I am close to getting my supercharger installed but it has been suggested to get an 80mm MAF to go with it. Another member here has a Pro-M 80mm that he is selling. He has it on a 4.0 OHV supercharged engine with 24# injectors and the EEC-V computer. Will this work on my truck before and after the supercharger install? I have the stock 24# injectors now but want to upgrade those to 30#. What needs to be done to make it work now and with the 30# injectors? I do not know much about MAF and have heard people say their MAF is tuned for this or that. What is involved with tuning one? Is it a computer thing or is it something that is done to the MAF itself?
Thanks! :)

computer tuning. something that can be taking care of when you the supercharger is in and you get a good chip tuned for it. the maf and injectors have to be calibrated to work together..stock 24# injectors? is that what SOHC's have? the stock injectors on an ohv is 19#. if your truck is a 2003 like it says in your sig, you have an SOHC not an OHV. I think the maf will work regardless, correct me if im wrong. BTW who is selling the maf?

Maximum Violence (sp?) is selling it. Yes, I have a SOHC, and the stock injectors are 24#. I am trying to figure out if his MAF will work for me.
I have a Bama tuner, so I can just get a revised tune from Doug and swap in the Pro-M MAF?
Just trying to understand if an updated tune is all that is needed. Will it work without an updated tune and just not give you any benefits?
Thanks.

yes you need it updated. you need to have the maf calibrated in juction with the injectors. contact doug904

So Doug can do the recalibration necessary. That is what I am trying to determine. I did try to contact him last week but did not get a response. Maybe he is on vacation. Doug! Are you out there! :)

maybe hes avoiding you :nixweiss: j/k

Unless that MAF wasn't for his truck, than it won't work on your vehicle for sure. His truck is EEC-IV not EEC-V. MAFs aren't truely tuned to the injector size. But you can trick and MAF into sending the right information if you change injectors. The proper way to do it is with EEC tuning.

Doug could tune your system to work with pretty much any MAF and injector combination. But since he won't be able to know the MAF transfer table of the MAF you are buying it would be hit or miss. Something like what you are talking about is deffinately something you want to do on a dyno with an onsite person.

Also look at your MAF and see how many wires you have coming out of it. I believe when the switched to the SOHC they intagrated the IAT into the MAF in which case this unit won't work for you even if it is EEC-V.

Actually it is for an EEC-V. I got this one because it came with some ported heads and injectors I bought about 2 years ago. Of course, my stupid self didn't realize at the time that the ECU's and harnesses were different, so I had to buy another one (exact same type) that was setup for my application.

I do have a sheet that came with it with what I believe is the transfer table/flow data

I have six wires that come out of the MAF. What does that mean?
MaxViolence, could you post a pic of the chart you have so we can see if that is the transfer chart? Or describe it. Do you know how many wires are in the harness for the MAF you have.
What about injectors. Can I change injectors from the stock 24# to 30# after I get a MAF?
Thanks for all the info and help. :cheers:

The connector on this MAF has 4 prongs, so I guess that makes it a 4 wire?

I don't have a scanner right now so I can't post the sheet, but it has voltages on one part (at different airflow rates) and on another part of the chart it has flow numbers at various pressures.

:nixweiss:

Kind of hard for me to decipher but it probably would mean something to a tuner.

i hope it fits my truck..i can't remember how many wires my maf has and i don't have it back from the shop yet..i have the conical style filter if thats means anything.

6 wires means the IAT is integrated into the MAF and this unit will not work (as I thought)

97, your truck deffinately only has 4 and this unit will plug right in.

Thanks Wed.
What about the question of switching to 30# injectors after I get a MAF set for the stock 24# ones?

That can all be taken care of through tuning. Just make sure you have someone local that can do the tuning for you on a dyno that has wideband A/F monitoring.

If you're upgrading the cheapest and safest way is to get an 90mm lightning meter. The are a factory ford meter and flow enough for about 450rwhp before they peg. you can get them for like 99 dollars from most places

i've been told an 80mm is overkill for a blower application though

From what I have read and been told the 80mm should be fine. Actually, it was suggested to get an 03 Mustang GT one (I think it was an 03). Just doesnt seem to be any in my area that I have found. :nixweiss:
Thanks for the info.

