From owner-diy_efi Thu Aug 18 22:01:00 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA14289; Thu, 18 Aug 94 22:01:00 GMT Received: from psi.com by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA14284; Thu, 18 Aug 94 18:00:54 -0400 Received: from khis.com (charon.khis.com) by psi.com (4.1/2.1-PSI/PSINet) id AA06087; Thu, 18 Aug 94 18:00:31 EDT Received: from alamo by khis.com (4.1/SMI-4.1) id AA18839; Thu, 18 Aug 94 17:03:14 CDT Received: from khan.khis.com by alamo (4.1/SMI-4.1) id AA11358; Thu, 18 Aug 94 16:57:17 CDT From: king@khis.com (Robert King) Message-Id: <9408182157.AA11358@alamo> Subject: Re: FORD EEC_IV control systems To: DIY_EFI Date: Thu, 18 Aug 1994 17:01:00 -0500 (CDT) In-Reply-To: <9408182025.AA25664@eagle.sr.hp.com> from "Craig Eid" at Aug 18, 94 01:25:04 pm X-Mailer: ELM [version 2.4 PL23] Content-Type: text Content-Length: 1213 Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI > > I'm starting to tinker with my EEC-IV system and wondered if anyone has > done any in-depth mods to the computer. I've heard of a couple of > bootleg computers that are floating around (modifications of EEC's out > of wrecked cars) but haven't been able to substantiate this info. Does > anyone have any leads? I havn't heard anything, but I'll keep my eyes open. As an engineer, I'd be VERY interested in getting ANY tech data on Ford's EEC-IV and EEC-V systems. (I'll also forward this to the Fordnatics list...) -- Robert King +-----------------------------------------------------------------------+ | Robert A. King | | | Systems Software Engineer | | | Kodak Health Imaging Systems | "I drank WHAT?!?" -- Socrates | | | | | king@khan.khis.com | | +-----------------------------------------------------------------------+ | The opinions expressed here arn't even mine, much less my employer's! | +-----------------------------------------------------------------------+ From owner-diy_efi Fri Aug 19 00:10:33 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA15284; Fri, 19 Aug 94 00:10:33 GMT Received: from knuth.mtsu.edu by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA15279; Thu, 18 Aug 94 20:10:21 -0400 Received: by knuth.mtsu.edu (Smail3.1.28.1 #17) id m0qbHZ2-000MTHC; Thu, 18 Aug 94 19:12 CDT Message-Id: From: lusky@knuth.mtsu.edu (Jonathan R. Lusky) Subject: Re: Ford EEC_IV control systems To: DIY_EFI Date: Thu, 18 Aug 1994 19:12:08 -0500 (CDT) In-Reply-To: <940818172606.2b00c27a@STDVAX.GSFC.NASA.GOV> from "DIRK BROER" at Aug 18, 94 05:26:06 pm X-Mailer: ELM [version 2.4 PL24alpha3] Mime-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Content-Length: 942 Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI > Could you post some specifics - like what processor and what chips are on > the board. I understand the ford system has the prom solder in place - and > maybe even potted. Could a standoff be solder in its place? Are we > talking surface mount or .100 lead spacing stuff? (I think they started > them in 1982ish - kinda early for surface mount no? the EEC IV ECM's all use a proprietary PROM which is suppsedly totally different (pinouts and voltages) than any standard part. I've never played with one, but from what I understand there is an interface port on the side of the box where you can plug in a module with its own prom. This is what the aftermarket PROM makers do, sell you a module to plug into that port, and the module interfaces a standard prom. -- Jonathan R. Lusky -- lusky@knuth.mtsu.edu "Turbos are nice but I'd rather be blown!" 