Stock MAF transfer functions?

Would anyone happen to have the volt vs kg/hr flow table for some of the stock ford MAFs?
Specifically
- 1996 Tbird N/A 3.8 V6
- 2003 Explorer SOHC 4.6 V8

The part numbers are
96 Tbird - (F4SF-12B579-AA) (other numbers needed? >> AFH70-02A, 4008)
03 Exp (1L2a-12B579-AA) (other numbers needed? >> AFH80-06E, 3E14)

Guessing that AFH = air flow housing? And AFH80/AFH70 = 80mm vs 70mm?

5.00 851.22
4.79 851.22
4.43 701.22
4.31 649.18
4.17 600.13
4.04 551.08
3.89 502.18
3.75 444.00
3.50 376.56
3.25 315.39
3.00 258.36
2.60 175.80
2.40 146.00
2.20 118.20
2.10 106.22
2.00 95.53
1.90 85.12
1.80 75.28
1.70 67.30
1.60 58.74
1.50 53.04
1.40 45.91
1.20 34.65
1.00 24.95
0.80 17.54
0.75 15.68
0.70 14.83
0.63 12.55
0.56 10.69
0.00 0.00

^^^^ stock 96 tbird 3.8l maf transfer function. left column is voltage, right column is KG/HR.

Excellent thank you, I'm really surprised to see though that the 70mm Tbird MAF actually flows less(!!), than the stock ~42mm Taurus MAF I was intending to swap out.

What's your source for that info? Do you have a collection of ford maf transfers somewhere? I haven't had much luck tracking down any kind of master list like that.

Stock 95 Taurus 3.8 MAF

15.99976 962.92779
5.00000 962.92779
4.75000 842.20535
4.50000 732.57290
4.25000 633.07987
4.00000 543.72625
3.75000 463.24463
3.50000 391.31814
3.25000 327.62992
3.00000 271.22941
2.80005 234.15717
2.60010 198.35235
2.39990 166.66667
2.19995 135.29785
2.10010 122.30672
2.00000 113.75159
1.80005 90.62104
1.69995 80.48162
1.60010 71.60963
1.39990 56.40051
1.19995 41.82510
1.00000 31.68568
0.69995 18.69455
0.60010 14.89227
0.39990 7.92142
0.30005 5.70342
0.00000 0.00000
0.00000 0.00000
0.00000 0.00000
0.00000 0.00000

Click to expand...

DMX said:

Excellent thank you, I'm really surprised to see though that the 70mm Tbird MAF actually flows less(!!), than the stock ~42mm Taurus MAF I was intending to swap out.

What's your source for that info? Do you have a collection of ford maf transfers somewhere? I haven't had much luck tracking down any kind of master list like that.

Click to expand...

Is that Taurus maf function in kg/hr or is that maf AD counts? My info comes straight from the ecu binary file. There is a "master list" in a way. It lists almost all ford cars and their strategy files. From there you download the matching ecu bin file and you can find anything you want.

The values I have are in Kg/hr.

What software are you using to get at those bins and the value within? I'm still stuck in the dark ages with sctuner (specifically the taurus-tuner derivative, with incomplete PID support). I'd like to do my own researching into the ford stock values for any random vehicle but the sctuner software doesn't allow it.

Have you got the transfer for the 2003 Explorer MAF? I didn't grab the specific vehicle's box code while I was out at the JY, but I've found the that these are the options, there shouldn't be a whole lot of variation there.

Code:

Vehicle             PCM Part #      Engine      PCM Box Code
Explorer    2003    3L2A-12A650-AAB 4.6L 2V     WRI1
Explorer    2003    3L2A-12A650-AAC 4.6L 2V     WRI2
Explorer    2003    3L2A-12A650-AXA 4.6L 2V     JXB0
Explorer    2003    3L2A-12A650-AXB 4.6L 2V     JXB1
Explorer    2003    3L2A-12A650-AXC 4.6L 2V     JXB2
Explorer    2003    3L2A-12A650-MA  4.6L 2V     TNZ0
Explorer    2003    3L2A-12A650-MB  4.6L 2V     TNZ1
Explorer    2003    3L2A-12A650-MC  4.6L 2V     TNZ2
Explorer    2003    3U7A-12A650-BKA 4.6L 2V     KEW0
Explorer    2003    3U7A-12A650-BKB 4.6L 2V     KEW1
Explorer    2003    3U7A-12A650-BRA 4.6L 2V     RBY0
Explorer    2003    3U7A-12A650-BRB 4.6L 2V     RBY1


ref: [url]http://www.obdtester.com/[/url]

Click to expand...

