lets talk about MAFS
#1
lets talk about MAFS
okay I hate vane airflow meters and i'm stuck with it because of the S4, but I know people upgrade MAFs alot in many cars. Alot of people upgrade to 5 wire GM sensor, well I have a nissan (jecs N60) maf pulled off of a maxima, it flows up to 300hp so its more than enough but it is a 3 inch diameter and I would imagine alot more accurate.
but I was thinking would it be possible to wire up my 5 wire maf sensor to my ecu and finally getting rid of of the vane airflow. I know my best bet would probably be with getting an S5 MAF but I imagine that the voltages being sent out from maf to maf are similar, I do have my SAFCII and wideband 02 sensor so I would be prepared for inevitable adjustment.
lets discuss! I know this is on the s4 owners minds heh.
but I was thinking would it be possible to wire up my 5 wire maf sensor to my ecu and finally getting rid of of the vane airflow. I know my best bet would probably be with getting an S5 MAF but I imagine that the voltages being sent out from maf to maf are similar, I do have my SAFCII and wideband 02 sensor so I would be prepared for inevitable adjustment.
lets discuss! I know this is on the s4 owners minds heh.
#2
Rotorhead
Join Date: Feb 2001
Location: Charlottesville, Virginia, USA
Posts: 9,136
Likes: 0
Received 39 Likes
on
33 Posts
Originally Posted by fidelity101
Alot of people upgrade to 5 wire GM sensor, well I have a nissan (jecs N60) maf pulled off of a maxima, it flows up to 300hp so its more than enough but it is a 3 inch diameter and I would imagine alot more accurate.
Originally Posted by fidelity101
I know my best bet would probably be with getting an S5 MAF
Originally Posted by fidelity101
I do have my SAFCII and wideband 02 sensor so I would be prepared for inevitable adjustment.
#3
I'm a boost creep...
Join Date: Jan 2002
Location: Auckland, New Zealand
Posts: 15,608
Likes: 0
Received 8 Likes
on
8 Posts
Originally Posted by fidelity101
I was thinking would it be possible to wire up my 5 wire maf sensor to my ecu and finally getting rid of of the vane airflow.
I know my best bet would probably be with getting an S5 MAF...
#5
Strength and Honor
Join Date: Apr 2006
Location: CA bay area
Posts: 391
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by NZConvertible
...I've yet to see anyone use one on an FC.
If you do this modification, you do so at your own risk, and I am not liable or responsible in any way for any damages or problems. This swap worked for me, and it ran through some endurance testing with no noticeable issues. You should only attempt this if you know exactly what you're doing and understand that this could blow your engine. You should have a way to log both AFM and MAF signals to ensure that they are equivalent, as I've done in the how-to, before relying on the translated MAF signal.
Trending Topics
#9
Rotorhead
Join Date: Feb 2001
Location: Charlottesville, Virginia, USA
Posts: 9,136
Likes: 0
Received 39 Likes
on
33 Posts
Originally Posted by fidelity101
I dont have 1600 dollars, my car didnt even cost that much lol.
but no im just curious cause I got some mafs laying around and a the aem UEGO, safcII installed.
but no im just curious cause I got some mafs laying around and a the aem UEGO, safcII installed.
Originally Posted by Rx7TyreBurna
It would be nice to figure out an easy way to rig a hot wire MAF sensor to a budget standalone EMS though. The nice thing about the hot wire MAF sensor is that it somewhat compensates for engine wear and minor performance modifications, unlike a speed-density system. I think the performance-minded people would still prefer speed-density, but those who don't want to re-tune their car every year or two probably wouldn't mind spending a little more on the hot wire MAF sensor.
#10
I'm a boost creep...
Join Date: Jan 2002
Location: Auckland, New Zealand
Posts: 15,608
Likes: 0
Received 8 Likes
on
8 Posts
Originally Posted by stevej88na
It uses a microcontroller for ADC and look-up-table, and a DAC for output. Check my project page linked above by Rx7TyreBurna for the proof-of-concept.
A couple of comments on points in the article:
"People often want to replace the S4 air flow meter (AFM) because it is large, can cause engine hesitation, and is not easily ported."
Why do you claim it causes engine hesitation?
"It uses a mechanical flapper to measure air flow, so it is susceptible to bumps when oriented vertically -- and hard cornering when oriented horizontally."
Vertically yes, horizontally no way. The short-duration vertical accelerations experienced when going over bumps and road irregularities at speed are far higher in magnitude than the lateral acceleration encountered during cornering.
"This procedure may not work with S5's, because the AFM intake air temperature sensor appears to have more than one function on an S5, and it is not clear if S5s even have atmospheric pressure sensors."
The AFM temp sensor is only used to calculate mass airflow, just like the S4's. Nothing else. The S5's atmospheric pressure sensor is integral with the ECU so you won't be able to fix its value.
And let's keep this thread on the topic of airflow meters rather than EMS snobbery. We're all well aware how great standalones are compared to the stock ECU, and we're all equally aware of the significant cost of them. When a mod that might cost $100 is being discussed, why would anyone suggest a $2000+ mod instead? If it were that easy, we'd all have one.
#11
Strength and Honor
Join Date: Apr 2006
Location: CA bay area
Posts: 391
Likes: 0
Received 0 Likes
on
0 Posts
I quite like the look of this project.
Sorry to say I suspect the power improvement for me will only be noticeable on a dyno. Even so, I'd like to see this MAF flow benched at 15" like the S4 and S5 were for relative comparison.
Why do you claim it causes engine hesitation?
Vertically yes, horizontally no way...
The AFM temp sensor is only used to calculate mass airflow, just like the S4's. Nothing else. The S5's atmospheric pressure sensor is integral with the ECU so you won't be able to fix its value.
