Want to eliminate your MAF?

[joeymia]

MalibuJack mentioned maftpro.com a while back in one of his posts. I did little research and their new product can eliminate the MAF all togther! It will be able to use Speed Density using a GM 3 or 5 Bar MAP Sensor or you can replace the existing MAF and get a larger 85mm GM MAF. The GM MAF can work in a Blow-Through Configuration. They will have a plug and play harness for the Evo8 ready in a 1-2 weeks. I will be getting this unit as soon as they are done with the harness. Has anyone used this production before on a DSM?

Here is the product INFO from their site.

MAF TRANSLATOR PRO FEATURES:

Triple Threat Tuning:
Air/Fuel Computer mode: This mode works extremely well for tuning all types of vehicles and is used to modify the airflow signal to tune the vehicle. The airflow sensor signal from the MAF or MAP sensor are tuned via the Translator Pro's sophisticated 3D mapping algorithm allowing full tunability using the front panel keypad or Windows(TM) PC using the provided software. There are 12 rpm points and 3 different load tables, all adjustable in 1/2% increments. This means more precise tuning than competitive products!

MAF Translator Mode: Llets you replace a restrictive or failing MAF system with another style or size of sensor. We have built in calibrations for popular and highly accurate GM MAF sensors up to 85mm that will now work on any car originally equipped with a MAF sensor. Reducing MAF sensor restriction by upgrading the MAF dramatically improves turbo spool time and horsepower and sensor range.

Speed Density Mode: Is the ultimate in bolt-on tuning mods! The Translator Pro performs a true speed density calculation to determine engine airflow, allowing the user to remove the MAF sensor and use a GM 3 or our 5 bar MAP sensor. Allowing tuning by RPM and boost, the Translator Pro is pre-configured with base maps for most popular applications to get the user up and running quickly, just select the base map, injector size, and go!

Basic Adjustment Modes:
Here is a basic overview of some of the things you can do with the Translator Pro. There are many more adjustments and options not listed here yet, watch this site for future updates that will be added soon.

Setup:
Mainscale: adjusts the entire range by the same %
V-Out1 set: Setpoint for V-Out1
V-Out2 set: Setpoint for V-Out2
Afterstart: Enrichment for the first few minutes of engine run time
Lo Load Pt: KPA for the Lo Load User tunes
Mid Load Pt: KPA for the Mid Load User tunes
Hi Load Pt: KPA for the Hi Load User tunes

Boost Control:
TPS Spool - TPS voltage to enable boost system, during Spool solenoid is on 100%
RPM Spool - RPM to enable boost system, during Spool solenoid is on 100%
TPS Start - TPS voltage above which the system controls the boost psi
PSI Start - Boost psi where the system switches from spool (100%) to DC% start
DC% Start - Solenoid DutyCycle that is used once the boost exceeded the Start PSI
PSI Set - Desired boost
PSI Aux - desired boost when the Aux Trigger input is energized
Gain - the speed that the Dutycycle will be adjusted to maintain the desired boost.

WOT AFR Tracking: Min TPS - TPS above which the AFR tracking is enabled
Min RPM - RPM above which the AFR tracking is enabled
Min MAP - Manifold pressure above which AFR tracking is enabled
Lean Lim% - The maximum % that the system will lean out to maintain the desired A/F
Rich Lim% - The maximum % that the system will richen up to maintain the desired A/F
Gain - The speed that the system will try to maintain the desired A/F ratio
AFR 2000R ... AFR 8000R Desired A/F Ratio at each RPM from 2000 RPM to 8000

Air Temp:
Air temp correction, setting is added to the regular system tune value. Note this adjustment is in addition to the Speed Density algorithm's temperature compensation. Additional adjustment can be required to adjust for atomization characteristics of injectors, or heat-soak conditions.


Aux Triggered:
At each RPM point, the set tune percent is added to the system tune when the Aux Trigger input is energized. The desired AFR tracking value is modified as well so the AFR tracking will change by the Aux Trig setting.

Tuning modes:
RPM Table Choices for Fuel and Spark tuning:
400, 800, 1200, 1600, 2200, 2800, 3400, 4000, 4600, 5200, 5800, 6400, 7000, 7600

Spark timing Low load (idle, cruise)
Spark timing High load (high load, WOT)
Spark timing only available for certain application and additional software may be needed

Fuel Tune Low (idle)
Fuel Tune Mid (cruise)
Fuel Tune High (WOT)
Adjustable + or - 64% in ½% steps according to RPM table in each load point

Boost control with base boost gain TPS threshold and RPM point setting for total boost control in turbo applications. Needs new GM boost solenoid

User tune values, load points are determined in the Setup page. These settings are blended between RPM and load points and added to the System Scale, Air Temp, and Aux Trigger settings.

