Fordmuscle might have a problem with that,Sorry, BTW its only $15.00 for a subscription

BigLar

 

I have an 89 f250 460 efi (speed density) a/T (C-6) 4.10 trac-loc rear . I would like to convert to mass air . I would like a quicker throttle response , a little more torque off the light towing a trailer, and would tire-spin with no load be asking too much? My budget is $600 or less. Any junk yard parts list or combo of new parts and sizes would help. I have light blue topped injectors; would an 80 mm pro-m meter ,proper intake piping and specific ???? computer and lay-over harness get this done? Timing chain and gear set ( part numbers or specific HO application ) are they of any help ?

 

I'm really not sure it's worth the bother to go with a MAF for a stock motor. For a modified one, there seems to be expertise (or claimed expertise) in doing MAF conversions than modifying the SD tables.

Maybe just an upgrade to the latest 460 SD system would suit you best. Apparently they give slightly better idle control. I can't imagine how a MAF system could improve the throttle response I get on my stock 94 SD system.

You may get better economy though, because many of these 460 SD systems are locked out of closed loop control. The systems used as a basis for MAF systems usually allow closed loop.

What's wrong with the SD system you have?

If you insist on doing it, you'll need to get a tuner to modify a MAF system for you, as I don't believe there were any OBD-1 MAF systems for the 460. The CA/MA 460 trucks of 96 and 97 did use a MAF, but they are OBD-2, and while a conversion is possible, it's probably not worth it. They used a 80mm MAF on the 460.

 

Anyone? I have the full harness from a 2000 Mustang GT, which has the plug to use a Lightning MAF meter directly. Is it worth putting all the extra sensors of the EEC-V on though?

Currently looking at going with the OBD1/EEC-IV from a 5.0 auto truck and getting a quarterhorse tuner from Moates and/or a Baumann for the trans.

 

Would the quaterhorse used in conjunction with my stock ECU allow me to convert from speed density to mass air? I have a '94 with a 7.5L and an E4OD. I have everything else in place (plumbing, wiring, etc). I just need to know which way to go on the computer. I'm ignorant when it comes to ECU's but this is what I've concluded so far (correct me if I'm wrong). The ECU has all the "stuff" in it that controls all the various electronic controls on the vehicle. Mine in particular contains the stuff to control a speed density 7.5L with an E4OD. I have noticed that alot of people go with a Mustang ECU (for the fuel injected mass air stuff) and then pair it with a stand alone trans controller (for the E4OD stuff). Since my factory ECU already has the E4OD stuff, can it be upgraded to drive a fuel injected mass air system (ie the quaterhorse)?

 

what is your take on changing pistons from 8.5 stock to 10.4 dove c bored 30 ovet, porting the heads, adding a medium aggressive tow haul cam, and using the rest of a stock setup from an 89 efi 460?

 

The higher compression pistons will fit and give more power, but you will constantly be fighting spark knock with todays fuels (93 octane at best). You will have to retard the timing to keep it from pinging, and then you are back down to the power level you had with the stock compression pistons.

 

I started this thread back in 2010, so figured I should follow up now that someone resurrected it. I attached a picture of the setup I put in my 89F350.
The hoses from the Throttle body are stock 460. The y-pipe is from a MAF 96 F150 with a 5.0l engine, the flex hose from the Y to the MAF is the intake hose from and Ingersol Rand P185 portable air compressor, and the MAF meter is a C&L 80mm unit. The air box top is from lightning F150 pickup (this part is kinda hard to find since Ford quit making it--not a lot of lightning pickups in the junkyard!). ECU is a C3W1 93 mustang 5.0 MAF unit.
I have since changed the MAF meter down to a 76mm C&L unit and it works much better. The inlet size of it matched up better with the lightning air box. Since this is a towing truck and I spend 99% of my time at 3000 rpm or less, the 76 is perfect. I also changed the flex hose out and put in two smooth elbows I found that. Changing to the smaller MAF sensor and smooth hoses got rid of a stumble I had during transition back onto the throttle after descending a hill and starting up the other side. This also allowed me to get rid of the "air adjuster" box you see mounted in front of the air cleaner in the pictures and plug the MAF straight into the computer. This is a device you can buy to adjust the output signal from the MAF meter either rich or lean.
Running 30 lb injectors with the matching 30lb sample tube in the C&L MAF meter.
Engine has ported E7 heads with Manley SS Cobra Jet size valves installed in it. Rocker pad machined to accept comp cams steel roller rockers on 7/16" screw in studs. Has a Comp Cams roller cam I had them custom grind for my towing application. Exhaust is a set of the Hooker headers made to fit the 460EFI trucks, but I custom made the pipes from the headers to the CAT inlet using mandrel bent elbows. I wanted to get the exhaust overtop of the trans crossmember instead of under it like the factory did.

 

Here is a pic of the truck this is all in.

 

that is a beautiful truck!!
my original plan is to go with the western motorsports SDS programmer which is a plug and play replacement for the factory computer. with it i can change timing and fuel curve...

about how much do you think the conversion to MAF cost you?

 

You will not get to 10.4:1, because of the taller deck height of the later blocks. The E7TE heads are fairly restrictive, and porting them does help. Doing a MAF swap is not a simple bolt on process as many(including myself) have found out. There are multiple ways to go about this swap, but you will most likely spend a lot of money on at least part of it. If you go cheap, you will pay for it in poor drivability. I have a habit of trying to go about things the best, and most logical from a ford factory standpoint. I have recently realized this is probably the most expensive.

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I started with a kit I bought from the people at mass-air.com (website is still there, but not sure they are still in business). Don't remember how much it was, but it wasn't cheap. I the end, the only thing from that kit I am still using is the harness, although I had to change the length of pretty much every wire on it to make it look clean--they made all the wires extra long to make it universal. Now that I have the wiring diagram and know what to do, I could do it a lot cheaper making my own harness and buying the MAF meter, and doing the plumbing on my own. Getting ready to do just that to a 90 EB Bronco I am putting an EFI 460 and ZF 5-speed in out of an 89 F250.

 

I went with the Fiveology kit, because at the time it was the only place I could find a MAF EEC-IV. I'm in the same boat, because after doing it, and knowing what I know now, I would have scrapped it all together from a junkyard. This wouldn't be as easy, but it would have been cheaper in the long run. Did the Interactive systems tech kit come with an EEC-IV?

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Good point--yes, the kit from Interactive systems came with the C3W1 controller from a 93 Mustang. Forgot that I am still using that as well! You can get Mustang MAF controllers off Ebay and from others that deal in Fox body GT mustang parts. The A9L code is the one that most people like to use. Mine was much easier than what you are doing though since I have the 5-speed manual transmission. The E4OD adds another layer of complexity to the controller setup and wiring.

 

For any MAF swap on a truck with an E4OD the only way to use one PCM without added controllers is to find one from a MAF F-150, or Bronco. I didn't want to have anything besides a ford program running my trans, so I paid good money for a WAY1 EEC with my conversion kit. A9L's are a dime a dozen, but for the one I needed, they are hard to come by.

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