#13
I'm a boost creep...
Join Date: Jan 2002
Location: Auckland, New Zealand
Posts: 15,608
Likes: 0
Received 8 Likes
on
8 Posts
Originally Posted by stevej88na
As you say, vertical accelerations are usually sharper impulses than horizontal accelerations, but I suspect the AFM is susceptible to horizontal accelerations as well.
Even if you were able to affect the AFM's output with high lateral acceleration, it would only be a very small change and it would occur gradually as cornering loads increase. That's very different to the very sharp vertical acceleration you get when you hit a bump. A gradual change in AFR won't cause a hesitation (unless it goes very lean), but a rapid change in AFR can.
I imagine if this was an issue it would be very well documented by now, as the same AFM's were used on dozens of different models all over the world. It's certainly the first time I've heard it claimed here.
#14
Strength and Honor
Join Date: Apr 2006
Location: CA bay area
Posts: 391
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by NZConvertible
I imagine if this was an issue it would be very well documented by now, as the same AFM's were used on dozens of different models all over the world. It's certainly the first time I've heard it claimed here.
Check out the bottom graph; there's a point where the flapper bounces by itself on the way to closing, at about 8Hz. Around 1/8 second after letting off the throttle, the flapper overshoots the actual airflow decrease, and it doesn't recover until 1/3 second. I bet that's incoming air bouncing off closed throttle plates and back at the AFM flapper. I also bet we don't usually notice the hesitation it can cause because by that point the throttle is within range of the TPS. Page 4-41 of the training manual says fuel is cut during sudden decelerations to prevent "bucking", and I wonder if the bucking they want to remove would be caused by this AFM bounce. In fact, the MAF - which I believe is a better look at actual engine conditions here, designed to be less susceptible to reverse airflow - continues to smoothly decrease its airflow reading while the AFM does its bouncing around; the engine is being controlled by something else, ignoring the AFM's antics, and probably partially because of this problem with the AFM.
Say I'm approaching a sharp turn, so I let off the throttle quickly. The intake air is still moving as fast as it was before letting off the throttle, so a reflection off the plates, whose amplitude depends on how much throttle I let off, travels back up the intake and smacks into the AFM flapper. If by that time I still have enough throttle applied to keep the AFM in the ECU's loop, I should feel a hesitation.
#15
Seduced by the DARK SIDE
Join Date: Apr 2001
Location: Orange Park FL (near Jax)
Posts: 7,323
Likes: 0
Received 2 Likes
on
2 Posts
What I've found is that the passage through the AFM is big enough.
The restriction there is still less than the compressor inlet.
My main problem with my cheap-o rig* was that the AFM hit 100% before 5K at WOT.
On the S4 you can shorten the spring to recalibrate the AFM for higher flow values.
Then you can use an S-AFC to tune the result.
As was said the best way around intake restrictions is a stand alone.
* Cheap-o rig: S-AFC, 255LPH pump rewired, 720CC secondaries, MBC, & an open dump right behind the turbine
The restriction there is still less than the compressor inlet.
My main problem with my cheap-o rig* was that the AFM hit 100% before 5K at WOT.
On the S4 you can shorten the spring to recalibrate the AFM for higher flow values.
Then you can use an S-AFC to tune the result.
As was said the best way around intake restrictions is a stand alone.
* Cheap-o rig: S-AFC, 255LPH pump rewired, 720CC secondaries, MBC, & an open dump right behind the turbine
#16
Rotax?! WTF is a Rotax!?
Join Date: Sep 2004
Location: Toronto
Posts: 616
Likes: 0
Received 0 Likes
on
0 Posts
Just a few thoughts...
-Like some said before go with a Standalone ECU (if you can, theres a few in the Classifieds)
-The Greddy E-Manage Ultimate (you can get them off ebay for about 300ish) and apparently those have the ability to remove the AFM (like a standalone would) so that would be an option
-Stick with the Stocker unless its causing you some problems or something, just stick with it. It works, its stock and it can handle 300+ HP.
-Like some said before go with a Standalone ECU (if you can, theres a few in the Classifieds)
-The Greddy E-Manage Ultimate (you can get them off ebay for about 300ish) and apparently those have the ability to remove the AFM (like a standalone would) so that would be an option
-Stick with the Stocker unless its causing you some problems or something, just stick with it. It works, its stock and it can handle 300+ HP.
#17
I'm a boost creep...
Join Date: Jan 2002
Location: Auckland, New Zealand
Posts: 15,608
Likes: 0
Received 8 Likes
on
8 Posts
Originally Posted by stevej88na
Page 4-41 of the training manual says fuel is cut during sudden decelerations to prevent "bucking", and I wonder if the bucking they want to remove would be caused by this AFM bounce.
Originally Posted by SureShot
My main problem with my cheap-o rig* was that the AFM hit 100% before 5K at WOT.
On the S4 you can shorten the spring to recalibrate the AFM for higher flow values.
Then you can use an S-AFC to tune the result.
On the S4 you can shorten the spring to recalibrate the AFM for higher flow values.
Then you can use an S-AFC to tune the result.
As was said the best way around intake restrictions is a stand alone.
#18
I'm just a Hack!
Join Date: Jul 2004
Location: Columbus, Ohio
Posts: 142
Likes: 0
Received 0 Likes
on
0 Posts
Wow, ingenuity in progress.... for a 20 year old platform. I've VERY impressed!
I think the entire 2nd Gen community would be keenly interested in seeing a real world test of this conversion.
Much kudos to Steve for taking this on!
I think the entire 2nd Gen community would be keenly interested in seeing a real world test of this conversion.
Much kudos to Steve for taking this on!
Thread
Thread Starter
Forum
Replies
Last Post