“VOLVO MAF” conversion 1997 to 1998 3.4, supercharger upgrade,

just did this today. Really easy install, completely stock 1995, everything was perfect fitament.

I want to note that the GREY and red wire goes in the center pin receiver, and the WHITE and red wire goes on the far right when looking at OPs pic. had to stare at things for a bit with my less than stellar eyesight, and then reassured myself again after seeing the gold male contact point on the new MAF.

Will report back, short drive around the block had a seemingly improved seat of the pants, but who knows.

 

That is the way I see it on mine also. Glad you were able to get it done. Looks as if it were the way Toyota designed it. Pass it along Mateo.

 

Just did this , pretty stoked thanks for info super easy to do!

 

Glad it was an easy swap for you, don’t understand why this mod was not on this forum years ago.
My trucks running perfectly with it installed and gained one to two more miles per gallon.

 

Ya wondering same thing! An Def seems like I’m gettin better gas milage(but only did short city drive, have yet to do freeway) def seems like it’s running better too!


Good write up an great info


Only paid 44 for both parts! Stoked

 

Glad the Volvo Maf Mod worked for you. Hardest part is how easy it is to do. Seeing is believing. I’d be willing to bet Toyota would have done this if they had known of the already in production part.When it’s done you feel like you did something good for your truck!

 

I made the swap yesterday after work. Everything was pretty straight forward, but I also have a K&N so I had to modify the tube a little bit to fit things together. To me the difference was surprisingly noticeable. Quite a bit more torque (official seat of my pants dyno). But it seemed to run a little leaner than what I'm used to seeing and my fuel trims went up a small percentage. In any kind of off throttle situation like coasting to a stop, either in or out of gear (5 speed) it would lean out completely and not bounce back until I either came to a complete stop or got back on the gas. So I decided to take a drive and see if the ECM just needed to relearn. I drove about 60 miles and noticed that every thing kept getting more and more wonky. AFRs started swinging more and long term fuel trims climbed to ~14. I stopped to eat and give myself a chance to look things over. Everything seemed tight, all the fittings that I disconnected were tight. When I started her back up she didn't want to run. LTFT was swinging +/- 20 and STFT were all over the place, AFRs were literally bouncing back and forth between 11 and 18. The truck buckled and stalled a few times while I tried to find a place to pull over. Once I got into a parking lot, I changed everything back, started her up and she purred like normal. I made the 60 mile trip home without a hiccup. What I can't figure out is why it would progressively drive worse? As far as I can tell the only thing you could do wrong is have pins in the wrong place or have an air leak, but it seems that would show up as an immediate problem and not gradually get worse. Any help on this would be appreciated. In case it matters I have a highly modified air box with a scoop on the hood (it gets a lot of air) headers and full exhaust, N/A.

 

Hmmm, I have the KN airfiter cool air setup supercharger and have zero issues with this swap except some plastic trimming for the KN rubber donut for the install and have added almost
3000 miles. Only thing I can think about is an air leak or vacuum leak or wires connected wrong.
Now that being said they did change the ECU in late 1996
So 1995-1996 had a different ECU then 1997 -1999.
But would not think this would be an issue.
My ECU is 1997 and works perfectly
Did you buy a new DESNO sensor?
Try the sensor that came with the Volvo and try the DESNO sensor to see if there
is a difference.
Having a highly modified airbox with lots of air might be an issue, don’t know what
that means or looks like but as long as the tube dimensions are the same for the MAF I don’t think that would matter.
The Volvo inside dimensions and exit are the exact same the Tacoma so I don’t know why there would be any issues.

 

Weird thing is I never popped a cel and it got progressively worse instead of just saying 'hell no' from the start. The inlet side of my stok tube is 2 1/2" vs 3" of the Volvo tube. I guess that could be part of it. Also, maybe the ECM just doesn' like it.

I'm not gonna give up just yet. When I have the time I'll install again. Maybe I missed something the first time.

 

Super interested.

My truck threw a CEL last night. Still driving fine, I don’t have the ability to log anything yet. I’m guessing the 95-96 early ECU doesn’t like the MAF.

Any recommendations on and OBD reader for the 95.5?

 

My inlet setup is the same as your size, could be problematic for the 1995-1996 ECU, don’t know.
I’m not sure what year D.Smith truck is

 

My new parts are sitting on the work bench, I need to get this done and see how it does.

 

I use an ultraguage. Works fine, easy to read.

 

OP, do you know if the MAF pin outs are the same for all the different 95-97 ECMs?

 

That’s a good question, no I don’t, “Brice” the turbo guy here would have the Schematic and would be able to get you a print out of the early year and the 1997 forward to compare

 

This was a silly question and easy to answer for myself. The original wire locations are the same for mine as they are in the 'before' pic you posted. Sorry, not trying to add more confusion.

 

I have an appointment today to have a dyno test done. I had one done a year ago and I am curious to see what my AFR chart and gains there are for the supercharger with the non restrictive tube center.

 

Interested to hear the outcome. I guess us 95-96 guys will have to live with the OEM MAF for now, I swapped mine back last night.

 

Ok that sucks, I will update this post that
1995-1996 ECU are having lean issues with this swap,

 

Well just did the new dyno test with this swap,
My old numbers at the rear wheel where
237 hp and 263 torque.

New numbers at the rear wheel are
245 hp and 270 torque

The biggest gains I see comparing the 2 graphs are the overall torque gains

The torque gains ranged from minimum of 5 more at 2500rpms to as much as 10 more torque at 4500 rpm across the rpm range


So gained 8 hp and 7 torque at the rear wheel
At 6000 feet,

And AFR IS STILL PERFECT