Maxed out MAF, now what?
06-23-2008, 07:30 AM
#1
Maxed out MAF, now what? I have been street tuning my 416 and noticed that when I go back to my MAF tune from SD I loose a couple of tenths. I finally logged my MAF cyl air along with Hz whick is hitting 11,800 and found out that I am hitting 500 g/s at around 5,000rpm. The fuel still looks good but it is like the MAF is a restriction now. My MAP KPA also starts at 101 and goes down to 97/98 by 5,500. I have the stock Z06 85mm MAF. So now what? Will a 100mm MAF solve my problems? I am switching to a cam that is going to flow alot more air so this problem is only going to get worse. I don't want to run straight SD due to the temp changes around here.
06-23-2008, 12:58 PM
#3
Another option would be to add a resistor to your current MAF to lower the scale or run a calibrated 85mm F-body MAF and rescale your MAF table. With an F-body MAF, you will not peg the MAF scale until closer to 600 rwhp.
I was running a stock Z06 MAF on my 508 rwhp LS1, but I was almost pegged in airflow. When I added my dry nitrous, I had to go back to an SLP 85mm MAF. It gave me about another 100 grams per second of airflow potential. Just an FYI.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
06-23-2008, 03:33 PM
#4
Thanks. I may just go CLSD in the long run. I priced out an 04 GTO IAT sensor and connector today. I read it had better resolution and reaction and was the ticket for SD. It is about $40 and I still need a grommet and PVC pipe. I am just going to delete the MAF for right now and see what happens. I want to make sure there is an actual gain before I spend $50.
06-23-2008, 03:55 PM
#5
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Only I you must rely on the MAF. With speed density closed loop, you can run way past this limitation.
Another option would be to add a resistor to your current MAF to lower the scale or run a calibrated 85mm F-body MAF and rescale your MAF table. With an F-body MAF, you will not peg the MAF scale until closer to 600 rwhp.
I was running a stock Z06 MAF on my 508 rwhp LS1, but I was almost pegged in airflow. When I added my dry nitrous, I had to go back to an SLP 85mm MAF. It gave me about another 100 grams per second of airflow potential. Just an FYI.
Another option would be to add a resistor to your current MAF to lower the scale or run a calibrated 85mm F-body MAF and rescale your MAF table. With an F-body MAF, you will not peg the MAF scale until closer to 600 rwhp.
I was running a stock Z06 MAF on my 508 rwhp LS1, but I was almost pegged in airflow. When I added my dry nitrous, I had to go back to an SLP 85mm MAF. It gave me about another 100 grams per second of airflow potential. Just an FYI.
Well put Patrick. I guess what I was trying to say is the computer can only read so much of a MAF signal before the signal will exceed the computer's capacity to read it.
