Nah, with what Dweet and tibby01 are saying we're screwed. Even with the more air coming in you'd have to do some major adjustments for the MAF to correctly fuel the engine. 02.gif

 

yeah agarwal, i was just guessing. i realized it was a curve when i looked at the difference between the idle value and the 3k rpm value. my guess is prolly way to high.

agarwal, i know you would have to adjust the voltage the ecu sees because of the higher volume of air entering the engine. is the 5v limit the ecu can read ample for more than say 275whp? the curve would get steeper as the voltage raises right?

 

Agarwal, wouldn't the limited learning capability by the ECU fix that some?

 

Not if the limit is 5V, you can have all the air you want going into the engine. But it won't be giving enough fuel. At least I think so.

 

tibby01: I can't say yet what is the max CFM that is programmed in the ECU; I intend to find that information (along with how to reprogram the ECU for a different MAF) before summer. Don't know if I'll be able to, but I'll try smile.gif But, the MAF seems to reach 5v (~5.2v actually... the ground in our cars is kinda weird) by 200hp and/or 3-4psi. Above that, it's the piggyback's job (when one is used) to correctly correct for fuel, adnd that means that voltage gets above 5v... that's why we usually get a "MAF HIGH" CEL around 240whp with a piggyback.

Redzman, the learning capability of the ECU would be able to "fix" a poorly mapped MAF with it's 25% adjustment. It IS *possible* to use a bigger MAF with the stock ECU with just a piggyback, but you have to size your injectors accorgingly; it won't be perfect, but you can get pretty close. By that I mean if you use a MAF with 2x the area of the stock MAF, use injectors 2x bigger than stock. The reasoning is simple: is the MAF *was* 100% linear, using a 2x bigger MAF would imply that at each voltage point compared to stock you would read 2x more airflow, thus needing 2x the amount of fuel (ie, 2x bigger injectors). But the MAF is not linear, so you use the piggyback to adjust for this fact.

Like I said... it's not a perfect solution, but it can work. I just explain it here so you guys know that it can be possible, because I personally do not like such solutions wink1.gif Better than nothing though.

Before you ask... this method was tested and is currently working on a couple of cars I know, including Beta and Alpha turbo motors.

Still, the best would indeed be to "just" reprogram the ECU so it sees the airflow that's really coming in wink1.gif

 

I want to see what kind of info we can get about this item though.

Maybe a cross between this and a much better ecu eh?


Well, as usual Agarwal, you know we are waiting...

 

REDZ, heres an idea :

Get ahold of Rick and see if the ECU work they are doing will be able to take full advantage of the voltage readings from both the stock MAF and this larger one.

 

Rick's ECU will be MAP based. .not MAF...
it's a retro fit kit to usea 2003 tibby/lantra ECU

 

Really...???

http://www.rdtiburon.com/index.php?name=Fo...hlight=real+ecu

:?

 

humm looks like i missed something,
but in another post i think he was writing that he was able to make it work with the MAP for the RD,s