68 Camaro Convertible - 350 / TH350 80 Toyota Celica - 20R / 5spd From owner-diy_efi Fri Aug 19 15:51:52 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA18765; Fri, 19 Aug 94 15:51:52 GMT Received: from psi.com by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA18760; Fri, 19 Aug 94 11:51:48 -0400 Received: from khis.com (charon.khis.com) by psi.com (4.1/2.1-PSI/PSINet) id AA26128; Fri, 19 Aug 94 11:50:35 EDT Received: from alamo by khis.com (4.1/SMI-4.1) id AA25522; Fri, 19 Aug 94 10:53:20 CDT Received: from khan.khis.com by alamo (4.1/SMI-4.1) id AA15747; Fri, 19 Aug 94 10:35:23 CDT From: king@khis.com (Robert King) Message-Id: <9408191535.AA15747@alamo> Subject: EEV-IV computer information To: fordnatics@freud.arc.nasa.gov (Fordnatics) Date: Fri, 19 Aug 1994 10:39:06 -0500 (CDT) Cc: DIY_EFI (efi) X-Mailer: ELM [version 2.4 PL23] Content-Type: text Content-Length: 1779 Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI Well, my Mass-Air conversion kit came in today from Maximum Motorsports! I have a few questions recarding the kit though: 1) The kit came with a Cobra 70mm sensor. Considering this will eventually be installed on a mildly modified 302 (.030 over, GT-40 unported heads, E303 cam, MAC 1 5/8" headers, roller lifters...) will the Cobra meter be too restrictive, or do I need to look into a bigger meter when the new engine is installed?` 2) I'd like to decode the information on the computer. Here it is: EEC-IV SFI-MA12A REMAIN C3W1 F3Zf-12A650-FB-MR 131136 R1SM12AF13 332-0161 3K07 This is on a white plastic sticker on the wiring harness connector. Its *supposed* to be a 49-state legal unit for an automatic. The salesman at Maximum Motorsports sait it will work well with a 5-speed, and he thinks it gives just a *bit* more power (besides, the 5-speed ECM's were back-ordered.) It sure will be nice to get away from Speed-Density! -- Robert King +-----------------------------------------------------------------------+ | Robert A. King | | | Systems Software Engineer | | | Kodak Health Imaging Systems | "I drank WHAT?!?" -- Socrates | | | | | king@khan.khis.com | | +-----------------------------------------------------------------------+ | The opinions expressed here arn't even mine, much less my employer's! | +-----------------------------------------------------------------------+ From owner-diy_efi Fri Aug 19 21:04:15 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA19761; Fri, 19 Aug 94 21:04:15 GMT Received: from freud.arc.nasa.gov by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA19756; Fri, 19 Aug 94 17:04:12 -0400 Received: by freud.arc.nasa.gov (8.6.8.1/1.35) id OAA23030; Fri, 19 Aug 1994 14:05:32 -0700 Date: Fri, 19 Aug 1994 14:05:32 -0700 From: chucko@freud.arc.nasa.gov (Chuck Fry) Message-Id: <199408192105.OAA23030@freud.arc.nasa.gov> To: king@khis.com Cc: fordnatics@freud.arc.nasa.gov, DIY_EFI In-Reply-To: <9408191535.AA15747@alamo> (king@khis.com) Subject: Re: EEV-IV computer information Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI From: king@khis.com (Robert King) Date: Fri, 19 Aug 1994 10:39:06 -0500 (CDT) Well, my Mass-Air conversion kit came in today from Maximum Motorsports! I have a few questions recarding the kit though: 1) The kit came with a Cobra 70mm sensor. Considering this will eventually be installed on a mildly modified 302 (.030 over, GT-40 unported heads, E303 cam, MAC 1 5/8" headers, roller lifters...) will the Cobra meter be too restrictive, or do I need to look into a bigger meter when the new engine is installed?` What are you using for a throttle body? 70 mm sounds about right, considering that the somewhat milder '88-93 5.0 Mustangs used a 55 mm MAF. MAFs have a limited dynamic range, so too big is as bad for idle as too small would be for WFO. I went with a 77 mm for a similar motor, but then I got a hell of a deal on a used one. I would have gone with a 73 mm Pro-M Bullet had this deal not materialized. -- Chuck From owner-diy_efi Fri Aug 19 22:17:55 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA20048; Fri, 19 Aug 94 22:17:55 GMT Received: from hanauma.jpl.nasa.gov by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA20043; Fri, 19 Aug 94 18:17:52 -0400 Received: from musp0.jpl.nasa.gov by hanauma.jpl.nasa.gov (4.1/SMI-4.1+DXRm2.5) id AA20541; Fri, 19 Aug 94 15:17:27 PDT Received: by musp0.jpl.nasa.gov (5.65/DEC-Ultrix/4.3) id