I kno its been beaten to death, but my buddy just got a cobra MAF and i 24# injectors. I thought the Cobra MAF on an LX or GT could use the stock injectors? which injectors should he use?
what is that link supposed to suggest? that you shouldnt run a cobra MAF on a regular mustang? That explaination didnt make too much sense to me...seemed like the guy that wrote it wasnt comparing apples to apples. Can someone shed some light on the Cobra MAF situation...i can get a pretty good deal on one right now but if im going to have lean problems at WOT then i wont do it?
I have a question on the link as well.
The notes below the graph state that the EEC can adapt to ~ +/- 20%.
From what I have seen with my X3Z, we only get about +/- 12.5%.
If the 20% number is correct (maybe other .bins have differing abilities?), then I would think the MAF swap would be ok.
Acutally there is a 24.6% difference, so neither of the cited adaptive abilities would be able to compensate for the differences in voltage outputs.
Am I reading things right?
Some guys here have done this, and haven't reported any issues.
I don't know all the details of what they used though.
I have a question on the link as well.
The notes below the graph state that the EEC can adapt to ~ +/- 20%.
From what I have seen with my X3Z, we only get about +/- 12.5%.
Thanks for pointing out the typo!
Still, I state approximately.
I believe that the code is "suppose" to go to ~+/- 15%. But, as you said, people often see the trim values topping out at ~12%.
I'm not sure why the "max of 15%" isn't seen. It may have to do with the trims values that the Tweecer reports back. Many years ago, I did have the code that The tweecer and the EEC-tuner use for real time reporting. I'm not sure where I put that code.
what is that link supposed to suggest? that you shouldn't run a cobra MAF on a regular mustang? That explanation didn't make too much sense to me...seemed like the guy that wrote it wasn't comparing apples to apples. Can someone shed some light on the Cobra MAF situation...i can get a pretty good deal on one right now but if I'm going to have lean problems at WOT then i wont do it?
I wrote the article. It is clear if you understand how the EEC and MAF transfer function works. It's not the point of the article to explain how the EEC uses the MAF data.
Basically, the EEC should have the CORRECT MAF transfer function inside. If it doesn't, you get what you deserve - cruddy engine control.
MAF Theory and Facts, from allfordmustangs.com
Here are some facts and information to help you better understand the use and function of the MAF system. http://www.allfordmustangs.com/Detailed/583.shtml
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I have a question on the link as well.
The notes below the graph state that the EEC can adapt to ~ +/- 20%.
From what I have seen with my X3Z, we only get about +/- 12.5%.
The ~15% is to help compensate for differences in engines, injectors, sensors, wear, and so on. If you start out with a MAF that is too far off, the trim values could max out.
Also, MAFs vary by ~5% -> 10%, or even more. Just look at the different flow sheets that have been posted over the years.
Thanks for pointing out the typo!
Still, I state approximately.
I believe that the code is "suppose" to go to ~+/- 15%. But, as you said, people often see the trim values topping out at ~12%.
I'm not sure why the "max of 15%" isn't seen. It may have to do with the trims values that the Tweecer reports back. Many years ago, I did have the code that The tweecer and the EEC-tuner use for real time reporting. I'm not sure where I put that code.
Actually this would be the first time I have had a problem with calcon data logs. Everything else seem to record properly, even if it doesn't display properly.
The software for the tweecer system is free to down load, if you would like to get current stuff. Not sure on the EEC-Tuner, but I think that can be downloaded as well.