I am not going to ask which is better but instead: If you had a non TPI car and werwe planning on swapping in a version of TPI (SR, MR....) which would you go with?

MAF or MAP?

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I WOULD RATHER PUSH A CAMARO THAN DRIVE AN IMPORT

1983Z28 350w/ edelbrock performer RPM power package , dynomax shorty headers, 700R-4 with shift kit, 750cfm carb, edelbrock 3" exhaust system, 16" IROC rims and ASCD SS hood.

future mods:
completely done over suspension, black paint with flames,
T-56 almost ready to go in, TPI swap coming up

Wifes new car:

95Z28, AT, leather, T-tops bone stock for now.

future mods:
header to tailpipe replacement and a cold air intake. Then I am just going to leave it alone

 

I don't think I'd swap one for the other,, but if I were looking for one to bolt on,, I'd probably go for the SD system due to the cost of the MAF sensor - that may or may not be working,, and you might have to "replace".

 

Almost everyone who puts TPI on a car uses the speed density setup. Its so much easier.

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1991 Camaro Z28
5.7L 5-Speed (originally 305)
317 RWHP, 418 RWTQ
13.23 @ 107.62 MPH
Southern California
Member: SoCal 3rd Gen F-Bodies
Member: SoCal F-Bodies
-=ICON Motorsports=-

 

Which can handle more power? Which is more blower friendly?

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I WOULD RATHER PUSH A CAMARO THAN DRIVE AN IMPORT

1983Z28 350w/ edelbrock performer RPM power package , dynomax shorty headers, 700R-4 with shift kit, 750cfm carb, edelbrock 3" exhaust system, 16" IROC rims and ASCD SS hood.

future mods:
completely done over suspension, black paint with flames,
T-56 almost ready to go in, TPI swap coming up

Wifes new car:

95Z28, AT, leather, T-tops bone stock for now.

future mods:
header to tailpipe replacement and a cold air intake. Then I am just going to leave it alone

 

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Ed Maher - Moderator @ The TPI & Carb Boards
92 Z28 Convertible - Quasar blue / Tan top
305 TPI A4 2.73 - 14.8 @ 93.1
Stock except ported plenum and dual cats
-=ICON Motorsports=-

- Definitely prototypes, high powered mutants of some kind. Too weird to live, too cool to die

[This message has been edited by Ed Maher (edited October 04, 2001).]

 

MAf is more user friendly to those not wanting more that 350hp and not wanting to custom burn Chips.
If I was going to do it I would say screw GM and go with Accel DFI anyways
Though consider this the TTA is a MAf system that uses a MAP to read boost.
MAF is by far more blower/turbo friendly. If it wasn't there would not be Grand National and TTA is the low 11's on the factory computer set-up.

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89 Trans Am Turbo 3.8L All stock 43,000 miles #1053 of 1555

Past Thirdgen:
86 Trans Am w/ built 355TPI with SLP goodies and too much other stuff to List. One sweet *** car, wish I would have had a good enough Job to pay insurance on three cars so I could keep it, but for a 89 Turbo Trans Am w/ Low miles, I think I made the right choice!

 

I would sy that MAF is better until you peg the sensor. Then it is a lot easier to integrate a two bar map sensor than to integrate a larger maf. Also once the MAF sensor is pegged it uses the largest load value and the rpm to find spark and fuel. The best values are not the same for 6 psi and 15 psi. A healty SBC will peg the sensor. It should be noted that the 94 and up LT1 uses both. Map for spark and MAF for fuel. I think if I were building a blower motor I would use a 1227730 MAP computer with a 2 or 3 bar sensor depending on boost. Then again if I already had a complete MAF system that worked and no blower I would probably run that until the MAF failed or the Maf became a restriction. I don't think I would replace a broken MAF sensor with anything but a MAP sensor(on my own car).

John

Heart of Texas Power and Performance