hey wantaford, did you use a BBK throttle body? How much do you think it helps. I havent ever found one less than $325. I have a dual 62mm tb with single 4" flange off of a mustang GT I was going to use but I'm sure if I could get the cable linkage/clocking to work right.

 

I started out with a 1993 truck. Using the 91 Stang computer, with the 95 F-150 ACT which is in the airbox, not the intake.

 

I think it helps. I had to port match it with the upper intake plenum. I had to grind out in some places up to 3/16" of material. Using the stock TPS sensor it was holding it at 25%. Where if I am remember correctly it is supposed to be 20% or less or 1.1 volts or less (can't remeber exactly - it's been a while). There is no adjustability on the BBK throttlebody for this so I had to oblong the mounting holes on the TPS sensor to adjust it to spec. I have upsized all my intake ductwork. I am running a 80mm MAF with custom intake duct work. Using the stock duct work with the bigger Throttlebody made a noticable difference. Not huge though. What made a big difference was up-sizing all the intake duct work. These engine really need to breathe. It really woke the truck up. The whole package made a huge difference. I got mine on eBay for $150. Looked around for a while. I don't think I am really utilizing the potential as I have not got my ECM calibrated/reflashed for the modifications I have made. I need to do that but keep dragging my feet.

I used this same Throttlebody on a 92 F-250 with speed density years ago. I didn't like the way the truck ran with it. It had a pause or a hesitation on WOT. I ended up pulling it off, returning it for a refund.

Keep in mind on this part. It is not a true dual 61mm. It is 61mm in the front and tappers down smaller towards the rear. When I called BBK on this, they gave me some BS answer about it increasing velocity and it designed that way. Where in the real reason is folks would need a port matched new upper intake plenum to mount it to. There is not enough material between the port holes and the mounting holes.

 

BS!

306 hp and 369 lb ft?!?!?!

Stock 300's made.....a WHOPPING 150 hp. Double the horsepower....the torque number I could almost believe if that same company didn't sell electric superchargers

 

I'm quite sure it was done this way on purpose, rather than BS.


Venturi effect - Wikipedia, the free encyclopedia

 

Sorry - still calling BS on this one. It is false advertising to claim something it truely is not. Being advertised as a 61mm Dual Throttlebody when it is something like 58mm on the inside is a little agravating. However, it was not agravating enough to ditch it. It is an improvement over the stocker unit. Like I said above, they really couldn't make it a true 61mm withour providing a matched upper intake manifold to bolt it to. The ports wouldn't line up at all and there would not be enough aluminum between the port holes and the threaded mounting holes.

 

I figured there would be some grinding/porting required to make those fit. As far as the TPS, I have always tried to set them at .97 to 1.00 volts, always seems to work. Also wondered how the comp. would handle it- when the tps it at 100% open, the SD pcm thinks there is X amount of air incoming....w/ the bigger throttle body it doesnt know it is getting more air in?? With the MAF setup I guess it really doesnt matter. The Kit i am putting on my truck has a 80mm maf sensor. I'm sure this is fine stock, but when I add forced induction my guess is this thing will peg pretty quick. Youre right about the breathing, I think Ford's intentions was a low rpm torque engine. Heck all the ports arent any bigger than my small block stuff. One day a guy gave me a DO0E 429 CJ intake, and I couldn't belive the ports on that thing, theyre freakin huge. It wasnt long and I decided my efi motor should be the same way, can't wait to get the heads back. I was going to build a intake set up similar to yours, but i have since got a hypermax cowl induction (for the 6.9 and 7.3 IDI diesels) and an inclosed 4" in and out filter from Banks
(87-93 7.3 IDI "ram air intake"). Its made by K&N for banks, and its totally sealed. If it can handle enough air flow for a 7.3 with a turbo, it should be fine for my 460. I just ahve to make some brackets for it and an adapter to the MAF sensor. I wish those truck throttle bodies didnt have that goofy progressive linkage. Had they mad them like the mustangs or the newer trucks, swapping would be easy.

 

Well if you pin out your emissions correctly, the check engine light goes right out. Problem solved

 

I am just finish my 5.0 rebuild w/maf conversion, A9L computer, 20 over, HO roller cam, E7T + truck intake ported, FR shorty, flowmaster dual to rear. New distributor, alternator, startor, air pump, damper and clutch this truck run like a new one. It is a lot of work but the result is great. Next mod: Crown Vic front suspension and IRS from Tbird at the rear.

 

do you need a tbird?

 

Thanks! I have one!

 

So...let me get this straight...I have a '96 F250 351W/E4OD with SD and OBD-I. To convert to MAF, I'd need the following:
Wiring harness and EEC unit from a 1995 F150 with a 351w/E4OD combo
The MAF unit itself
A conversion tube to have a single inlet for the MAF sensor and double outlet for the engine intake.

Is this all? Are there other years that would work??
Will I see any MPG gains?
I plan to install a Y-pipe/High flow cat and performance muffler in the future, will this improve any power/mpg as well?

Thanks...sorry for reviving an old thread....

 

This is MAF intake tube setup

 

No problem about reviving this thread. I am still working on gathering parts. Some will have to be custom made as well.

 

Question I don't have a damn V8 302-351-460 or otherwise just a humble hard working Bad A*S!!! 300 Straight 6 in a 1990 F150 super aka extended cab SO having said that could I simply get a Wiring harness and ECM from a OBD2 based 1996 with E4OD and swap out harness and ECM and add a Camshaft position sensor and Maf sensor and have it work???