im not sure about your injector question but I have a PRO M maff, i bought it for 24lb injectors and when i put in the new engine i mailed the maff to pro m and they installed new sensor for my 30lb, at a cost of 100 bucks, Ive had nothing but good luck with my maff, i ran it for 10+ years with no issues. pro m will also recaireoe ther companys maff at a cost of 150.Meter Recalibration : Pro-M Racing, Mass Air Meters / Sensors for all Applications


the sample tubes that you can swap out your self are C&L maff and they suck big time 9 out of 10 people have problems with them so stay away

 

x2 on the C&L, thats what im running and the readings were all over the place at idle, seemed to work pretty decent otherwise, hopefully my new intake set up helps with the airflow going into the meter and smooths it out

I'm fairly certain that if your doing a custom tune the tuner can set up the mass air flow to work with whatever injectors you have, that was the case with mine and the A/F was right on (except the **** idle), its going back soon to get finished though, reworked the intake and went with different injectors again so i could ditch my FMU

 

I have 60's with adapters, no issues. The newer style injector like the ones you are referring to are called EV6 injectors. But you can get them with either style plug on them. I actually was told mine had the jetronic/minitimer plug (what the foxes use) when I bought them and when they got here they were the USCAR connectors on them which is the newer style plug like the 4.6. The guy sent me adapters for them and they work fine. In any event, look for EV6 style injectors with the minitimer plug on them, that way you're getting the better style injector but it will be plug and play. Those injectors are more accurate down to lower pulsewidths, so even if your car doesn't need the fuel a 60 can accommodate, you won't have to worry about being too rich at idle and part throttle because you can shorten the pulsewidth beyond what an EV1 injector is capable of and get your mixture right.

I wouldn't recommend those injectors unless you're getting a tuner though, because you will need to adjust your tune for them. That said, if you're using a tuner, the MAF doesn't really matter. As long as it's a decent quality meter and it flows enough kg/hr to support your power needs, it doesn't matter what size injector its calibrated for. You take the transfer curve for that meter and input it into your tuner and as long as you have that curve and your injector specs plugged in, you'll have a base tune started right there. The computer needs to know how much the injectors will spray and how much air is coming into the engine. With those two aspects of the tune correct, the computer can do a lot of calculations on it's own. That's about 70% of your tune right there. The rest is fine tuning those parameters so you keep your timing and fuel where you want it at all times.

Putting a sensor calibrated in one housing into another is not a good idea though. It's set to report a certain voltage at a certain amount of flow. Change the size of the housing and that calibration goes out the window because now more or less air could be moving through the housing, but the sensor is reporting flow is if it was still in it's original housing. There are meters called "slot meters" that you can make your own housing for though. I don't know much about them, but do some searching on that topic on eectuning and I'll bet some info will turn up.

 

I will be getting the quarterhorse and software. I've already downloaded the free version of the software just to get an idea of what it offers. The only part about the tuning process that leaves me confused is the injector breakpoint and high/low slopes. I understand the pulsewidth.

So do you think a MAF calibrated for 42lb injectors would work with 60lb injectors? I don't understand why there aren't MAF sensors for these fox body cars that are already calibrated for 60lb injectors. They have them for the newer cars and they have less displacement.

 

you cant use a maff that calibrated to a different size injector then what your using...thats the point of having a calibrated maff..

A stock maff isnt calibrated to any size injectore. the cars computer is programed for the injector.

for example stock computers have it programed for 19lb but the stock cobra computer is programmed for 24lb.

you can get a maff that just blank (sort to speak) and then you can program the computer to what ever size injector you want...most people dont do this cuz they dont want to pay a dyno shop to burn a chip and program it. or because theres no dyno shop any where close to them

so the point of a calibrated maff is to trick the computer to run a different fuel curve.

if you check out the pro m link on my other post , (and if you buy a maff off ebay craigs list where ever)( as long as its one of the brands listed in there add) ,you can send it to them and they can blank it out so you can do the injector size through the computer or they can change it to any injector size you want

 

As long as you have a quarterhorse or some other type of tuner that lets you input injector size and MAF transfer curve, you can use a MAF calibrated for 24's with 60 lb injectors if you wanted. When you get the curve for the meter, the computer just uses that curve to know how much air is flowing into the car. Doesn't matter if it's a generic curve or one set for a specific injector size, just as long as you input it in to the computer.

I will be getting the quarterhorse and software. I've already downloaded the free version of the software just to get an idea of what it offers. The only part about the tuning process that leaves me confused is the injector breakpoint and high/low slopes. I understand the pulsewidth.

