I found out, when ordering my K&N FIPK filter, that my 95' 5.8 liter P/U does NOT have the mass air flow sensor. This made a difference in which FIPK I purchased. The one I ended up getting uses the existing factory equipped filter housing hoses (2) that go from the filter housing box to the throttle body. Apparently, 1995 was the year where they started installing them, so some of the early models do not have them (mine was ordered in late 94 and built in January 95) and the later 95 models do. K&N believed that they all had them, and it wasn't until I talked to one of their technicians on the phone and described my airfilter box that they realized I did not. Even the Ford tech. thought I had the sensor, until he asked the service manager, who then explained to him that in '95 the trucks came either way for a while.
My question is: what is the difference between the trucks that don't have the sensor and those that do? Is one setup any more preferable over the other, and are there any advantages or performance differences between those with and those without the mass airflow sensor?

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1995 F-150 Eddie Bauer
Black/Gold
5.8 liter,
high altitude package
elect. 4-spd auto.trans.
Superchip
K&N FIPK (does NOT have mass air flow sensor)
Dynomax Superturbo cat-back exhaust (wish I'd gotten the Flowmasters instead like my 69 Mach I 428CJ has)
265/75RX15XL Goodyear All-Terrain tiresw/forged alum. wheels
3.55 limited slip axle short bed (7')
trailer tow package, off road package, full skid plates, handling package, heavy duty rear suspension
full instrumentation
special ordered manual lock out hubs,
chrome rear step bumper,
34.7 gall. dual fuel tanks,
duraliner
custom cut seat covers,
Black Guidon topper
33,000 miles

 

Exactly right. The older Speed/Density control may actually perform slightly better on a dead stock truck, it does for sure on the Mustangs. Minor mods like an FIPK, headers or a cat-back, pulleys won't have any negative effects. If you're going to change the heads or the camshaft, or add a supercharger, you'll need to convert to MAF.

 

It is strange how they produced both in the same year truck. My '95 does have mass air.

From my understanding there is no advantage to mass air until you start making major changes. In theory the mass air would be better able to cope with the major flow changes from head work, etc.

I now several people with both setups and the trucks seem to respond to bolt on mods the same.

 

Why would I need to change to a mass air sensor if I were going to make major modifications such as a supercharger or a cam? They were put on older vehicles, such as the Shelby Mustangs of the 60's with phenomenal performance gains over standard engines?
I'm not trying to be argumentative, and I'm certainly no expert on mechanical subjects, just trying to understand why the MAS would be a liability. Are you meaning to say that the gains would be even better with the MAS as opposed to the speed density system, or that I would HAVE to convert to realize any significant performance improvements?
Thanks for the reply,
Machboss

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1995 F-150 Eddie Bauer
Black/Gold
5.8 liter,
high altitude package
elect. 4-spd auto.trans.
Superchip
K&N FIPK (does NOT have mass air flow sensor)
Dynomax Superturbo cat-back exhaust (wish I'd gotten the Flowmasters instead like my 69 Mach I 428CJ has)
265/75RX15XL Goodyear All-Terrain tiresw/forged alum. wheels
3.55 limited slip axle short bed (7')
trailer tow package, off road package, full skid plates, handling package, heavy duty rear suspension
full instrumentation
special ordered manual lock out hubs,
chrome rear step bumper,
34.7 gall. dual fuel tanks,
duraliner
custom cut seat covers,
Black Guidon topper
33,000 miles

 

Basically, the MAF systems measure the amount of air going into the engine by direct measurement and adjust the fuel accordingly,within the injectors' and fuel pump's ability to do so. Major changes in volumetric efficiency have no effect on the system's ability to measure or adjust.

The older speed/density system takes an indirect measurement of air flow and based on that measurement assigns a tabulated value to the fuel flow. If you change the volumetric efficiency of the engine, it will assign incorrect values and the truck will either run like crap, fail emissions tests or more likely both. S/D systems work very well, but they only work when the engine is operating within a known set of parameters. Change those and it simply cannot keep track. Minor changes such as an FIPK or pulleys don't upset the controls a bit. Headers or a cat-back operate on the exhaust side, so even though they improve scavenging, they don't create huge changes in the control parameters. Mild cams may be OK, some are specifically designed for S/D systems and 1.7 rockers may or may not work depending on who you ask. One Ford tuner I know says that maybe you can sneak the GT-40 iron heads in on a S/D system but you may have to reprogram the chip if you do. Start combining these "marginal" modifications to build some real power and you fall off the edge of the S/D world real fast. A supercharger is so far outside the S/D system's look-up tables that it just doesn't have a chance.

 

OK, got it now. Thanks for the information. BTW, do you see anything that I've done to the truck that would make it run hotter? My temp gauge has been out for about the last 6 months or so (it never even came close to running hot before so I wasn't in a hurry to replace it) the Surperchip/FIPK/after cat were all completed a few months ago. Not too long ago I took the truck out, pulling my boat behind it about 20 miles. The boat weighs about 2200 lbs., so isn't that big of deal and has never caused it to run hot before. This time, after I got home I had the truck running about 15 minutes while I disconnected the trailer, hitch, lights, etc. Afterwards, I went to open the hood and it was so hot I could barely touch it. Didn't have any other problems, like hearing the radiator fluid bubbling nor any overflow, but it just seemed excessively hot. Got me to wondering if any of the modifications I made have a tendency to make the engine run hotter. I now have a new Autometer gauge on order, but would still like to know if others have noticed their trucks running hotter with these changes.


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1995 Black/Gold Eddie Bauer F-150
5.8 liter,
high altitude package
elect. 4-spd auto.trans.
Superchip
K&N FIPK (does NOT have mass air flow sensor)
Dynomax Superturbo cat-back exhaust (wish I'd gotten the Flowmasters instead like my 69 Mach I 428CJ has)
265/75RX15XL Goodyear All-Terrain tiresw/forged alum. wheels
3.55 limited slip axle short bed (7')
trailer tow package, off road package, full skid plates, handling package, heavy duty rear suspension
full instrumentation
manual lock out hubs,
chrome rear step bumper,
34.7 gal. dual tanks,
33,000 miles

 

The other thing I forgot to mention is that I've noticed that since installing the FIPK the engine seems to hesitate briefly when I press the gas pedal fast and hard, such as revving the engine. Is that normal?