NeoTokyo

Hey everyone, I was just wondering what size maf a 99 Cobra has, is it an 80mm?

Because it doesnt have a vein inside is it better for performance than say a 96-98 Cobra 80mm maf?

Thanks all.


-Eric-

droptoppony

its 80mm

2000GT4.6

Why are you so insanely worried about the maf vane all of a sudden? It doesn't hurt performance as was stated yesterday.

Why do yuo think it does? The vane doesn't hinder airflow anywhere near as much as the size of the housing itself. If you have a restriction from your MAF (unlikely unless your FI and its before the blower, as the t/b is usually the smallest entry point) just get a 90mm Lmaf and forget it.

The reason you see all these aftermarket mafs is FI applications really. Blowers are very sensitive to inlet restriction, which is why you need such a large maf for FI applications. The blower cares more about what is on the intake side than the exhaust (blower exhaust) side restriction wise, so you need a big maf.

On a n/a setup the maf isn't the restriction, the t/b is, and 99.99 times out of 100 you can't flow enough n/a to outrun a stock maf, let alone have restriction problems from a 90mm lmaf.

NeoTokyo

Thank you Droptop.

Because, if I have to spend the money on one I may as well spend the money right.
This isnt something that I can do as an ugrade, I literally have no maf for the new engine so thats why I need one calibrated for 24lb injectors and thats why I would prefer the most free flowing.

Also, yes it is going to be FI in about4 months so I guess that also answers that question too. It would be kinda stupid to buy something twice, At which time I will be going to 42lb injectors and aused set of 24lb injectors will get tossed in the used parts forum.

All I am doing right now is getting this thing to run right, then getting a baseline dyno then putting the windstar intake on and getting another dyno then using SSM's M112 lower manifold adapter for a ported M112, Accufab elbow, accufab Oval TB and thats it.

You are right, the TB is the most restricted point of this project. Stock it is 60mm, Aftermarket provides a 70mm solution and for those who dont mind cutting deep into the manifold there is a 75mm option. I was going to run a 75mm but for the sake of not wanting to harm my windstar intake I am just going to use a 70mm, its far sufficient for what the sixer can do anyways.

I have basicly had MAF 101 hurled at me the last couple of days, I learned probably every 80 and 90mm MAF out there and what injectors they are tuned for. The 99 Cobra Maf was the last one on my list.

NeoTokyo

yes yes, I know the maf itself isnt "Calibrated" for injectors but the sample tube is very important.

NeoTokyo

I hope that kinda clears things up as why I have been MAF-Crazy the last couple of days. I just dont want to waste money and I want to do it right the first time. Having an 80mm gives me the amount that I need for the SC when im ready and VMP can easily tune in the 42lb'ers.

2000GT4.6

Screw all that crap, espcially aftermarket MAFs, and just get the lightning maf. You will never run out of room to grow with it on a supercharged V6, its the easiest to tune with, and it will offer no restriction for your setup. Its also readily available and cheap as hell.

I have had BAD experences with aftermarket mafs (non ford) in the past, espcially ones with sample tubes. IMO sample tubes are a bad thing, as they are changing the acutal airflow reading.

droptoppony

If you are getting Supercharged like said above get a 90mm lightning maf, they are only @$80 new on ebay...if you want a nicer one and have the $$$$ the only thing better is the SCT 2400 or 2800
www.sctflash.com

NeoTokyo

Alright.

When the SC comes this engine will be right around 300-350rwhp, thats the goal I am going to shoot for (ported SC case, accufab elbow, accufab oval TB.)

After I have saved enough money up for the 4.2L stroker I will just built that and put it into the car then boost the SC to 22psi and see how well it runs from there. The ported case actually gives me about 4psi more over stock so I guess 26psi.

When that gets old then a KB will probably be in the future.
A forged 4.2L bottom end is good for about 1000-1000hp when the 4.2L steel crank is nitrated, otherwise its good for about 800hp. The 3.8L block is also more stable than the 5.0L block and doesnt have core shift issues.
Hard to believe coming from a six

NeoTokyo

When Matt and Nathan were trying to hit 600rwhp on their 4.2L stroker they actually had the head stud fail and the head lifted. They had it dialed in for that number too, I think it was deep into the 700's for flywheel hp. So ARP studs are probably the best way to go LOL