[cleangtvert]

Originally Posted by fogged306 Yea, you want the TB the same size or smaller than the throat on the intake, because if it's bigger you will have a lip in your airstream, which is not good if it breaks the boundary layer. Don't believe everything you read on google. There's no reason to size the TB smaller than the MAF. If it ends up that way, it's not an issue, but if you plan it out like that and purposefully buy a smaller TB, you're only shooting yourself in the foot by creating a bottleneck. Not an issue on a stock headed car because the intake port on the e7's is the biggest bottleneck in the system, but when you start changing engine parts and require more air, it will become one fast. Size the TB to your intakes throat opening and go as large as you want on your MAF. I ran a 97MM meter on a 306 and it ran just fine.

ok i got some sleep. im a little better now. your right on the fact that having a bigger tb than mass will still run fine, but most setups i have seen are slightly bigger on the mass. your 75mm tb wont flow 75mm worth of air with a 70mm mass . i think thats the logic behind it. most set ups i have seen are 3-5 mm bigger on the maf.

[cleangtvert]

Originally Posted by 95tbirdv8 so with the sn95 maf is there anything you have to do with calibration. i have stock 19lb injectors

like ryanw said, stock ford maf's are not calibrated to injector size. only aftermarket ones are. aftermarket maf's are made that way so they can be used without re-flashing the ecu.
their are several stock maf's listed for use in the j/y treads i posted above, but i tried one from the lincolns and it wasnt right. through my research and personal exp. the 94-95 v6 one works perfect. other than needing a flange addapter. the sn95 maf has the correct plug and the calibration is very very close to the stock fox ecu. i have had one on mine with zero issue since last november.

[91vbstang]

Thanks guys for all the great advice.The opening on the typhoon intake is 70mm going any smaller like a 65mm would choke it correct? So the maf for 19's lbs go 75 or anything bigger than 70 than the tb? Hope i got this right haha

[fogged306]

It all depends on your goals for down the road. If you think that you'll be sticking with the typhoon for good then a 70MM or above for the MAF will work. If you think you may go bigger with your parts then you can go big on the MAF like a 90MM LMAF (lightning MAF) and a tuner. Entirely up to you on how far you think you'll take the combo and how much money and time you want to spend on it.

