165 ecm conversion...what year MAF do i use?
Former Vendor
Joined: Jun 2001
Posts: 7,204
Likes: 6
From: St Marys PA
Re: 165 ecm conversion...what year MAF do i use? (Kevin 88)
Guys,
From a tuning point of view, if you know what you are doing with MAF its a million times easier to get close than MAP. As Cork has indicated, MAF is MUCH more forgiving, is easier to get the tune on.
I am YET to see a MAP car run quicker than an equivalent MAF car. Let me explain that further. There are individuals that have both systems still functional on there cars. They have the ability to swap back and forth at the flip of a switch. Looking at the data they have collected at the track indicates that the MAF system always outperforms the MAP cars by ~.2sec. I did not perform the tests myself, but knowing the guys who did them, I know that both cars were tuned to as best as humanly possible.
As far as Cork's car he is still running through the stock tube and MAF meter. If you look at some data calculators for CFM, say at http://www.smokemup.com as Cork and I did last night. You will see that the air flow required for a 406 that Cork and I will be running is easily calculated:
Entering the
cubic inches = 406
Volumetric eff = 100% (which it is not, but this will give the highest air flow demand)
boost = 0
RPM = 5600 (which is where he shifts at)
# of cylinder = 8
air temp = 70*F
The results are as follows:
Total airflow requirement:
657.87 cfm - 49.43 pounds of air.
Total air per cylinder:
82.23 cfm
Requiring 3.36 pounds of fuel or 0.56 gallons per minute for a 14.7 A/F ratio.
Requiring 3.86 pounds of fuel or 0.64 gallons per minute for a 12.8 A/F ratio.
Now keep in mind that the MAF meter has the abiltiy to supply 750 CFM of air. You see you have 100CFM more than you need.
I think that all too many people make the assumption that the MAF meter is a restriction, when more than likely the intake plenum, runners, manifold, or heads are the real problem.
I realize that the reason for you swapping over is for $ reasons, which is understandable.
I just wanted to share with you all, what we found last night and hopefully it will help some understand that the MAF system is not a restriction. And that Cork doesn't have some fancy air tube recirculating clapkiniffer hickamajig allowing his car to run so well. :D
What he does have is a VERY well matched up set of components that compiment each other resulting in quick ETs.
Hope this info helps. :cheers:
From a tuning point of view, if you know what you are doing with MAF its a million times easier to get close than MAP. As Cork has indicated, MAF is MUCH more forgiving, is easier to get the tune on.
I am YET to see a MAP car run quicker than an equivalent MAF car. Let me explain that further. There are individuals that have both systems still functional on there cars. They have the ability to swap back and forth at the flip of a switch. Looking at the data they have collected at the track indicates that the MAF system always outperforms the MAP cars by ~.2sec. I did not perform the tests myself, but knowing the guys who did them, I know that both cars were tuned to as best as humanly possible.
As far as Cork's car he is still running through the stock tube and MAF meter. If you look at some data calculators for CFM, say at http://www.smokemup.com as Cork and I did last night. You will see that the air flow required for a 406 that Cork and I will be running is easily calculated:
Entering the
cubic inches = 406
Volumetric eff = 100% (which it is not, but this will give the highest air flow demand)
boost = 0
RPM = 5600 (which is where he shifts at)
# of cylinder = 8
air temp = 70*F
The results are as follows:
Total airflow requirement:
657.87 cfm - 49.43 pounds of air.
Total air per cylinder:
82.23 cfm
Requiring 3.36 pounds of fuel or 0.56 gallons per minute for a 14.7 A/F ratio.
Requiring 3.86 pounds of fuel or 0.64 gallons per minute for a 12.8 A/F ratio.
Now keep in mind that the MAF meter has the abiltiy to supply 750 CFM of air. You see you have 100CFM more than you need.
I think that all too many people make the assumption that the MAF meter is a restriction, when more than likely the intake plenum, runners, manifold, or heads are the real problem.
I realize that the reason for you swapping over is for $ reasons, which is understandable.
I just wanted to share with you all, what we found last night and hopefully it will help some understand that the MAF system is not a restriction. And that Cork doesn't have some fancy air tube recirculating clapkiniffer hickamajig allowing his car to run so well. :D
What he does have is a VERY well matched up set of components that compiment each other resulting in quick ETs.
Hope this info helps. :cheers:
