Contour Enthusiasts Group Archives Forums Modifications Forced Induction Question about MAF on Turbo (Chris)

You tell'em Tom!

96lbs injectors!! Good god!! My brother only has 42lbs ones on his custom 347ci stroker block with an 18 psi ATI procharger!!

V8, I-4. That sounds about right.

will this work on the 3.0L duratec or just the 2.5???

And since u are this far into development and tuning, do u have a better idea about when it will be ready for purchase?????

Don't feel rushed, quality is imperative

Posted by Chis Hightower: Yeah, except my brother is pushing almost 3 times what the I-4 is...

Edit:
Posted by Michael Shead: HAAAAAAAHAAAAAAAAHAAAAAAAAHAAAAAA ROTFLMFAO!!! I have a huge collection of various road signs and billboards with that stuff on there...I was wondering when it would infiltrate the CEG

for a turbo system, if you do not have a manifold pressure sensor on a MAF driven system, you MUST be using a load based PCM for it to be optimum, because then you can determine how to properly time the spark. (think low rpm high boost, and high rpm low boost, they can both show the same signal in the MAF sensor, but both require quite different spark timing.)

Exactly Rara! Now do you want to let the cat out of the bag and explain to us how Ford got around that on there pressurized induction vehicals? some of wich were EEC-IV and EEC-V controled.

Rara the timing tables are set up on load vs rpm so the ecu ALLWAYS knows as to the incoming air as to what the load is

so they do not show the same

I am useing the stock ECU and just a chip to run 326hp at the wheels and a set of 96lbs injectors w/ a 70mm ported mass air

i have put over 10,000 miles and over 70 low 13 sec passes down the 1/4 mile

tom

thanks for that profound bit of wisdom 1turbofocus, especially since I thought that was what I just said . . .

seriously though, Terry is right, in that MAF signal vs. load (TPS signal) only gives enough resolution for low boost or street driven setups where yu are inherently conservative anyway.

woohoo, no wonder, seeing as how the stock PCM is load-based.

and actually, as far as the MAF is concerned, they DO show the same. The MAF merely delivers a single voltage signal to the PCM. The PCM combines that w/ a TPS signal to determine load, and then looks the two up on a timing table. Though I didn't go into too much detail before, that's the same thing I said above.

fantastic, you want a cookie? I mean your numbers sound good for a focus, no doubt, but it doesn't surprise me in the least. I have always said that the factory Ford PCMs are a wonderful thing and the ideal setup for a street driven car, IF you have the means to tune them properly for a particular setup. I have seen the Ford EECs do wonderful things for cars you would never suspect of still using the factory PCM. For you, the limits come in where the capabilities of the chip you are using, and the ability of your calibrator/tuner drops off.

But there is no doubt that for a full-boogie-squeeze-every-drop-of-power-out-of-the-tune-you-can you really really need a manifold pressure signal for the PCM to do everything right (and somehow, every setup terry talks about, ends up reverting to this level no matter what )

Ford calls it BAP. Barometric Air Pressure. I am looking at it now on the '02 Lightning. EEC-V has provisions for it, electrically. All you need to do it load the code for it :p