Here's a good read about MAF's

originally posted by cgrey8 on eectuning

A MAF's calibration is nothing more than how it has been configured to report air flow. The MAF transfer curve describes the calibration of that MAF. You can have different calibrations for the same MAF housing. Changing the MAF calibration is either done by altering the electronics that install on a MAF housing or by changing some mechanical aspect of the MAF housing, as is done with C&L calibration tubes. From the factory, a MAF isn't calibrated to a specific injector. The MAF is sized to its application based on the max airflow the application (i.e. the engine) can aspirate. From there, the MAF flow curve, along with a ton of other parameters such as the injector slope/bp/offset parameters are entered into the stock tune. In the aftermarket, you can purchase MAFs calibrated to specific injectors. These are sold as direct replacements into an OEM application when upgrading to larger injectors. In short, MAFs calibrated in this way are reducing the reported airflow to the EEC by the same amount as the newly added injector flow will be with the upgraded injectors installed. As a result, the EEC will produce a shorter pulse to the injectors for the same engine load condition. While this seems like an ingenious way to avoid a professional retuning of the EEC, it is still lying to the EEC allowing the EEC to believe things about the engine that are no longer true. As a result, there are side-effects. Those side-effects get more severe the larger the injector upgrade gets. For instance, an upgrade to 24lb injectors from 19s will likely be mild with mild to no side-effects. However upgrading to 42lb injectors from 19s could easily result in undesired cranking, driveability, and excessive spark advance due to the EEC being misinformed about the true state of the engine. For EECs that also control the transmission, you may also find you are burning the transmission up by relying on the "calibration" of the MAF instead of getting the EEC properly retuned for the upgrade(s). Granted, a larger MAF is needed when you do mods that increase the power potential of your engine. These same mods also would demand that you upgrade the injectors. Larger injectors fire more fuel for the same length pulse. In short, the correct thing to do in these cases is update the EEC's tune about both the MAF and injector upgrade so the EEC is aware of just how much air is getting into the engine AND how much fuel the injectors can flow. With that, the EEC can no only control the fuel but also the other aspects of engine management (i.e. spark advance) more accurately. Now for the details...this is where things get a little complicated. What the MAF is responsible for is to tell the EEC how much air is getting into the engine. The EEC compares the amount of air being aspirated with the theoretical max based on the engine's displacement. This comparison can be thought of as the instantaneous volumetric efficiency or as it is called in the tuning world, engine Load which is datalogged as a percent. 100% Load means the EEC calculates that the engine is aspirating 100% of the theoretical max amount of air. Most naturally aspirated engines are not going to be able to attain 100% Load. Stock engines will be in the 70s at WOT. A modified engine with an improved airflow because of upgraded heads or cam can get into the 80s and in some cases even get into the 90s. I've heard of people that have datalogged Loads in the mid 90s. However boosted engines can quite easily exceed the theoretical max airflow and yield Loads well above 100%. Depending on the build and the boost amount. Lightly boosted engines can get into the 120s. Heavily boosted engine with other power adders can get into the high 180s and some can even get to 200%. However with older EECs, Load is limited to 200%. Now that you get the idea of what Load is, the problem is if your MAF is lying to the EEC about how much air is getting into the engine, then the EEC's calculation of Load will be low. There are LOTS of things in the tune that are based on Load such as target/commanded Open Loop AFRs and spark advance. If you have an EEC that controls an electronic transmission, then the EEC doesn't communicate just how loaded the engine is and will not have the transmission shifting as stiff as it should. Add to that if you are upgrading your MAF and injectors to support other engine mods (e.g. better heads, better cam, etc) then the engine is more capable than it was in stock form. The combination of weaker shifts and a stronger engine are a recipe for premature transmission failure. So to overcome the negative side-effects of calibrated MAFs, don't let the MAF lie to the EEC. Modify the tune to know what the actual MAF curve is and what the actual injector flow capacity is. With that, the EEC can calculate Load accurately and everything related to Load gets handled correctly as well. In fact, with a tuning device, it is no longer required that your MAF be calibrated to your injectors. You are free to run whatever MAF that can handle your engine's airflow capacity. People using the famed 90mm LMAF do this. The 90mm Cobra or Lightning MAF (aka LMAF) is not "calibrated" for any particular injector when used on an older EEC. So anybody that runs this MAF is almost guaranteed to need a tune to get it to work correctly across the entire RPM/Load range. However when looking at aftermarket MAFs, the calibration is still a nice feature. Assuming you've sized your injectors adequately, buying a MAF calibrated to your injectors ensures that your MAF will also be adequately sized. That's the majority of what you need to be aware of as it relates to MAF calibration. But don't assume that all you need to do is update your tune's MAF curve and Injector parameters. With a larger MAF and higher Load capability, you may find you need to rescale a lot of the tables based on Load to handle increased Load values your engine may now be capable of attaining. This is particularly important when tuning boosted applications that push Load well above 100%. After all, the spark commanded at 75% Load is NOT what should be commanded at 150% Load (heavy boost). Many of the tune's tables will needs to be modified to handle this. To learn more about rescaling tables for higher Load values, check out this thread: What are Scaling Functions?

[91vbstang]

Wow thanks for the good reply i have alot of reading to do. my goal is to have a street able car that can run 12's n/a. Which my mod plans are gt40p heads, trick flow,anderson cam or comp cam with the typhoon intake,long tubes(have a off road h pipe) 3:73 gears and suspension work done as well. Thanks again

[rangemaster634]

I am looking to put a cai on my 92 gt the only question i have is how do you mount up the filter on the fender wheel mount?

[rangemaster634]

I am looking at adding a cai to my 92 GT but was wondering how the filter mounts up on the fender well mounts?

[95tbirdv8]

The kit should come with everything you need

[91vbstang]

^^ also just remeber where the bolts go on the fender well on the stock box. very easy