Ok, think what you want, at least I know. I am not going to search for you.

 

What is that supposed to mean?

 

It means what it means. I've done the research on this and I'm not doing it again for argument's sake.

 

I don't recall asking you to.

 

When I went to install my K&N CAI I was suprised to see that the MAF is now integrated into the intake piping as an element only. I'm used to the '80's & '90's where the MAF came as a two piece unit: the element & housing. My '88 Mustang came with a 57mm unit that pegged out around 750 kg/Hr. When I supercharged it I went to the 90mm LMAF that didn't peg until 1,728 kg/Hr. Some of the 80mm Pro-M's were good up to (and over) 2,200 kg/Hr. Units that measure that much air COULD be used on any car/truck, but if you were to install it on a stock motor you'd lose resolution.

Often times we'd have to reclock the housing to get rid of a rough idle due to a rich or lean condition, etc. Now we have to trust that the company that we're buy our CAI's from have put in as much R&D into their systems that Ford has into theirs. I trust that a major player in the game like K&N has done this -- it's evident in the fact that few to no one gets CEL's from them. (We just run into the issue of coating our MAF element in oil!) How much money have the other smaller guys done on this?? And no, I'm not bashing anyone here... just raising the question.

Oh well, I'm done rambling. Doubt any of this has helped anyone anyways!

 

Hey, I have a right to chime in if I feel the need to help, and that's what I do, whether I'm asked to or not.

I did find this thread, look at post 2.

https://www.f150online.com/forums/sh...d.php?t=234081

I like the "any intake" part.

 

<Sarcasm ON>All righty then. Since you and Mike Troyer have this thing all figured out, then there isn't any point in the rest of us discussing it any further.<Sarcasm OFF>

 

Okay, so I just read that post #2 that you pointed out. I know many bow to him as an F150 tuning God -- which he very well may be, I'm not questioning his knowledge -- but I would like to hear an explaination for the following statement:

Basically, on the 3-valve motors, any intake kit that adds significant power is doing so by reducing restriction, of course, and that alters the MAF transfer function, leaning out the motor

I've always known the MAF xfer function to be a fixed, not variable, table in the PCM. IE: you're either running somewhere between points 5 (idle) and 23 (WOT on a cool night) stock, or 6 (idle) and 27 (WOT with many mods). However, maybe that's one of the many improvements they've made along the line... the last MAF I've had experience was a 2003 model. If his above statement is correct, then disregard everything I've babbled in this thread.

To back pedel here, I did just watch one of the shows on the Speed channel where they were making a GT into a fake Roush stage 3. I only watched part of it, but I did see where they reused the stock MAF. With the Roush blower pushing out 5 - 6 psi that leads me to believe there is plenty of room for us to mod without risk of pegging our MAF. However, the guy on here who has the whippled Lincoln Mark LT went with a set of Cobra injectors & MAF to accomodate the power he's putting down.

 

About time. Pffft.

 

Just FYI, I disconnected the battery, cleared the PCM, then put the K&N intake back on and went for a long road trip today (150+ miles); and have not had a lean code yet. I was getting a code within a dozen miles or so with the AEM intake, so it probably would have happened by now if there was another issue. I'm starting the believe that it was the AEM intake that was the problem...

I'll see what happens over the next week...

 

It's a MAS not a MAF on the 2004 and up. I think we all know that but it might cause someone confusion.

Some info here.

From the link above:

The 3-valve 5.4 engine no longer uses a traditional MAF (Mass Air Flow) meter, but instead uses a MAS (Mass Air Sensor) directly attached in (and calibrated to) the airflow path of the factory's air intake tract on the engine. (Basically, just the electronics with no actual MAF meter "housing.") Where previously, you could install any decently designed intake kit on any model year of computer-controlled F-150 and not have problems with A/F ratios & fuel trims being unsafe - that is no longer the case with the 3-valve 5.4 engines, so beware!

 

You're splitting hairs there. Besides, in all Ford's service literature and in the PIDs on the scan tool, it's still called a "MAF."

 

I guess it wouldn't be necessary if a 2003 MAF and the 2004 MAFS reacted the same when you added a CAI, but since they don't, noting the distinction might be beneficial to all.

 

Very true, and there is nothing wrong with being accurate.

 

If you have been reading many of the posts here you would know that there has been a problem with many of the '04's running lean from the factory, with many being in the 14/1 to 15/1 range. Mine included. The easiest way to compensate and to keep your truck running safely is to have it custom tuned.