The UTEC is also capable of using a MAP sensor for the open loop mapping, its not the ultimate way of doing this, but will overcome the signal resolution issues without removing the MAF sensor for "Regular driving"

 

I'm glad that you disclosed that you had that done (Pro-M 80mm MAF). I was curious as to if anyone had bothered to consider this, and I see that Pro-Flow offers a Mitsu compatible configuration.

As far as the potential of the factory MAF, it would be interesting to have Pro-Flow put one on the bench and determine the practical limit of signal resolution.

 

Ted or Jack,
Let me be more direct, if I may...
Can the larger MAF be calibrated and used along w/ the Xede to "support" 550whp or am I better off getting the EMS or Autronics for "racing/drag" applications?

 

The larger MAF would be calibrated by Pro-Flow to match the response curve of the factory MAF. If done properly, the factory ECU won't even 'know' the MAF was changed. Any device with enough A/F retuning capability (e.g. Xede) can fine tune things from there, just as one would with a round of dyno tuning. 550whp is no problem for a Pro-M 80mm MAF.

 

I believe over 500 has already been accomplished

https://www.evolutionm.net/forums/sh...ight=stock+ecu

 

The factory MAF is fine until someone reaches a power level that shows the MAF incapable of metering more air. I don't know the diameter of the factory MAF, but it's likely comparable to similarly sized aftermarket MAFs where its ultimate metering ability is concerned.

 

Yes, it can be.. I use a aftermarket Pro-M MAF (rated at 600whp), their Karmann Converter, and their Remote optimizer, in addition to a TurboXS UTEC..

HOWEVER with that said, the cost of the components and the UTEC or XEDE can easily be similar to or more expensive than an EMS, plus you have to keep in mind that it will also take some time to get the "Curve" dialed in, since no matter how well its calibrated, it still operates slightly differently than stock, these are easy but time consuming adjustments though..

 

As far as getting 430whp on the gt30 turbos on pump fuel.... I dont think so. Maybe high 300s but not much higher on pump gas. I know I'm not testing the turbo's ability at 20psi, but to be honest anything much higher on pump fuel wouldn't be good anyway. I think 430-450 was the max on pump fuel for the gt35r. Beyond that I the compression would be too high I would think. I will only have 91 octane too, so i'm thinking 420ish. No way I could get 420 whp on a gt30 turbo on 91 ocatane.

 

FWIW, the XEDE monitors MAFin frequency so it's fairly easy to tell when/if the MAF is reaching its upper limits. Currently, the XEDE's current MAF scaling reaches its upper limits well before the MAF actually does. In a 480whp application (DD dyno), MAFin reaches 90%. For reference, at 300whp, it reaches 55%. The MAF does seem to lose a bit of linearity above 400whp but the response is repeatable and consistent so it does not pose a tuning problem with respect to output or consistency. An upgraded MAF is an easy fix to a problem that doesn't exist in any application I've seen yet.

Shiv

 

I have to concur, My upgrade was proactive, but I haven't really seen a need for it yet in my setup.. And it can be a little troublesome to setup (look up my blowthrough MAF thread and you'll see)

What it does help is give you some ability to adjust idle somewhat, base scaling, and if you use a blowthrough meter (As opposed to a drawthrough meter like stock) you can eliminate stalling and other weird issues you might get with the MAF and blowoff valves, or less restrictive intakes that can disrupt MAF airflow..

Oh and the UTEC also monitors MAF frequency, you can quickly see things like disruptions in airflow, anomolous readings, airflow bias due to aftermarket intakes, etc.. since the logged data can be graphed and can be compared with similar runs without those mods..

 

MJ, how much does the blowthrough MAF cost??

 

What's the highest traps(MPH) anyone has gotten using the stock MAF??

 

I'm going off of what these guys that have been tuning 4g63s for years say. They said just an SAFCII will be sufficient, so I'm assuming they aren't lying. What else would I need control over anyway... think about it. Timing is automatic via stock ecu tables. I only need to regulate AF. Would control over timing possibly help me perfect my power band? Maybe, but I doubt it's that big of a deal.

 

It was steep, around $600 for the setup.. I think it'll probably ultimately end up a little cheaper as more of them get out there, but the meter is pretty specific to the application I was using it for, likely the reason for its expense..

You do have other options, such as using a ramchargers maf-translator and a GM 3.5" sensor.. But the disadvantage of that setup is the calibration effort and finding a good AIT sensor that can replace the stock one built into the MAF thats scaled about the same.. But its about half the price if you want to make the effort..

You can also try to find a 2G DSM HKS VPC on Ebay which will work with very few mods, or a MAP-ECU (these are both speed density conversions) but they have the combined features of what the S-AFC or Emanage offers in addition to speed density. MAP-ECU is $800 and if you can track down a complete 2G HKS VPC complete its going for $500-$700

Anyone who has any electronics experience, I'd like to try to make my own inexpensive speed density conversion just to say It can be done cheaply..

 

On what platform (ECU, UTEC, etc..)? you may have been experiencing an anomoly with the tune more than the MAF..