Tune Response:
TPS1 - Amount of enrichment that occurs on a throttle transition ("tip-in").
TPS2 - Rate that the TPS enrichment is applied and removed.
TPS3 - not used
TPS4 - not used
MAP1 - Amount of enrichment that occurs on a positive MAP sensor change ("tip-in").
MAP2 - Rate that the MAP enrichment is applied and removed

Sensor Monitor & Datalogger:
The Sensor monitor page is used to view various sensor and signal values. Each button toggles one of the 4 viewed valuse through the following list.

RPM - Engine RPM
MP - Manifold presure (KPA)
DC - Density Compensation (Speed Density Airtemp correction factor)
AFL - AirFlow, Speed Density calculated Grams/Sec
AFI - Airflow Input, If a MAF is connected.
VE - Volumetric Efficiency, from the Speed Density algorithm
FI - Frequency input value
FO - Frequency output value
UT - User Tune. Combined System Scale, AF Tune, Airtemp, and Triggered adjustments
TPS - TPS sensor value
BD - Boost Dutycycle
MT - Manifold Temperature
O2 - Voltage reading on O2 sensor input
FE - Flow Error. If a MAF is conected, this is the % dif, MAF and Speed Density
ASC - Afterstart correction
AFR - A/F Ratio, if a wideband is connected.
CF - Wideband tracking Correction Factor
TAF - Target A/F Ratio


For more information on the latest news/downloads, please visit: http://www.maftpro.com/info.shtml

[dryad001]

I'd like to see a price on that. Plus how will fuel mapping work?

[joeymia]

Originally Posted by dryad001

I'd like to see a price on that. Plus how will fuel mapping work?

MSRP is 399... You need a MAP sensor and a harness. Its actually pretty cheap for all the stuff it does. I was just wondering if anyone knows someone who has one in a DSM.

http://www.fullthrottlespeed.com/ite...RO~eq~~Tp~.htm

They told me today the have one of these working on a evo8 right now. The only thing they need complete is the PNP harness.

[dryad001]

There is a guy local to me that I raced that had one in a 2g dsm, but I don't know what company it was from.

[joeymia]

I have been having a ton of problems with my MAF readings since I stuck a screw driver thru the bottom of it I am so tempted to pick this thing up. I am sure I can construct a harness fairly easily. But they said 2 weeks and it will be PNP for the EVO8. Speed Density converted to a MAF signal or I can just run a 3.5 GM MAF in a Blow-Through configuration. If it works like advertised I don't think this setup can be beat.

If the guy from Full Throttle I spoke with today see's this post please leave your 2 cents

[dryad001]

Just kind of browsing their site. I have a couple of questions. Is there a way I can just get the MAF translator to just change out to a GM MAF on the UICP without all of the other options available, obviously I don't need another fuel tuning tool. I can't wait to see what MJ has to say.

[dryad001]

Oh wait, it looks like their is 3 different modes that you can either select from. Looks like the MAF translator mode is the one we will be getting since the UTEC still needs a type of MAF Hz to allow for fuel tuning, right? Unless their Speed Density mode will calculate this and then send the signal through the harness to the UTEC. Seems to me thats all you really need. Ahh, I have too many questions and they don't have a phone number.

Please let this work without a hitch.

[joeymia]

Originally Posted by dryad001

Oh wait, it looks like their is 3 different modes that you can either select from. Looks like the MAF translator mode is the one we will be getting since the UTEC still needs a type of MAF Hz to allow for fuel tuning, right? Unless their Speed Density mode will calculate this and then send the signal through the harness to the UTEC. Seems to me thats all you really need. Ahh, I have too many questions and they don't have a phone number.

Please let this work without a hitch.

Here is what I understand. This product can be used 2 different ways to eliminate the stock MAF. As most of already know the stock MAF is restrictive above 350whp. The first method is you can remove your existing MAF and replace that with a 85mm GM MAF. You can then go ahead and install that MAF in either a draw through or blow through configuration. The method which is the one I am leaning towards is using a GM 3 bar MAP sensor. The translator will take the MAP signal and convert that to a usable MAF Hz reading that our ECU can understand. If this product works as advertised there are going to be a ton of happy people on this forum. Their price is a amazing and it eliminates the need to go to a fully standalone product like AEM. UTEC and this will be a killer combo!

