First, I'm not getting rid of my Xede. It works perfectly and I think it is the best piggyback on the market for applications up to 525whp/450wtq (dynojet). Fortunately, I am making more power than that and I need to address the limitations of the stock MAF in order reliably make more power.

I am looking to install a GM Maf on my Evo as I am at the absolute limit of the stock maf in terms of durability (see photo below), not to mention it metering limits. I don't want to spend a ton of money and I can get a MAF Translator for $199 and a GM Maf for less than $130.

Questions:
1. Couldn't I just install a GM MAF and a Maf Translator (or more expensive MAFT Pro) and "set it to zero" and just continue using my Xede to control fuel? Would there be wiring/signal conflicts?

2. Could you package together exactly what I would need to try this out?

3. When using MAFT Pro to convert to speed density, what is the largest size injector that you could run on an Evo?

If the Xede/MAF Translator works, it would be the most comprehensive OBDII compliant system that works for extremly high output Evos. I am aware of the possible problem of two many devices wired together (Trinababe ran into this issue and went to an AEM), but I am willing to try.

Photo of what happens to the stock MAF honeycomb at 539whp/491wtq:

 

Why don't you want to run a full speed density? Im figuring a blow-through type set-up will have the same ill effects. Granted the GM MAF is larger and more precise.

Not really sure on how the Xede works (coming from a UTEC background) and it seemed that the utec would have an anomole (sp?) of the maf hz readings and it got a little tricky to tune sometimes. When I installed the maftpro with the utec the hz reading were very linear.

 

I'm keeping all my options open. If I go with this approach, I could get the maftpro I could do either the GM Maf or the speed density. If it all adds up to too much cash, it won't be worth it compared to the cost of full stand alone ecus.

 

you can just use your xede to control fuel and use maft to translate your biggie gm maf. all the stuff should be avail from ttp, or you can try to find a cheaper maf on ebay. you also need connectors which are avail on ebay.

i think the largest injector is a matter not of scaling but of how much idle tuning can be done. i'm not familiar with xede's idle tuning capabilities, but injector scaling is just an offset value from the stock setting, however you can't scale them too much, as injectors can't react infinitely fast... so in the case that you get such a problem... you just take out the fuel and have a mismatched injector scaling factor.

 

IMHO you are better off running speed density. At that airflow, a mass airflow sensor is like licking your finger and putting it to the wind!

 

Smoggie,

Your cheapest alternative would probably be to look at an ECU+. It has almost the same features as XEDE. However, it also has the MAF translator included as a standard. You can run a GM 3" or 3.5" blow through set up. Mach V is the sole distributor. check it out at www.ecuplus.com

 

is THAT why ls1 powered vettes make near 1000 or more hp on the stock maf?

 

I don't believe that peak power was the issue, but lack of airflow at idle. You can make a ton of power on the corvette MAF, but that doesn't mean you can make a 2.0 liter I-4 idle with aggressive cams with one.

-Paul

 

Questions:
1. Couldn't I just install a GM MAF and a Maf Translator (or more expensive MAFT Pro) and "set it to zero" and just continue using my Xede to control fuel? Would there be wiring/signal conflicts?
Yes, but it would be like buying an FQ-400 to put 87 in the tank for the daily gridlock commute. All those features go to waste. I have not looked at an X e d e wiring diagram, but it is likely they share some taps and inputs.

2. Could you package together exactly what I would need to try this out?
I can package anything you want.

3. When using MAFT Pro to convert to speed density, what is the largest size injector that you could run on an Evo?
Like trinadex stated, as long as you can get them trimmed enough to idle, you can use them. I would say 880-1000cc.

If the Xede/MAF Translator works, it would be the most comprehensive OBDII compliant system that works for extremly high output Evos. I am aware of the possible problem of two many devices wired together (Trinababe ran into this issue and went to an AEM), but I am willing to try.
I want to be politically correct here, but Trinababe's stuff was a mess. I saw no reason why the combination was not working. The questions being asked told me that the user was "lost". This is why you buy these units from us, you get the tech support, latest firmwares and help you need to get it running correct. Trinababe was impatient and removed it due to frustration and inadequate tech assistance. Trinababe bought it elsewhere.

 

Thank you very much for all of your input, especially T&TP. There are a combination of challenges to be overcome when trying to push 550 to 600whp and 525 to 550 wtq. For me, I need to make sure that the MAF I use can measure air accurately at these hp levels and I also need to make sure I can supply enough fuel. So, my two problems are very easily solvable. I already have about 1/2 half of AMS's 1200hp fuel system installed (injectors, fuel rail, fpr, upgraded fuel lines in the engine bay, Walbro 255 in the gas tank) and only need to add the second (external) Walbro. I also need a MAF that will not disintegrate (see photo of screen above) at super high hp levels. I am not completely counting out the full features of the MAFT Pro. I'm just taking one step at a time. I'll let you guys know how it goes and what direction I'm taking as soon as I know myself.