You will likely not be satisfied with the result when done for the money spent. Save the money and just quit thinking about it.

Seriously.

 

That said - you have the same reaons I do for wanting to do it.

 

LOL. Sorry, you may be right but I think I'm going ahead based on your motto.

 

franz you hit the bullseye, i'd love the name of that moron who brain-waved bank fire. my bronco sits there idling in park, and the gas guage drops the same rate as going down the highway/hill/sidewind. we can slow down to 40mph our fool heads off, it ain't gonna help. might as well drive to the floor 100mph everywhere. ford should GIVE us the motorsport MAF kit, install it free, and cut us all a cheque to compensate for the extra gas we had to guzzle all these years. yeah sure. throttle response and that annoying hang time (89's bad, but my 92's better). i'm not looking for more hp, just much quicker t-r, speed density efi makes my 302 feel like that gutless/choppy 350 in a 77 blazer i once had. i wished we could re-create the feel of the old 289's or early windsors that RPM'd up AND down very quick. i badly miss that, as well as the smooth growly sound they made. those chevy baised magazines don't much mention that part when it makes it so much nicer to drive. oh well hope we can get some satisfaction here. glad to see someone's trying.

 

I have a 351 with a E4OD and was looking into all the MAF conversion's for more power. It was just a clogged cat. Feels like a new truck now. If for some stupid reason I decide to put a built motor in so I can destroy my 8.8 and E4OD then I guess I will need MAF. Do they even make a stall converter for E4ODs ?

 

what about using a 5.4 computer? I have one with an e4od if someone wants to try that. It came out of a 1997 van.

 

A motor that will benefit from MAF is not always one that will destroy an 8.8 and an E4OD.

I hope there is someone in this world that appreciates your arrogant attitude.

 

That would be EEC-V. The rigs that we are talking about coverting are EEC-IV. Soooooo, not gunna work.

 

I would definitely be interested in this article, I am planning to convert a 1990 F350 351W, however I read that someone had posted earlier that a 351W won't run as well with a 302 computer over 4000 rpm due to the fact that it leans out, why would it lean out, if the MAF is directly measuring the airflow, wouldn't the computer sense the lean condition and richen the fuel? Since the 351w and 302 are using the same heads, etc i wouldn't think there would be much difference between them.

 

if i have a 1997 f-250 can i just swap out a 1995 or 1996 f-150 or bronco computer and all the stuff needed. all i would need to find is a truck with the 351 and e4od right?

 

Hmm, you may be more right than I originally thought. On Sunday I thought I had all the answers and felt on top of the world. On Monday, I did some more research, take a look at this thread here:http://www.fullsizebronco.com/forum/archive/index.php/t-58030.html
And what do we see? Speed Density according to Gacknar gives you better throttle response. He goes on to say that MAF ages better than SD and if you convert an older truck (engine;sensors) to MAF from SD you may see a slight performance increase based on the age factor.

Well, my whole world is crumbling around me now and I am seriously doubting my ways now. And of course an apology to the bank firing designer although that approach still irks me.

 

In all fairness to both systems, I think throttle response is influenced much more by the tune itself rather than the type of system (MAF or SD). I'm not sure what would cause one system to "age" better than the other, but since most MAF conversions use mustang electronics, the performance improvement is more of a result of being taken from a mustang, not necessarily from the MAF itself--again, the tune has more of an effect than the MAF system itself. Coming from a race engine tuning standpoint, I've tuned an engine based on throttle position alone, and most recently using mass air and performance is exactly the same. The reason we use a mass air sensor is for ease of tuning and ability to adjust to different components (intake manifold, exhaust, etc) without having to get back on the dyno to adjust the entire fuel table.

 

Thanks, that brings things back into focus.

 

For those looking to go with an aftermarket, plug-n-play kit;
PMAS/Flowmanagment Unlimited just released mass air conversion kits for E4OD and non-E40d trucks. The base E4OD kit utilizes an EEC-4 Mustang ECU, Bauman transmission controller and adapter harness (EEC and air meter not included). They have other options that include the air meter, air filter and EEC as well.

 

I installed the Ford kit a few years ago and have been very satisfied with the result.

I took some pictures if you want to use them. I removed the upper plenum. It still only took a day.