[MalibuJack]

I was also told that it can use a Ford MAF if you want to spend the time calibrating the analog input..

But to currently use this with the UTEC it just needs to be set up before the UTEC.. The output the MAFTPRO provides is compatible with the stock ECU.

Its pretty feature rich, and almost a shame to get all those widgets to only use it for speed density or blowthrough conversions..

Keep in mind the least expensive option is the speed density mode.. $399 for the unit, a few dollars for the MAP harness, map sensor, AIT sensor, plug and play harness, etc.. so its still almost $600

using a GM MAF in place of the MAP sensor is about $200 more or so..
and a Cobra MAF would probably be about $250+ more... also the time involved in creating a calibration file for it.

I hate to say this, but from a price standpoint, the speed density is the most cost effective.. This can really help the guys with reflashes the most since it offers things that will compliment the MAF, like CAS Offset, MAF offset, boost control and speed density..

For me, it has more features than I'd use, so it seems like a shame.. Same reason I stayed away from the ECU+, because it has more features than I need.

its the KISS principal, only get the hardware you need to do the job.. However the MAFTPro probably is the least expensive option..

Look at it this way, if your really looking for speed density, you have that unit, numerous standalones, the older HKS VPC for the 2G DSM (works with the stock ECU), and the MAP-ECU, which also works with the stock ECU.. Of all of them the MAFTPRO is cheapest..

The best option is that TurboXS makes the MAF input configurable so you can use a third party MAF/MAP sensor, and AIT sensor.. The UTEC already has all the other connections for the input needed to function as a translator or speed density conversion with the right software.. In fact, the UTEC isn't even the issue, since TurboXS can determine what they want to do with the signals.. Its the output to the stock ECU to keep it happy and allow closed loop idle and driving to work right..

I've suggested a few things in another post.. Such as being able to run a GM MAp sensor in place of the stock Baro sensor so you can remove the sensor and run the GM sensor in place of it.

[dryad001]

I want to know what is all included for the 399, is it just the control unit/box or will it come with the map sensor, ait, harness? Im guessing it wont.

But I agree with you jack and the unit does offer some great features that are already available with the utec. But it's might be nice to have those features just in case the utec takes a dump and your in the middle of nowhere.

[joeymia]

Why can't TurboXS come out and say that if they will support a MAF/MAP other than stock.... Can someone from TurboXS please just let us know if it will ever happen and if so when? I am about to buy this because I am sick of the erratic MAF readings and I got a few bent honeycomb sections on my MAF. Also its fun to tinker with new stuff

From a price standpoint this is cheaper than going with AEM or any other standalone with Speed Density. I already have the MAP sensor and I am sure I can find a MAF plug somewhere in my Dad's garage. BTW GM/Ford MAF sensors can be found on ebay real cheap. I would go with a Blow Through config but I am concerned about the Alky Injection. Moisture+MAF could cause erratic behavior

[MalibuJack]

Don't sweat the alky.. The blowthrough unit goes before the alky injection sprayer after the DV flange..

[dryad001]

Originally Posted by MalibuJack

Don't sweat the alky.. The blowthrough unit goes before the alky injection sprayer after the DV flange..

Huh? Why would you want the alky injector close to the TB? The alky/meth/water wont have enough time to atomize. My injector is right after the IC.

[MalibuJack]

It atomizes almost instantly, as long as your not spraying it directly onto the throttle plate it won't pool..

Alky water alcohol injection installation question

A thread I came across on it.. Which didn't say anything definitive, but it depends on your preference, My preference is I want it to absorb as much heat as possible before being ingested by the engine.. Not give it time to evaporate and then absorb more heat.

I think I read somewhere that the different locations had different characteristics, but I don't recall where I saw that.

[joeymia]

Originally Posted by MalibuJack

It atomizes almost instantly, as long as your not spraying it directly onto the throttle plate it won't pool..

Alky water alcohol injection installation question

A thread I came across on it.. Which didn't say anything definitive, but it depends on your preference, My preference is I want it to absorb as much heat as possible before being ingested by the engine.. Not give it time to evaporate and then absorb more heat.

I think I read somewhere that the different locations had different characteristics, but I don't recall where I saw that.

I have always been told with methanol you want it as far possible from the TB but after the intercooler... Absorbs a ton of heat as it atmoizes.