

This thread(and topic) comes up a lot on this page so I't probably not a big deal reviving it and keeping it near the top of the page. Your truck would be one of the easier ones to convert since you have a stick, so a manual or automatic mustang computer would work without issue, and there's lots of those to pick from. A MAF truck computer for an auto would at very least throw codes so why not avoid this potential problem if you can. If you are burning up caps and rotors to the point they produce missing I would suspect the coil, are you using an aftermarket high output coil? ALL of the EEC-IV systems utilize TFI modules, so you won't get away from them by converting to mass air, and I don't see how it could be responsible for the other problem you are having anyway.

 

Ok as for the computer I figured I would try to find a manual trans version, didnt even think about older automatic trans type. As for the ignition I just replaced the stock coil with a stock coil, and the module is about a year old. Both newer than the problem. Wasnt sure if EEC-IV ever used any of the duraspark systems or not, but you answered that question. Let the troubleshooting continue and the parts search begin. Thanks..

 

Im hoping someone else saw this so i dont seem crazy, but i was watching TRUCKS! and on one of there new shows (2008) they have the have the sport truck duel or whatever with the lightning and the chevy. Anyway they had to conver the lighitng to maf and they used a kit call dunn-rite or something like that. It may have been done-right or dun-rite or any variation, i wish i had payed closer attention. But for the life of me i cannot find this kit, google is failing me.

 

I saw that too. Although it was a rerun I missed the MAF conversion the first time. Idid a little creative googling and found the company is called Dunne-Rite.

http://www.dunne-rite.com/

Apparently they recently acquired Pro-M.

 

I see where a few people in this thread have been there done that. So can we get a write up on your project, step by step (as much as possible anyways) with what you truck is? I read alot of info in this thread getting confused along the way as info seemed to change with every post between the quarrelling. I just bought a truck that I plan on hot rodding and i am hoping to see some advice here. 1993 F150 flareside 302 automatic

 

You are wrong on this point. All '96 - '97 Ford 460's with California Emissions have MAF's and not speed density. I know because I have one. It is an 80mm unit. My F-350 does not have a smog pump either.

 

wheres the tech article i have an 88 i plan on mud racing and having the MAF would greatly increase the tuneability on my truck

 

how about us 460 guys? i have 95F250 460 with stick and only has 72,000 miles but it was short change in life with SD. do any one have the way to put mass air in my truck?

 

Do a seach, there is a lot of write ups for the 460's. Ford Motorsport had a kit that could be used but it has been discontinued - you may be able to find old stock.

Others have taken ECM's, MAF's and other necessary parts from late 80's through early 90's Mustang 5.0L's.

There are also a lot of aftermarket kits using Ford components but it is big $$$

Good Luck!

 

Do you still have the extra airbox with MAF?

PM me please

John

 

I have an 1986 stepside auto with stock 302 and HO intake on it set up as SD.
I just bought a MAF sensor,BBK 70MM TB, 24LB injectors 89 EEC for AOD I also have two extra harnesses to make one good one, Not to mention the stock Harness on the truck..I will be installing a ford racing crate engine with SVO heads and BBK SSI intake.
Oh yeah a paxton will hang off the front of it also..

I will be starting this very soon any and all advise welcomed.

My first Question.
Do you all think I should try installing the MAF on motor thats in it now or just tackle that when I do install?

My second Question.
Should I just splice into the stock harness with parts I have?

3rd Question
Where can I get a sthall converter for the AOD with a little bit more sthall than stock?

Thanks again

 

Had to revive this, I would love an article cause I have a 95 f-150 with a 300I6 and m50d thats sd and a parts 95 withe same engine and tranny thats maf.
The problem I cant figure out is if I have to to convert to obdII to get the maf.