what is the calib. code for focus with 42lb inj ita 2000 zx3
is itcob27c or cob30c
is itcob27c or cob30c
MAF code
orangeZXT
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Could be either. There both 42# both cobra 27 and cobra 30 are for 42s.
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I bought my MAF and the code for 42#'s on it is cob22c it's for a ZX2 is it the wrong code? or since it's for a ZX2 it's different
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284 Posts
that is weird cause i have 42#'s that came with them...hmmm
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284 Posts
i asked the guy i bought them with cause he was running that MAF with 42# injectors fine?!?!?! do you think it also has something to do with the chip and how it is programmed?
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284 Posts
how much does it cost to recalibrate or 38# injectors?
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If you have controle over the MAF transfer functions and you have enough range for the boost or NA you are running than the COB22 will be fine with 42`s
Tom
Tom
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284 Posts
so when i order my SCT i will tell them my code and injector size you think it will be fine??? granted i'm only running 7psi
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It would be best to have it closer to COB27/30 but for 7psi you may get by
Tom
Tom
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pro-m charges $100 to recal.
Scott
Scott
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284 Posts
I'll just see what SCT says i think it should be fine cause i'm only running 7psi with an option of 10psi but probably won't
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3,216 Posts
Virtually any MAF will work with any injector.
If you change either injectors or the MAF, you must tell the ECU the new injector size or the new transfer function (for the MAF). A transfer function is just a table that list voltage values (at points between 0 and 5V) with corresponding airflow values (in pounds of air per minute).
With injectors you obviously need them capable to flow enough fuel. With the MAF, you just need it capable of flowing an adequate mass of air before it maxes out at ~5V.
You can not change the MAF without knowing what the transfer funtion is so that you can input that data into the ECU. Also, the transfer function will tell you about where the meter will max out - ie the airflow reading at 5V.
(Actually, I guess you wouldn't have to know the transfer function as long as you knew the range was adequate, but if you didn't, it would lead to an unnecessarly large amount of time to tune it in.)
In anycase, today with ECU tuning capability the calibration is primarly an identifyer, or name, that lets you differenciate between MAFs and their different transfer functions so you know what values you should initially input into the ECU.
Physical size and fitting issues aside, as long as the range (max mass airflow before pegging out) of a MAF is adequate for your application, you should be able to use it with any injector size that is adequate for your application.
If you change either injectors or the MAF, you must tell the ECU the new injector size or the new transfer function (for the MAF). A transfer function is just a table that list voltage values (at points between 0 and 5V) with corresponding airflow values (in pounds of air per minute).
With injectors you obviously need them capable to flow enough fuel. With the MAF, you just need it capable of flowing an adequate mass of air before it maxes out at ~5V.
You can not change the MAF without knowing what the transfer funtion is so that you can input that data into the ECU. Also, the transfer function will tell you about where the meter will max out - ie the airflow reading at 5V.
(Actually, I guess you wouldn't have to know the transfer function as long as you knew the range was adequate, but if you didn't, it would lead to an unnecessarly large amount of time to tune it in.)
In anycase, today with ECU tuning capability the calibration is primarly an identifyer, or name, that lets you differenciate between MAFs and their different transfer functions so you know what values you should initially input into the ECU.
Physical size and fitting issues aside, as long as the range (max mass airflow before pegging out) of a MAF is adequate for your application, you should be able to use it with any injector size that is adequate for your application.
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