I am trying to figure out why my car is not starting up, it acts like it is trying to fire up but does not. If i have a mass air meter that is calibrated for 19lb injectors and i am running 24lb injectors will this cause the car not to fire up?
A mismatch between the injectors and aftermarket MAF will cause problems. Put the stock MAF on the car and some of your problems will clear up.
Here's some additional information on MAF's
The MAF body and sensor are designed to match each other. Type A sensor works with Type A bodies. The bodies and sensors are not necessarily calibrated together to create a precision matched pair. You can't swap sensors between different part number MAF bodies and maintain proper calibration.
The output voltage of the MAF is a function of the air flowing through it. The MAF itself does not know about injector sizes, nor does it care. All it sees is that an increase in airflow means a corresponding increase of MAF output voltage. Altering the design of the MAF body can alter the flow past the sensor.
The OEM ford system was designed to use internal computer tables to match the voltage output of the MAF to a calculated injector turn on time. The injector table uses only one size injector in its calculations. This is a much more accurate means of determining the engine’s fuel requirements. Using a different MAF than the one the computer was designed for can upset the computer's calculations and the air/fuel ratio.
What aftermarket MAF’s do is try to fool the computer by either changing the amount of airflow over the stock electronics (C&L method) or by altering the sensor itself (Mass Air Systems method). The goal for both methods is to change the output voltage of the MAF so the computer calculates new data that is used to vary the pulse width sent to the injectors.
The only other MAF that is a one for one swap for a 93 and earlier 5.0 Mustang is the 94-95 Mustang MAF.
94-95 Mustang GT MAF - $40-$100. It is 70 MM instead of the stock 55 MM on regular stangs built prior to 94. It uses a slip on duct on the side that goes to the throttle body and a 4 bolt flange on the other. You need a flange adapter to fit the stock slip on air ducting that goes to the air box. Wiring plugs right in with no changes.
*2.) MAF & sensor interchange
The 94-95 Mustang 5.0 MAF & sensor is also found on:
1995-94 Mustang 3.8L F2VF-12B579-A2A,
1994-92 Crown Victoria 4.6L F2VF-12B579-A2A,
1995-94 Mustang, Mustang Cobra 5.0L F2VF-12B579-A2A,
1994-92 Town Car 4.6L F2VF-12B579-A2A,
1994-92 Grand Marquis 4.6L F2VF-12B579-A2A,
Evidently the –A1A, -A2A, AA, etc. on the end of the part number is a minor variant that did not change the operating specs. You should be able to ignore it and have everything work good.
ok so this might be my problem then right? because i just did the efi swap into my 1964 1/2 mustang. I bought the computer i am using off ebay from someone and i also bought the 70mm mass air meter that i am using off ebay from someone else. So do i need to go to a shop that tunes and have them matche everything up?
You need a computer from the list below
A9L - 89-93 5.0L Mustang 5-spd
A3M - 93 5.0L Mustang 5-spd
A3M1 - 93 5.0L Mustang 5-spd
A9P - 89-93 5.0L Mustang Auto
A9S - 88-93 5.0L Mustang California
C3W - 89-93 5.0L Mustang Auto
You need a MAF from a 89-93 Mustang The stock MAF had a 55 mm bore and a E9ZF-12B579-xx MAF sensor.
Or
You need 94-95 Mustang MAF - $40-$100. It is 70 MM instead of the stock 55 MM on regular stangs built prior to 94. It uses a slip on duct on the side that goes to the throttle body and a 4 bolt flange on the other. You need a flange adapter to fit the stock slip on air ducting that goes to the air box. Wiring plugs right in with no changes.
*2.) MAF & sensor interchange
The 94-95 Mustang 5.0 MAF & sensor is also found on:
1995-94 Mustang 3.8L F2VF-12B579-A2A,
1994-92 Crown Victoria 4.6L F2VF-12B579-A2A,
1995-94 Mustang, Mustang Cobra 5.0L F2VF-12B579-A2A,
1994-92 Town Car 4.6L F2VF-12B579-A2A,
1994-92 Grand Marquis 4.6L F2VF-12B579-A2A,
Evidently the –A1A, -A2A, AA, etc. on the end of the part number is a minor variant that did not change the operating specs. You should be able to ignore it and have everything work good.
Any other combination will just leave you chasing your tail trying to get it all balanced out and tuned.
Ok well the computer i have is a A9L and the mass air meter that i have is 70mm motorcraft and not a aftermarket. So since these things match up with what you are saying that means the problem has to be from somewhere else right?
A 24lb injector gets it's direction from the computer. The computer gets its information from the MAF and then checks the correct table. If the MAF has a 19lb sampling tube then the computer will send the wrong info to the injectors.
At least that's what I read.
In short they need to match 24lb sampling tube to 24lb injectors. I'm starting to wonder if I'm not having the same issue- My car won't crank and the guy I got the sampling tube said it was for 24lb injectors... "Said" being the key word.
Ok well the computer i have is a A9L and the mass air meter that i have is 70mm motorcraft and not a aftermarket. So since these things match up with what you are saying that means the problem has to be from somewhere else right?
What is the part number on the MAF sensor? Unless it is F2VF-12B579-xxx, you will not be able to match it to the computer. If it is and you run 19 lb injectors, all the parts will match up.
The MAF body and sensor are designed to match each other. Type A sensor works with Type A bodies. Therefore you can't swap sensors between different part number MAF bodies and maintain proper calibration. However, the bodies and sensors are not necessarily calibrated together to create a precision matched pair.
The output voltage of the MAF is a function of the air flowing through it. The MAF itself does not know about injector sizes, nor does it care. All it sees is that an increase in airflow means a corresponding increase of MAF output voltage. Altering the design of the MAF body can alter the flow past the sensor.
The OEM ford system was designed to use internal computer tables to match the voltage output of the MAF to a calculated injector turn on time. The injector table uses only one size injector in its calculations. This is a much more accurate means of determining the engine’s fuel requirements. Using a different MAF than the one the computer was designed for can upset the computer's calculations and the air/fuel ratio.
What aftermarket MAF’s do is try to fool the computer by either changing the amount of airflow over the stock electronics (C&L method) or by altering the sensor itself (Mass Air Systems method). The goal for both methods is to change the output voltage of the MAF so the computer calculates new data that is used to vary the pulse width sent to the injectors.