AA08220; Fri, 19 Aug 1994 15:19:21 -0700 Date: Fri, 19 Aug 1994 15:19:21 -0700 From: chu@musp0.jpl.nasa.gov (Eugene Chu) Message-Id: <9408192219.AA08220@musp0.jpl.nasa.gov> To: fordnatics@freud.arc.nasa.gov, king@khis.com Subject: Re: EEV-IV computer information Cc: DIY_EFI Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI I remember an old note from the Mustangs list in which someone used the EEC-IV module from an automatic vehicle in a 5-speed. I think the results were pretty poor; the car would not run very well at all. I'll have to check my wiring diagram tonight to see if there is a sensor for the E4OD transmission. eyc From owner-diy_efi Sat Aug 20 00:13:36 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA21171; Sat, 20 Aug 94 00:13:36 GMT Received: from relay1.UU.NET by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA21166; Fri, 19 Aug 94 20:13:29 -0400 Received: from athena.veritas.com by relay1.UU.NET with SMTP id QQxdrs20209; Fri, 19 Aug 1994 20:13:21 -0400 Received: from megami.veritas.com by athena.veritas.com with smtp (Smail3.1.29.0 #2) id m0qbe3j-0004TWC; Fri, 19 Aug 94 17:13 PDT Received: from quasar.veritas.com by megami.veritas.com with smtp (Smail3.1.29.0 #4) id m0qbe3Z-000CfGC; Fri, 19 Aug 94 17:13 PDT Received: by quasar.veritas.com (Smail3.1.29.0 #1) for fordnatics@freud.arc.nasa.gov id m0qbe3l-00000vC; Fri, 19 Aug 94 17:13 PDT Message-Id: Date: Fri, 19 Aug 94 17:13 PDT From: sander@veritas.com (Sander Pool) To: fordnatics@freud.arc.nasa.gov Subject: Re: EEV-IV computer information Cc: DIY_EFI X-Sun-Charset: US-ASCII Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI > From: chu@musp0.jpl.nasa.gov (Eugene Chu) > I remember an old note from the Mustangs list in which someone used the > EEC-IV module from an automatic vehicle in a 5-speed. I think the results > were pretty poor; the car would not run very well at all. I'll have to > check my wiring diagram tonight to see if there is a sensor for the > E4OD transmission. > > eyc > If the EEC-IV for Mustangs is anything like the one I have in my XR4Ti then the EEC is the same for both manual and autom. The difference is in the wiring harness that pulls one pin down for one of both (or forgot). This tells the EEC with what kind of trans. it deals. On the Xr the auto has about 30 fewer horses than the 5sp. The torque curve is a bit different too. Differences besides the one pin are the camshaft and initial timing which is 13 degs for 5sp and 10 for auto. This leads me to think that I can swap EECs from one Xr to another without modifying performance. This may be different for Mustangs though. Sander From owner-diy_efi Mon Aug 22 16:06:47 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA14882; Mon, 22 Aug 94 16:06:47 GMT Received: from srlns1.srl.ford.com by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA14877; Mon, 22 Aug 94 12:06:44 -0400 Received: from pms706.pms.ford.com (pms706.pms.ford.com [19.1.10.65]) by srlns1.srl.ford.com (8.6.8/FordSRL 1.0) with SMTP id MAA26612 for ; Mon, 22 Aug 1994 12:06:42 -0400 Received: by pms706.pms.ford.com (5.61/1.3U) id AA26917; Mon Aug 22 12:06:42 1994 Date: Mon, 22 Aug 1994 12:06:42 -0400 From: bkelley@pms706.pms.ford.com (Brian Kelley) Message-Id: <9408221606.AA26917@pms706.pms.ford.com> To: DIY_EFI, fordnatics@freud.arc.nasa.gov Subject: Re: EEV-IV computer information Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI Chucko writes: >MAFs have a limited dynamic range, so too big is as bad for idle >as too small would be for WFO. I feel that this is a rather gross (and misleading) generalization. There are certainly circumstances where merely bolting on a larger MAF with little thought will result in poor throttle response. But that won't be a problem in a well thought out solution. The 4.6L DOHC in the Mark VIII has a 80 mm MAF from the factory. This is obviously a car where idle quality is a big concern. Since few people can program the EEC, you may have the