The stock MAF housing was 3" as well right? The only difference is that this is metal or is it a bigger size?
Mass Air Flow sensor and housing
- Thread starter EG3
- Start date
The stock MAF housing was 3" as well right? The only difference is that this is metal or is it a bigger size?
- Car
- car
The tube of the OEM is 2.75" or so, but if you ever look down the tube it is not straight. It has a taper to it. I was running into MAF voltage max out which put me into limp mode especially when the air was denser like at night.
Now with the 3" straight MAF, Technosquare remapped the MAF voltages so it would take 20+psi to max the maf out.
Here's the link. http://z1auto.com/prodmore.asp?model=350z&cat=intake&prodid=2973
DO NOT Install this without tuning. If the car manages to start, it will be a very lean mixture since a more air is getting past the sensor than it thinks.
Now with the 3" straight MAF, Technosquare remapped the MAF voltages so it would take 20+psi to max the maf out.
Here's the link. http://z1auto.com/prodmore.asp?model=350z&cat=intake&prodid=2973
DO NOT Install this without tuning. If the car manages to start, it will be a very lean mixture since a more air is getting past the sensor than it thinks.
I assume this will be beneficial on a tuned NA engine as well then? With a larger MAF, same amount of air will pass but MAF will think it's less and will allow for a more aggressive tune? Rookie, do you have a link that I can read up on this? It'll be better than jacking this thread..
I think utec said that the stock maf will max out at like 7-8 psi at under 5k rpm under that much boost, which is why they switch to speed density. so by going with a bigger maf housing your probably just increaseing the useful range, but also completely changing the scale to begin with I guess?
- Car
- car
Yup. Utec manual is pretty cool. We'll break this off to new thread. :bigsmile:
Sorry for posting on the wrong thread before.
As for the bigger MAF Z1 offers, the HP is not on the ID of the MAF. It's because of the scaleability of the Voltage reading from the new MAF where the tuner can do more precise tune and increase the range of the scale. But you would definitely need to retune the ecu for it as it will give different voltage for the same amount of air and the stock ecu will either run rich or lean depending on what table the ecu will run with the voltage reading it's gettin from the MAF.
I think that's how it will work.
As for the bigger MAF Z1 offers, the HP is not on the ID of the MAF. It's because of the scaleability of the Voltage reading from the new MAF where the tuner can do more precise tune and increase the range of the scale. But you would definitely need to retune the ecu for it as it will give different voltage for the same amount of air and the stock ecu will either run rich or lean depending on what table the ecu will run with the voltage reading it's gettin from the MAF.
I think that's how it will work.
Last edited:
- Car
- car
JWT has the MAF voltage limp mode documented on their site.http://www.jimwolftechnology.com/wolfpdf/350Z_G35_FX_ECU_LIMP_MODE_4700_RPM.pdf
I had experienced this in the past as well. Usually on colder nights, and would run into this on the dyno if my hood was up and the fans were running onto the motor. It sucked.
Here's an old cipher log from 11/06 or so. This should be either 10 or 12 psi of boost.
Little hard to read but you should be able to see the MAS A/F -B1 this is the Mass Air Flow sensor voltage being sent to the ECU. The highlighted line is just before the limp mode is hit. Next line down you can see INJ PULSE-B! and INJ PULSE-B2 get cut to nothing, IGN TIMING is pulled and there's limp mode even though the THROTTLE POS -1 is still open.
I had experienced this in the past as well. Usually on colder nights, and would run into this on the dyno if my hood was up and the fans were running onto the motor. It sucked.
Here's an old cipher log from 11/06 or so. This should be either 10 or 12 psi of boost.
Little hard to read but you should be able to see the MAS A/F -B1 this is the Mass Air Flow sensor voltage being sent to the ECU. The highlighted line is just before the limp mode is hit. Next line down you can see INJ PULSE-B! and INJ PULSE-B2 get cut to nothing, IGN TIMING is pulled and there's limp mode even though the THROTTLE POS -1 is still open.
- Car
- car
Now here is a Cipher log from today. 16psi run just to see what happens.
It's in 2 parts so you can see the different readings on the sensors being read.
Left half of the sensors
Right half of the sensor
At 16psi the MAF voltage is 4.13v vs 5.03. The hard part with the 47xx spot was on the dyno. We had to do the dyno with the hood shut and or going from low setting to high setting or manually dialing up the boost setting once it got past the funky spot.
It's in 2 parts so you can see the different readings on the sensors being read.
Left half of the sensors
Right half of the sensor
At 16psi the MAF voltage is 4.13v vs 5.03. The hard part with the 47xx spot was on the dyno. We had to do the dyno with the hood shut and or going from low setting to high setting or manually dialing up the boost setting once it got past the funky spot.
Wow, I started this thread?
Good info, btw.. Now I have to read.
No Ege, it was your alter ego
.So basically the larger MAF housing helps extend the range of the MAF voltage. MAF reads lower voltage with the same amount of air flow. It allows to run higher boost and a chance to introduce more fuel if the amount of air coming in is enough, right? So almost no benefits for a NA engine except a highly modded one.. My MAF never exceeded 4.5 so no benefits for me, for instance..
Stillen Stage-4 technically goes up to 7.5psi, right? does this help?
- Car
- car
I haven't read of a Stillen maxing out the MAF voltage, graph from JWT shows a relation to Pulse Width Duty cycle of the injectors as well as MAF voltage. I don't think this is seen a lot on FI VQ kits since most of them go away from the MAF when using the different EMs.
MAF tuning has it's good and bad just like MAP tuning does.
MAF tuning has it's good and bad just like MAP tuning does.
Remember that I am not using the Stillen piggy back ecu. Just the straight 510cc injectors with the stage-4 blower. Tadashi is yet to see me... so I wanted to know if I should add the 3" MAF before the tunning.
Will it hurt if I have it installed. If I don't gain, will I loose anything by having it installed? If not, I'm willing to take it off your hands.
Z1Performance
Member
The larger housing will allow the MAF to have a wider voltage span and not max out as quickly. This gives you more headroom for tuning. With my car, which has a fully built NA motor, fitting this larger housing allowed us to keep MAF voltage at a nice reasonable level, and gave us a ton more room to play with on the tune. For the FI guys with larger injectors, it also means your tuner has to do less injector scaling as well, which is a good thing