IMPORTANT NOTE: The calibration of the PCM you have received requires use of this air box/MAF sensor system
exactly as received. Any changes to the air inlet system will result in changes to how the air entering the engine is
measured and will require modification to the PCM's calibration.
Ford Racing recognizes that it may not be practical to package this Air Box/MAF sensor system in some vehicle
applications. The recommendations listed below are intended to serve as guidelines for designing an air inlet system that
will provide good control system performance once the control system calibration has been modified to work with the new
Air Inlet System:
1) Flow Profile: the MAF sensor should be located on a straight section of zip tube where the flow profile is
generally uniform. If the sensor cannot be located on a straight section put the sensor on the outside radius of the
zip tube so the sensor is located in the higher flow velocity area.
2) Flow Area: Keep the cross sectional area of the MAF sensor tube as close as possible to the cross sectional
area of the original induction system.
3) Flow quality: minimize flow direction changes and maintain smooth tubing to minimize air flow disturbances and
turbulence.
4) Flow pulsation: install sensor at least 6 to 8 inches upstream of the throttle body.
5) Transient performance: installing the sensor too far upstream of the throttle body (>24 inches) will result in
transient lean/rich spikes due to the additional amount of time required for the measured air flow to travel from the
MAF sensor to the intake manifold.
6) MAF sensor contamination: A) install sensor in upper half of cross sectional area to minimize possibility of
condensation coming in contact with the MAF sensor element. In other words, if a clock is superimposed on a
cross section of the zip tube, the sensor should be installed somewhere equal to or above the 9:00 and 3:00
positions. Most OEM applications have the sensor located at the 9:00 or 3:00 location. B) Sensor must be
installed downstream of air filter and upstream of blow-by inlet. Ideally, sensor should be located 3 diameters
upstream of the blow-by inlet.
This is interesting too:
The engine harness and controls package M-6017-A504V is designed to operate with the UEGO sensors in the
2011-2012 Mustang GT stock locations. Moving the UEGO sensors to alternate locations can result in the need to
recalibrate the PCM.
Here are some tips if sensors have to be relocated.
The best option is to locate the sensor so it is sampling from all 4 cylinders and at a distance that does not require
modification of the UEGO harness.
NOTE: Modification of the UEGO harness can affect function of UEGO sensor.
If your header design will not allow you to sample all 4 cylinders without UEGO harness modifications, a better alternative
is locating the UEGO sensor to sample from a single cylinder.
The cylinders that have (on average) the closest A/F ratio to the bank average are cylinder #4 (on bank 1) and cylinder #7
(on bank 2). If that's not possible due to packaging constraints, the next best choices are cylinder #3 (on bank 1) and
cylinder #8 (on bank 2). Calibration required!
It seems to imply to me that #8 is going to run leaner than the average at least a little-surely your second choice average would want to be leaner than average, rather than richer.