DMX said:

Excellent thank you, I'm really surprised to see though that the 70mm Tbird MAF actually flows less(!!), than the stock ~42mm Taurus MAF I was intending to swap out.

Click to expand...

Physical airflow and calibration are two totally different things so you shouldn't be surprised that a MAF from a low power application isn't going to be suitable for higher HP use. Calibration on an OE sensor is generally more or less matched to the designed power output of the engine regardless of housing size. That's why the LMaf's were so popular for a long time, and why you'd never want to try to use a MAF+housing from a low power application in a high HP setup.

In the current tuning environment it has become more popular now to simply start with a sensor that has a very wide range, and then vary the housing size to keep your engine operating in the most responsive range of the sensor. That Ford itself has adopted that practice lends credence to the concept.

fasterthanyou... your software is showing the maf voltage off a touch, the corrected values can be found here

http://info.efidynotuning.com/maf.htm

I highly recommend getting a pmas hpx-e slot maf and throwing it in a 3" pipe, good for 800hp

XR7 Dave said:

Physical airflow and calibration are two totally different things so you shouldn't be surprised that a MAF from a low power application isn't going to be suitable for higher HP use. Calibration on an OE sensor is generally more or less matched to the designed power output of the engine regardless of housing size. That's why the LMaf's were so popular for a long time, and why you'd never want to try to use a MAF+housing from a low power application in a high HP setup.

In the current tuning environment it has become more popular now to simply start with a sensor that has a very wide range, and then vary the housing size to keep your engine operating in the most responsive range of the sensor. That Ford itself has adopted that practice lends credence to the concept.

Click to expand...

Interesting, that tells me I just don't understand everything well enough yet to know exactly what I need. I was just going on the (reasonable?) assumption that a tiny 42mm stock taurus maf is likely already a bottleneck on the 3.8 n/a -- known for wheezing and falling on it's face over 4000 RPM, and would certainly be a bottleneck when used in drawthrough on a 4.3 M90 fed engine.

That's why I grabbed the two largest MAFs I could find at the JY, since taurus = 1385mm^2 area, 96tbird=3847mm^2,explorer=5024mm^2. The thinking was that over 2-3x cross sectional area increase would completely eliminate the bottleneck, and I'd just find the stock MAF transfers as a starting point and make tweak for desired a/f = metered a/f from there.

I hadn't thought that the larger MAF, while physically flowing better, would still peg even sooner than the much much smaller Taurus unit (seems completely counterintuitive).

decipha said:

fasterthanyou... your software is showing the maf voltage off a touch, the corrected values can be found here

http://info.efidynotuning.com/maf.htm

I highly recommend getting a pmas hpx-e slot maf and throwing it in a 3" pipe, good for 800hp

Click to expand...

I understand this isn't the place to cheap out, but my idea was to use something off a Cobra/F150/some other larger displacement reasonably high power engine and find the matching MAF transfer, or at least a very similar one. I'm finding that this info must be some closely guarded secret though unfortunately.

If I can't track down and confirm the flow vs voltage numbers for like an LMAF i'll have to look into the aftermarket option you mentioned. That 800hp number is more than double my power goals though.

DMX said:

I understand this isn't the place to cheap out, but my idea was to use something off a Cobra/F150/some other larger displacement reasonably high power engine and find the matching MAF transfer, or at least a very similar one. I'm finding that this info must be some closely guarded secret though unfortunately.

If I can't track down and confirm the flow vs voltage numbers for like an LMAF i'll have to look into the aftermarket option you mentioned. That 800hp number is more than double my power goals though.

Click to expand...

Do you have advantage3 software? Have you looked into the value files for lmaf? One thing I've found on the sct value files is they are pretty close.