Rocket, you may want to tread lightly here yourself. Your comparisons and analogies are all wet when it comes to Lightnings and Cobras. The MAF meter is in FRONT of the puffer...how the hell can their outlet temps make a difference to the MAF?? Both are intercooled anyway. Believe me...I've done a lot to my Cobra and the Lightning meter works very well to a high hp level. Much higher than you will see out of your turbo V-6's. There are a whole bunch of 14 psi Eatons running around with 500 hp at the wheels. That's the limit before you need to deal with a MAP. And that doesn't change when you go to Whipple or KB. Air flow is air flow and in front of the blower, it makes no difference.
I'm sorry to jump into an old thread like this, but bad information is bad information and should be dealt with. I'm not saying he's not pegging his MAF, (which I don't quite swallow just yet) I'm saying your reasoning is just flat wrong.
Great job on the tranny swap James.
The IAT's do matter. The MAF itself does not read the post-blower IAT's but the IAT #2 sensor that is post blower sure as heck does. As for pegging the MAF meter? Even though the L's and Terminators are drawthrough if you are running a more dense aircharge through lower IAT's then yes the demand on that MAF sensors electronics will be higher and it will have more chance to peg depending on how close it is to the MAF hard limit which is 1023 Ad counts if you allow it to be set that high in the tune.
You might want to check your "I've got a Cobra I am holier then thou" attitude at the door. I have a Kenne Bell supercharged 4.6 V8 Explorer that is pushing near 550rwhp in current trim and will be well over 600rwhp once I get the MPH 2.5 heads and blowers cams on it; let alone when I do the nitrous. I have modified allot of Terminators as well so do not assume that you come into a forum dedicated to Explorers and we know nothing about other Ford vehicles.
Actually from your example, airflow is not airflow. Boost is just a measurement of restriction against airflow. That is the EXACT reason why 14 psi on a twin screw is one hell of allot different than 14 psi of boost on a Eaton. The boost charge on the KB or Whipple twin screw is cooler due to the twin screw having better adiabatic efficiency which will in turn allow a more dense aircharge to be generated. Hence more power made with the twin screw and also more demand on the MAF electronics as well. That is also why the KB2.8 can make more power at 20 psi than a KB2.2 can because it is more efficient; especially in the top end range compared to the 2.2. Since you want to be correct then how about you use the correct term which would be AIRMASS. Flow means nothing, density means nothing, and volume means nothing. None of those mean anything by themselves. Now factor them together and they do. That is called airmass. If you want to talk turkey then lets talk turkey but I can assure you that will have a very tough match on your hands if you try to compare brainpans when it comes to modifying Explorers for high horsepower or even your Cobra as well. Bottom line is don't come in here starting shi* with someone who probably knows one hell of allot more than you about this stuff.
Also James is a well respected custom Ford, GM, Nissan tuner so I would be willing to bet that he might just know a little more about his meter being pegged (or close to it) than you. Especially when you neither built the combo nor datalogged it or tuned it. Until you get your little Livelink software out and log MAF Ad Counts on James Explorer then you might want to hold your tongue on whether you think James is close to pegging his MAF. By the way I do custom tuning on Fords as well so I may just know what the hell I am talking about here too. Stop trying to come in here and cause problems on a thread that is months old.
When remote tuning with James you will probably pick up a little bit of basic understanding about it.
