Translater?

[Whitettype86]

Got my translater now what would be the best Maf for my setup?
I'd like to try and install the Maf next to the Throttle body but might have some problems due to my Blow off vavle being so close. What do u guys think?

 

[bruce]

Originally posted by Whitettype86
Got my translater now what would be the best Maf for my setup?
I'd like to try and install the Maf next to the Throttle body but might have some problems due to my Blow off vavle being so close. What do u guys think?

Unless your pushing alot of air the LT1 MAF is fine.
The uppipe location of the MAF shouldn't care about where your BOV is. I have the MAF right at the TB, and the MAF 6" from it.

the bypassing air / metering isssues are mute on the GN since it has a Decleration Fuel Cut Off anyways.

 

[bruce]

Re: Re: Translater?

Originally posted by bruce

I have the MAF right at the TB, and the MAF 6" from it.

Should read:
I have the MAF right at the TB, and the BOV 6" from the MAF.

 

[blackbuick87]

Have another coffee bruce

What is the advantage of your set up? better metering? by placing the MAF under boost what changes in the readings? Can I see a pic of your setup?

 

[The Radius Kid]

You can check out a relocated maf at GNTTYPE.ORG ,Bruce Plecan has pics there.I've done it and it works well.Gets rid of any possible vacuum leaks in the inlet system.

 

[Whitettype86]

Thanks for posting in Bruce.

 

[bruce]

Originally posted by blackbuick87
Have another coffee bruce

What is the advantage of your set up? better metering? by placing the MAF under boost what changes in the readings? Can I see a pic of your setup?

The late model MAFs have the temp sensor in the actual MAF housing for doing the correction for air temp. By moving the MAF to a blow thru, AND the MAT to the upper plenum you can account for variances in the I/C and it being heat soaked.

Sooo, you can fill in the MAT timing bias, and table, and correct the timing for the ACTUAL air temp of the air entering the enigne.
Normally the engine has no clue if the sir temp going into the engine is 70dF or 140dF, and there is a slight timing adjantage to account for it.

The other day at 90dF, at an illegal speed at a prolonged 5 PSI climbing, several miles of hill, I wasn't able to even tickle the knock sensor, the MAT was 140dF, and the engine was as happy assa clam....

 

[GNVAIR]

Bruce.....Did you have to go into the chip and play with the MAT parameters to get it to work like that?

 

[bruce]

Originally posted by GNVAIR
Bruce.....Did you have to go into the chip and play with the MAT parameters to get it to work like that?

Yes,
the stuff is in the chip, it just needs filled in.
there is an excel worksheet at GNTtype that lists the prom data.

 

[motorhead]

Originally posted by bruce


The late model MAFs have the temp sensor in the actual MAF housing for doing the correction for air temp. By moving the MAF to a blow thru, AND the MAT to the upper plenum you can account for variances in the I/C and it being heat soaked.

Sooo, you can fill in the MAT timing bias, and table, and correct the timing for the ACTUAL air temp of the air entering the enigne.
Normally the engine has no clue if the sir temp going into the engine is 70dF or 140dF, and there is a slight timing adjantage to account for it.

The other day at 90dF, at an illegal speed at a prolonged 5 PSI climbing, several miles of hill, I wasn't able to even tickle the knock sensor, the MAT was 140dF, and the engine was as happy assa clam....

Forget the coffee... I think bruce grabbed a beer!

J/K I tease because I love