I actually sent him a PM to that effect, to baseline my MAF sensor, and a speed density calibration.. since I already have all the data to closely reproduce it. I have to wait to hear from him.. Not sure he's really in a position to do that for us though.. Its just way off, (the signal is roughly 30% higher than a DSM calibration) which is why your airflow values are so low and causing the car to run lean.

I actually know almost by heart what the stock MAF curve looks like on the Evo with stock boost levels, at idle its around 30hz, and at 21.5psi its around 1960hz at redline, but the curve is not linear whatsoever and you have to play within the window to avoid the fuel cut, maf cut and boost cut...

 

I richened it up a bit to where I like it. Acceleration etc.. is nice and smooth with no hesitations. The only problem is the timing is going to be messed up since the MAF signal is low. Like you had explained earlier. The reflash I am getting will take care of that tomorrow. These guys have a few cars running 11's with just a safc and the reflash so I should get good results. Its much easier to get it working how I wanted to the how the stock ecu works. I have no where near enough data to tackle that task

 

Well, knowing the DSM calibration is roughly 25% (leaner) different once your over idle, you can actually get away with using 25% larger injectors.. That was the old school way of avoiding fuel cut, but it fouls with your timing as your already seeing..

 

Jack, every one of your posts makes the assumptions that none of these factory ECU limitations can be altered. Jestr will own that ECU, remove the limitations and REPROGRAM THE TIMING TABLES MUCH LIKE THE UTEC. Keep that in mind. Oh and yes I have hit 2126HZ on the stock turbo, did you know that table by heart? Stop scaring the guy and let him get it worked out.

 

Thank god your here jack!! so your saying once you can get the MAF signal to read like normal it shouldn't be a problem tuning with the utec? if so, how hard is it to get back to stock reading? can a base map be made? jack you know how bad i want this setup, im not going to dump the utec.

 

I was referring to just installing it and not getting a reflash.. I already spoke to him about the reflash part of it..

But point I was making is you DO need a reflash to alter those settings if you don't end up using the UTEC..

And I've hit over 2100hz approx also when I had the stock airbox.. when I swapped to the buschur cone filter and intake pipe, it was obviously lower..

 

That is correct, once there is a calibration for the Evo that closely matches the stock MAF curve, then its just an additional tool to use with the UTEC.. Even with the 2G DSM curve you can do it (I did for 6 months) but the MAF readings are fairly low and cause the car to run lean without adding about 15%-25% back to the curve through the midrange and high rpm..

I don't mean to alarm anyone.. I was only pointing out that more work needs to be done with the MAFTPro so the output more closely matches the stock MAF curve for the Evo..

 

I find that amazing... The conical filters add 5% more fueling due to the additional MAF HZ the open filament noise creates. I think you have it backwards. I hit a max of 1956HZ at full maximum boost the turbo would put out, until I swapped out for the Injen intake.

 

I didn't mean to generate any alarm.. But I'm also not a huge fan of reflashes because their not something I can readjust as my needs change. I have 3 distinct tunes on my car for different purposes..

In his case, after talking to him, I actually recommended to him that a reflash will work for his needs, assuming only minor adjustments would be needed in the future, then the MAFTPro can be used to make those adjustments.. Its alot like the Reflash-SAFC combo in that sense..

 

Nope, it runs leaner (lower frequency) and the signal is also "Choppy" due to turbulence in the MAF which can cause it to be rich at times, and lean at other times making tuning a little inconsistent.. But generally it was about 10% lean in the midrange, and around 5% leaner at upper RPM.. Its the sole reason for HP gains on untuned evo's with the intake and filter only..

And most intake pipes are larger diameter than stock which decelerates airflow through the MAF slightly..

 

"Control Freak"
I hear ya... I felt like my arms were tied without the SAFCII.

This product sounds like it offers a lot more that SAFCII like features though. Boost Control!

This was not a guess BTW Jack... It is fact based. I know for a fact I have more datalogging equipment permanantly hooked up to my car than you . I still stand by a 5% higher MAF signal reading with a conical intake over the stock airbox which creates a RICH condition. Al Friedman confirmed this even though I don't care for the guy.

I log:
lambda
wideband a/f
rpms on 3 different units
EGTa
knock voltage
Boost via medical grade AEM boost sensor
lbs/min airflow
ignition timing advance
injector duty cycle
link electrosystems knocklink led voltage output logged
SAFC knocksums
MAF HZ
Peak RPMs
Peak Boost %

Using a few of these monitors I came to a factual conclusion.

 

Oh no doubt, it has alot of features, somewhat like the ECU+ from a feature standpoint.. I wouldn't be surprised to see the ECU+ Follow this up with a speed density option (They just recently began offering a GM MAF option)

But anything that alters the MAF reading and CAS reading will require a reflash to eliminate the ECU based limitations, plus there is only a range of adjustment you can make without throwing P0300's with timing changes, or running out of adjustment in the MAF offset (Injector scaling for instance if its not done in the ECU)

 

I personally think the MAFTPro has features that would make it a really amazing addition to the UTEC.. AFR Target is a good example.. the additional logging, Triggers and outputs, and if you can use the boost control for something like controlling your Meth Injection instead of boost.. Plus its fixed control of idle MAF and tip-in will allow you to tune around big cams..

 

Interesting you mention injector scaling. Someone I know can do this via reflash also.

 

I actually log the same data except for the SAFC knock sums because I don't use an SAFC any longer.

Anyway, for an Air filter only, it had very little impact but it was leaner.. but with the intake pipe, the entire curve was leaner.. What you see on your car actually seems contrary to any other data I've gotten on quite a few cars..