80mm = good for roots and or all blown SOHC motors

75mm = good for most blown OHV motors

Okay, so I now have a 2002 Mustang GT 80mm MAF and 30# injectors. I was going to install them prior to the supercharger. I have Dougs 93 torque program installed and the other stuff in my sig. I am wondering if I can swap in the injectors and MAF and the truck still run well until I can get it in for a dyno tune. What do you think?

80mm = good for roots and or all blown SOHC motors

75mm = good for most blown OHV motors

The bottom line is that the ford meter's Especially the 80-90mm lightning meters are inexpensive quality ford meters and while they may be what some call "overkill", you will still gain power in any application with proper tuning.

The bottom line is that the ford meter's Especially the 80-90mm lightning meters are inexpensive quality ford meters and while they may be what some call "overkill", you will still gain power in any application with proper tuning.


Yes and no. On a V6 application you can have too large of a meter and cause low end resolution issues. For example, a 90mm Lightning meter is large enough to read the amount of airflow going through a Eaton supercharged 5.4 at idle. Taking this into account this is about the same as a blown SOHC at 2500 rpm's.

What I'm trying to say is from a tuner's perspective it is easier to get a meter that is in your range of adjustability. For example, the range for any ford meter is from 50-1023 ad counts, just another way of saying .8-5.0 volts. If you are using 50-750 ad counts of the meter you really have a large meter that can give you low end idling and driviability concerns because it's low end transfer function readings aren't as accurate at low volumes of airflow.

You want a meter that given the engine size runs from 50-950 ad counts range. This will give you and your tuner the best results in both power and the VERY important normal driveability range. An 80mm Mustang meter is perfect for this application. There was an 80mm Lightning meter but it's setup a little different and isn't as good for this application either. With that said I actually use the 00-02' F250 5.4 n/a meter on the EE X-charger kits but this meter is the same as the one used on the 03-04 GT's and Mach 1's.

Little tid bit of info, it's easier to find a F250 meter at a salvage yard then a GT one :thumbsup:

Later Doug904.

Well, I swapped in the 80mm MAF. It does not seem to have any ill effects except for a flat spot around 2000 rpm, although that might just be in my head.

Well, I swapped in the 80mm MAF. It does not seem to have any ill effects except for a flat spot around 2000 rpm, although that might just be in my head.
Paul,
Did you end up getting the YC2F-12B579-BA? 2002 Mustang GT

I am not sure about the part number but it was supposed to have come from a 2002 Mustang GT. Is the part number written on it?

I am not sure about the part number but it was supposed to have come from a 2002 Mustang GT. Is the part number written on it?
Should be right below the directional arrow of the sensor.

Yep, that is the one. It has two more lines of letters and numbers below that. Do they mean anything?

Yep, that is the one. It has two more lines of letters and numbers below that. Do they mean anything?
Paul,
You got lucky too. I had 4 salvage yards looking and only 1 came up with the correct item and it took 4-days. How did you adapt to your K & N filter as the holes are wider on the larger maf?

I eBayed for quite a while but never found one. I hit a Mustang parts house that has many totaled vehicles and he had a 2002 GT that still had the MAF. I guess I did get lucky on that.

It was not hard to rig the mounting bracket but I am not happy with it. I want to redo it.

I just re-drilled the mounting holes in the K&N heat shield and in the K&N piece that mounts the filter to the heat shield. Unfortunately, I did not think it through enough and used one of the original mounting holes. This has caused it to be slightly off-center of the opening. Not sure yet what I will do to fix it since each of the K&N pieces has 7 mounting holes in them already (4 original and 3 new ones). I dont really want to drill 4 more holes in them. I did check to be certain that the original holes were not allowing unfiltered air into the engine. One of the holes would have but I just plugged it up with some sensor safe RTV sealant. It is on the bottom so you cant even see it.

The opening of the MAF is larger on the heat shield side (much larger than the smaller side) so I think I am getting the full flow size but since I have a small portion of the heat shield sticking into the flow path Im sure I am affecting the flow characteristics in a negative way. How much do you think this is affecting my performance?