Gotcha that seems very simple....I think you might misunderstand. The only difference from no-maf to maf is entering the maf curve for your maf & the VE table. Maf VE table is 100 in all cells. maf is only used for fuel; map is still used for spark table. You use the VE table only for trim to get a better idle.
10-4 I'm pretty versed in this however I always welcome help. If you see something in a tune I missed or overlooked don't hesitate to say something.You also have to change a couple settings in TS to tell it to use MAF.
General Settings---Primary Fuel Load = MAF
General Settings---EAE Curve Load = MAF
General Settings---MAF Settings---(should be clear what to change)
General Settings---MAF Flow Curve---(enter your calibration curve data)
Ford sensor is already 0-5V, no conversion or buffer needed.
Put a MAF Gauge on TS gauge cluster & then you'll know it's working.
I'm one of the few that use the MAF. Only used when was able to obtain C&L flow curve data.
1. It was brand new when I converted to MS. Only had to add 2 wires to MS ECU.
2. Didn't want to lose compatibility with A9L.
3. MAF housing is larger than intercooler plumbing, so no loss there.
4. MAF was relocated to passenger side inner fender; not visible & only accessible by removing battery.
5. Added 2nd connector in engine compartment so it can be disconnected without removing battery.
Don't see your tune with MAF enabled. Only see tunes from 90sickfox.
What MAF do you intend to use?
You said you wanted to use a MAF, now you say you need 2 MAFs. Put 1 MAF before the throttle body.. Don't tell me you need 2 throttle bodies!unless I want to build a mixing circuit to average the input from 2 maf sensors...... I will be going speed density..... custom inlet manifold for my sbf m112 supercharger build, 2 TB one fed from each fender... My imagination got the better of me.
Obviously you don't follow my crazy mad max style build thread...... I don't exactly follow the status quo. There is nothing bolt on in what I'm building so I went overboard and am feeding the blower with 2 65mm throttle bodies, one mounted on each side of the blower.You said you wanted to use a MAF, now you say you need 2 MAFs. Put 1 MAF before the throttle body.. Don't tell me you need 2 throttle bodies!
The file type is not currently on the approved list. I have detailed the instructions on how in my post, I have an updated picture of what I'm going to use that's a bit more aggressive than what's there.
@Noobz347 can you add (.msqpart) files to the approved list I know pita.
I typically ignore ase mat correction at restart. This fixes the isse 9 out of 10I will load those settings in, and run a datalog this afternoon on my way home from work to see how it works.
What will this do to hot-starts? Does this correct that issue as well?
No. The mat air density table is based off of the ideal gas law. The issue is that at low air speeds latent heat is transferred to the air before it enters the chamber. Hot air carries less oxygen.what are the normal MAT temps you are seeing in datalogs? Mine on avg are 150*
Doesn't that make the MAT Air Density Table curve wrong? That means there is always a correction factor being applied, which would reduce the fuel by as much as 15% all the time right?
No. The mat air density table is based off of the ideal gas law. The issue is that at low air speeds latent heat is transferred to the air before it enters the chamber. Hot air carries less oxygen.
Watch in a datalog when you go WOT the mat temps will fall rapidly, this is because the heat transfer cannot have as much of an effect on fast moving air.
The table is not wrong you must find a method of correction (just like the oem do) to compensate for the latent heat absorption. Some have good luck moving the mat sensor before the TB. Some use the mat in the maf sensor. However the clt/mat correction table is needed in all instances to cure the AFR drift at idle.
Good luck and if you find a method that works better than mine please share it I will add it to the tech notes.
I agree and disagree.Im sorry in the terms of the words that I used, and would like to clarify...
You are correct in that the MAT Air Density Table is based on the "ideal gas law", but the issue is that it is based on physics not the real world. From my research and viewing of numerous of my own datalog's over the past 6 months, I have noticed that this is something that most of us ignore thinking we don't need to tune it or don't know much about, so I wanted to give back to everyone my findings to gain others feedback on the subject.
What I have found out is that the "ideal gas law" is based on an air temperature of 70* to be 100%, and then as a correction% adds fuel when colder than 70* and removes fuel above 70*. The curve is set by default assuming that the MAT/IAT sensor is reading ambient temperature (or close to) as being the intake of air into the engine. In our case of our sensors being located in the lower intake manifold these numbers will be increased due to the heat of the engine. This is very different from "heat soak", so we can not confuse the two. If you review your datalogs for the field "Fuel: Air Cor" you will notice a %, which if less than 100% it is removing fuel and above 100% it is adding fuel. I noticed in my datalogs that my average MAT temperature was around 150* during normal driving/cruising at 70* ambient temperature, which means that the correction% factor was around 82% based on the default curve which is removing 17% fuel.
From what I can tell the curve needs to be shifted to your average MAT Temperature at 70* ambient temperature, but I am not sure if this is correct. Other turners also seem to think the curve maybe to aggressive as well, but this can be confirmed at different MAT temperatures and your EGO Correction% as long as you have a good VE Table to work with or you would be chasing your tail. I wanted to put this out there to everyone for there feedback on the subject.
@a91what what are your thoughts as I respect your feedback.
I tuned my engine in the winter months of Florida, I noticed no appreciable difference in AFR during the summer months. This may be due to the fact that I do use the mat/clt blend table so no matter the ambient temp I assume air temp is the same as clt temp at low airspeed.Thank you for your feedback on the subject as I do really appreciate it.
I agree with your comments as well on the subject. I would be curious to know now that's its getting colder does your AFR stay spot at that same cruise you were at 170* or do they become richer than target?
The thing I have been noticing is the curve is most effected by the summer and winter months when the temperatures are quite different.
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