tweak the signal it sees from the MAF for certain combinations. Several of my friends have installed that MAF on their 5.0's with excellent results. You'd be surprised at just how large the MAF's and TB's on the next generation of lower displacement V8's are. Brian --- bkelley@pms706.pms.ford.com Not speaking for Ford. From owner-diy_efi Mon Aug 22 18:25:23 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA20618; Mon, 22 Aug 94 18:25:23 GMT Received: from relay1.UU.NET by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA20613; Mon, 22 Aug 94 14:25:20 -0400 Received: from camelot.dsccc.com by relay1.UU.NET with SMTP id QQxebx15607; Mon, 22 Aug 1994 14:25:12 -0400 Received: from optilink.dsccc.com by camelot.dsccc.com (5.65c/SMI-V1.8) id AA24392; Mon, 22 Aug 1994 13:28:32 -0500 Received: from montreal by optilink.dsccc.com (4.1/SMI-4.0) id AA25068; Mon, 22 Aug 94 11:24:50 PDT From: marrone@optilink.dsccc.com (Frank Marrone) Message-Id: <9408221118.ZM15223@montreal> Date: Mon, 22 Aug 1994 11:18:29 -0700 In-Reply-To: koch@meerkat.cig.mot.com (Clifton Koch) "Re: Ford MAFs" (Aug 22, 12:46pm) References: <9408221746.AA03863@meerkat.cig.mot.com> X-Mailer: Z-Mail (3.0.1 23feb94) To: koch@meerkat.cig.mot.com (Clifton Koch) Subject: Re: Ford MAFs Cc: DIY_EFI Content-Type: text/plain; charset=us-ascii Mime-Version: 1.0 Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI On Aug 22, 12:46pm, Clifton Koch wrote: > > What metod do the latest ford MAFs use to measure MAF. Flapper valve, > > hot wire (doubt it) or? > > Define "Ford". Mustangs and virtually all Fords use a hot wire MAF. Mazda > partnered cars (like the Probe) use a sort of torpedo looking mass airflow > device, though I think the V6's are now hot wire. What in this "torpedo looking thing"? Is it an venturi type flow meter? Frank Marrone at marrone@optilink.dsccc.com From owner-diy_efi Mon Aug 22 18:47:11 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA20719; Mon, 22 Aug 94 18:47:11 GMT Received: from relay1.UU.NET by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA20714; Mon, 22 Aug 94 14:47:03 -0400 Received: from camelot.dsccc.com by relay1.UU.NET with SMTP id QQxebz22840; Mon, 22 Aug 1994 14:46:48 -0400 Received: from optilink.dsccc.com by camelot.dsccc.com (5.65c/SMI-V1.8) id AA25300; Mon, 22 Aug 1994 13:50:08 -0500 Received: from montreal by optilink.dsccc.com (4.1/SMI-4.0) id AA25219; Mon, 22 Aug 94 11:46:27 PDT From: marrone@optilink.dsccc.com (Frank Marrone) Message-Id: <9408221140.ZM15241@montreal> Date: Mon, 22 Aug 1994 11:40:06 -0700 In-Reply-To: Dan Malek "Re: Ford MAFs" (Aug 22, 2:13pm) References: <9408221413.aa04009@moe.westford.ccur.com> X-Mailer: Z-Mail (3.0.1 23feb94) To: Dan Malek Subject: Re: Ford MAFs Cc: DIY_EFI, fordnatics@freud.arc.nasa.gov Content-Type: text/plain; charset=us-ascii Mime-Version: 1.0 Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI On Aug 22, 2:13pm, Dan Malek wrote: > Subject: Re: Ford MAFs > >What metod do the latest ford MAFs use to measure MAF. Flapper valve, > >hot wire (doubt it) or? > > They are all hot wire, and because of the sampling method don't require > the old-style burn off. > Can anyone elaborate on burn off and the sampling methods employed? Frank Marrone at marrone@optilink.dsccc.com From owner-diy_efi Mon Aug 22 19:35:15 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA20848; Mon, 22 Aug 94 19:35:15 GMT Received: from slopoke.mlb.semi.harris.com by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA20843; Mon, 22 Aug 94 15:35:09 -0400 Received: from billy.mlb.semi.harris.com by slopoke.mlb.semi.harris.com (4.0/SMI-4.0) id AA15815; Mon, 22 Aug 94 15:34:58 EDT Received: by billy.mlb.semi.harris.com (4.1/SMI-4.1-jmb) id AA06784; Mon, 22 Aug 94 15:34:57 EDT Date: Mon, 22 Aug 94 15:34:57 EDT From: jws@mlb.semi.harris.com (James W. Swonger) Message-Id: <9408221934.AA06784@billy.mlb.semi.harris.com> To: DIY_EFI Subject: Re: Ford MAFs Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI Burn-off is where the computer forces a period of high current on the wire, gets it hot enough to vaporize most substances (except platinum) in order to expel any residue. The Bosch system does this on every engine shutdown. I imagine that to do without this, they must do some sort of auto-cal sequence, where they see a change in current@resistance vs known change in air flow, and use that as a baseline, rather than presuming a fixed dI/dF over the life of the sensor, which is what the burn-off is supposed to maintain. From owner-diy_efi Mon Aug 22 20:05:38 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA21516; Mon, 22 Aug 94 20:05:38 GMT Received: from stdvax.gsfc.nasa.gov by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA21511; Mon, 22 Aug 94 16:05:36 -0400 Date: Mon, 22 Aug 1994 16:04:25 -0400 (EDT) From: OADDAB@STDVAX.GSFC.NASA.GOV (DIRK BROER) Message-Id: <940822160425.2b010040@STDVAX.GSFC.NASA.GOV> Subject: Re: Fords MAF To: DIY_EFI X-Vmsmail-To: @EFI Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI >> >What metod do the latest ford MAFs use to measure MAF. Flapper valve, >> >hot wire (doubt it) or? >> >> They are all hot wire, and because of the sampling method don't require >> the old-style burn off. >> > >Can anyone elaborate on burn off and the sampling methods employed? Ford MAF sensors differ from the standard Bosch sensors. The Bosch Sensors typically have a large screen infront of the wire and a wire that crosses the full width of the MAF sensor. So if you have a 70mm MAF the hot wire is 70MM long. The ford sensor uses a small venturi placed in the air- stream (I think to one side) since it is much smaller - it doesn't get as dirty and therefor doesn't need the burn-off (at least according to the Probst book). The problem comes when the sensor gets modified - any change in the air-flow characteristics can/will change the signal vs. air flow characteristics. Someone on the net mentioned that porting the Ford Sensors was a neat way to lean out the WOT fuel mixture - from what I have seen WOT on the Mustang can be as much as 11:1 A/F ratio - plenty safe but not necessarily optimum power. Also it seems the aftermarket MAF sensors are geared to a specific injector size. So on a mustang you can buy 77MM MAF - tuned for both 19lbs and 24lbs injectors. Dirk From owner-diy_efi Tue Aug 23 00:57:52 1994 Received: by coulomb.eng.ohio-state.edu (920330.SGI/920502.SGI) id AA02259; Tue, 23 Aug 94 00:57:52 GMT Received: from knuth.mtsu.edu by coulomb.eng.ohio-state.edu via SMTP (920330.SGI/920502.SGI) for /usr/local/mail/majordomo-1.92/wrapper resend -p bulk -M 10000 -l Diy_Efi -f Diy_Efi-Owner -h coulomb.eng.ohio-state.edu -s -r DIY_EFI diy_efi-outgoing id AA02250; Mon, 22 Aug 94 20:57:42 -0400 Received: by knuth.mtsu.edu (Smail3.1.28.1 #17) id m0qckD1-000MTlC; Mon, 22 Aug 94 19:59 CDT Message-Id: From: lusky@knuth.mtsu.edu (Jonathan R. Lusky) Subject: Re: Fords MAF To: DIY_EFI Date: Mon, 22 Aug 1994 19:59:27 -0500 (CDT) In-Reply-To: <940822160425.2b010040@STDVAX.GSFC.NASA.GOV> from "DIRK BROER" at Aug 22, 94 04:04:25 pm X-Mailer: ELM [version 2.4 PL24alpha3] Mime-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Content-Length: 697 Sender: owner-diy_efi Precedence: bulk Reply-To: DIY_EFI DIRK BROER writes: > Also it seems the aftermarket MAF sensors are geared to a specific injector > size. So on a mustang you can buy 77MM MAF - tuned for both 19lbs and > 24lbs injectors. Yeah, these things are calibrated so that you'll get a correct fuel curve with the larger injectors without chaning the ecm calibration, but it royally screws up the spark curve. Mike Wesley said he can get 15-20% more power out of most Vortech blown 'Stangs with aftermarket MAF sensors/big injectors just by fixing the spark curve. -- Jonathan R. Lusky -- lusky@knuth.mtsu.edu "Turbos are nice but I'd rather be blown!" 68 Camaro Convertible - 350 / TH350 80 Toyota Celica - 20R / 5spd