I have a 94 F150, 2WD, Shortbox, 351 and a E4OD.

I would like to add Edelbrock heads (180cc runners or larger) with possibly smaller chamber to up the compression being I'm not doing the bottem end, its a low mile and strong moter, I also want to put in the most radical cam I can, I love the way they idle! I'm also doing 1.7:1 rockers, long tube headers and no cats, but I'm keeping the EGR. I may do the intake and manifold later on, however I relize I do need larger injectors, maybe 30lbs instead of the 19lbs to avoid any lean conditions.

My qustion is being I'm doing all this at once, am I better of keeping the speed density setup and reprograming my computer (I do have the E4OD to deal with) and is my computer programable?, I know the ones out of the lightnings are and I think one would be plug and play?, has any one used somthing like a Tweeker to reprogram and can anyone give me any insight on if this will even work or who has done it before and how hard is it to redo all the tables and get it corrcet? My other option is going to MAF, but after alot of research, I'm not looking forward to the time and money involved in the conversion (I'm already looking at a $1500 top end) any insight would be greatly apriciated. Thanks

 

If you're looking for that lopey idle then plan on doing a mass air swap. Another option is to keep the speed density system and go with a custom grind cam that is speed density friendly. If wont have the lopey idle that you're looking for but it'll still perform well.

A Tweecer should work on a standard F-150, but there is a bit of learning curve when doing your own tuning. I'd suggest in getting a fuel pressure gauge and wideband O2 at the very least. That software is also a bit challenging to use compared to some others, so be patient, read and ask questions. I use SCT Advatage software for mine and monitor the A/F ratios with an FJO wideband and EASE Diagnostics for scan/log engine and trans data. The SCT software is easier to use (it comes with definitions, help files and tuning strategies), but it is nearly twice the price.

 

If I go with the MAF setup, what limitations will I have on cams, what is my easiest route for the conversion (e.g, computer, wiring harness etc) and if I use MAF and go with bigger injectors, will I still need to monitor the air fuel ratio or do any other modifications to the fuel sytem? can I use a wiring harness off of a 94-95 F150 with an E4OD and MAF and get a 351 MAF computer to run the MAF and E4OD or will a 302 computer work, I believe the 94 and 95 used MAF and the 95 cali 5.8L's where the only ones to use MAF with OBD1?

 

You run just about any cam you want with mass air.

The easiest route is to buy a mass air conversion kit from PMAS. It's an excellent kit, uses an A9L and stand alone transmission controller, but it's pricey. The other option is to find an engine/transmission harness, air meter and ECU from any OBD-1 mass air F-series pickup. It's a little more time and effort, but it's a much cheaper route.
If you change the injectors it's going to need some type of aftermarket tuning, mass air or speed density. Monitoring your A/F ratios and fuel pressure is important to see where the fueling is at and if changes will need to be made. Changing injectors will also require some value changes as well so it may be good to run the ones you have; you may not need larger injectors.

 

Might wanna upgrade your fuel pump while your at it...doubt the stock will be able to keep up with the 30 lbr's forever......

 

You can "fool" the computer into running large injectors with the mass air setup.. typically this is done with a specially calibrated MAF meter that matches the injectors. This works reasonable well, but it's far from perfect. In any case, until you upgrade your intake you probably won't need bigger injectors, the 19lb'ers will support about 300hp, but the stock truck intake will likely limit well below that.

 

It's gone both ways for me. I've had it where the motor starts and runs with a new air meter, and I was able to drive it around with a datalogger to help dial it in the rest of the way. I've also had to spend some time behind a laptop just to get a motor to start and run.

 

[QUOTE=Blurry94]You run just about any cam you want with mass air.


I was reading everything in these threads and was wondering what the difference in the Mass Air Flow and stock setup is?

 

Depending on the year of your truck...Mass Air was stock on alot of cars and trucks.....I don't know when Ford entirely put everything under the MAF setups but I do know that the MAF is more stable to higher mods than a speed density.....Might as well just buy a parts truck that came stock with Mass Air and scavenge as many parts as you can to put onto the new truck.That's a cheap MAF conversion.

 

I would check piston to valve clearance. Also, the valve reliefs might not be cut big enough in the pistons if the new heads have bigger valves in them.