TurbodEG

how did u do the headers to make them work for the turbos? i am thinking about doing this to my friends 95 v6...

ososlohatch

use a bigger and better one, i know on my buddy's n/a fastest fwd focus he was running a cobra maf i think it was 78mm but i could be wrong, it was like twice as big as stock

TurbodEG

when we researched about turboing our v6 someone told us to use a ford lightening MAF

SIKCRX

we took the left one and put it on the right side and the right one on the left side, chopped off the flanges, extended the header and ba wam bo bam; turbo header. one side we had to redo a runner so it would clear somethings, but to be exact it made 376rwhp 401tq at 7.6 psi.

stnky

What if you put the MAF on the inlet of the turbo..well that probably wouldn't work considering there is two turbos..

buk9tp

draw through maf is common and doable.

whiterice

nice job.
any pics of the whole car? rockin' v6 rims?

krustindumm

Not quite. Hot wire MAF's work by measuring the current required to hold the hot wire at a certain temperature. Karmaan-vortex MAF's work by measuring the frequency of the turbulance bhind an obstruction in the air flow, and vane MAF's work by measuring the angle a vane mounted in the airflow is moved by way of a potentiometer.

Toysrme

It reads the hotter air, and calculates the corrisponding loss of density. MAS calculates everything, and responds accordingly to how it is programmed to respond.



MAF/VAFM/KV = Mass Airflow Sensors.

MAS sensors are grossly more accurate, and transistion better than speed density (map) based systems most of you guys are use to.
Regardless of the pressure you are stuffing into an engine, regardless of any modification you have made. The ECU reads the mass of the charge. Because of that, it will respond to the direct amount of airflow entering the engine. Not the pressure & temperature & try to round-about calculate the flow entering it.
























*AFM has the smoothest transition tune
*MAF has a superior transition resolution
*AFM not upset by turbulence
*MAF is susceptible to turbulence when used near bends
*MAP not upset by most turbulence
*AFM can be damaged by backfires during low deflection angles
*MAF can be damaged by backfires
*MAP not normally damaged during backfires
*AFM provides self means for mild tuning via the meter cog, Arm, and idle by-pass screw

MAF/AFM = Load sensors
*Load sensors read actual mass of charge
*MAP reads density of charge, ECU round about computes mass
*Load sensors are more accurate than MAP sensors
*Load sensors require more transitional tuning on boost
*MAP sensors easily tuned under boost, creates problems tuning N/A, imbalanced installations
*Load sensors cope easily with large flow changes when base-tune corrisponds to what the load sensor can read flow wise
*MAP sensors require more re-tuning during changes
*MAP sensors easily confused by most powerful N/A modifications
*Load sensors in common size(70-80mm) pose only 5-15 in/water of restriction (1psi = 27.680in/water so, much less restriction than you actual imagine.)
*MAP sensors pose microscopic flow restrictions, are limited to pressure range, not outright flow.





The best thing is a large load sensors that will measure what you encoutner.
Behind that would be most factory load sensors, with auxillary tuning provided by a MAP sensor & a piggyback.
N/A, you're better off with a load sensor, than a map sensor. Small pressure drops be damned for superior transitional responce, and tuneability.



















People use MAP sensors, not because they are superior by any means. They use them because they're simply cheaper, and more easily found on the import aftermarket.

Toysrme

The best thing to do on a factory NA-T MAS (load sensor). Is to blow THROUGH the sensor. The ECU will see the actual mass of the incoming airflow. Because of this, you will get away with a fraction of the amount of re-tuning as is required by sucking through a MAS sensor pre-turbo.