So do you think a MAF calibrated for 42lb injectors would work with 60lb injectors? I don't understand why there aren't MAF sensors for these fox body cars that are already calibrated for 60lb injectors. They have them for the newer cars and they have less displacement.

You can get a MAF calibrated for 60's. My DBX meter has a 60lb curve that I used for a bit. But if you tried using a MAF calibrated for 60lb injectors and a stock tune, your load calculations would be way off in the computer.

Download the EECAnalyzer software and when you click on any tab there's a "help" button somewhere on the page. in that it will give you an explanation of what everything is for what you're looking at. Here's a copy and paste of the first few paragraphs on the injector tab... The software is free to download, you just have to pay to register it when you want to actually use it for tuning. Otherwise you can browse through it all you want and play around with the functions just to get a feel and learn. Same for Binary Editor.

Injector Breakpoint
The point at which the low injector slope switches to the high injector slope defines
the Injector Breakpoint. To understand the Breakpoint implementation, the
Breakpoint value needs to be converted to a value that can be compared to the
injector pulse widths. For example, the stock 95 Mustang uses a Breakpoint of
1.0014e-5 lb/rev with a low injector slope of 28.8lb/hr. The 95 Mustang ECM uses a
breakpoint that is variable in the tuner. The following calculation determines the
Breakpoint in milliseconds using the 1995 Mustang information:
The desired breakpoint is in milliseconds therefore the injector rating of pounds per
hour needs to be converted to milliseconds.
1000 milliseconds = 1 second
60 seconds = 1 minute
60 minutes = 1 hour
1hr = 3600000 milliseconds = 60 * 60 * 1000
Breakpoint (1.0014e-5) / (28.8lb per hr / 3600000) = 1.25ms
Keep in mind this is the breakpoint in time per injector. Also the breakpoint measured
in fuel is per rev which means per four injectors. To calculate the fuel breakpoint per
injector, take the 1.0014e-5 breakpoint and divide it by the number of cylinders per
bank. In this example, divide by 4 to get 2.5035e-6 lbs per injector.
Injector Slopes
There are two injector slopes used in the Ford EEC. The High Slope is usually set to
the actual flow rate of the injector at 40psi. The Low Slope is a value that corrects for
the mechanical propagation delays that are characteristics of the injector. Due to
manufacturing tolerances, injectors with the same flow-rates will not flow the same.
When the calculated injector pulse width (PW) is less than the injector breakpoint in
milliseconds, the Low Slope is used exclusively. When the PW meets or exceeds the
breakpoint in milliseconds, then the High Slope is used but with an offset of the Low
Slope. This offset is calculated by taking the difference between the High and Low
Slope breakpoints and then subtracting the result from the High Slope. For example,
the breakpoint difference is calculated as follows:
Breakpoint Difference = Breakpoint Breakpoint
High Slope Low Slope
0.5837 ms = 1.0014e-5 1.0014e-5
(19.641/3600000) (28.8/3600000)
The breakpoint difference is a calculated fixed value that is subtracted from the final
fuel calculations when the PW exceeds the Breakpoint in ms.

 

Fogged, how did they get the breakpoint value for the 95 Mustang in your example. I am doing that math to try and figure out what my breakpoint would probably be with 60lb injectors and I can't figure it out. It seems like there is some math missing in that equation.

Breakpoint (1.0014e-5) / (28.8lb per hr / 3600000) = 1.25ms

This example already has the breakpoint listed, but doesn't explain how they got that value.

If I divide 60lb injectors by 3600000 I get 1.666666666666667e-6, but I don't know my breakpoint so I can't go any further. Unlike the example above my breakpoint isn't already known.

 

Depending on what injectors you use, the specs are already listed. Here's the ones for my EV6 injectors. http://www.fordracingparts.com/parts/ics/m-9593-lu60.pdf

When you're using EA, if you choose to tune your injectors instead of your MAF curve, EA will spit out numbers to use for your breakpoint which may not be what those injector specs call for.

 

i have the 47# ford racing ev6 injectors with adapters. bought em new for $200 on ebay. +$25 for adapters. cant beat that. i plugged in the numbers from the data sheet that came with em into Binary Editor and bam. granted i'm still in the tuning process, it seems to be working fine.

note the breakpoint has some weird calculation, as i learned here

 

also, changing the tube diameter will screw you up unless you get it tuned again. you'll end up way lean i believe due to increased mass of air for the same maf signal