ZO6 maf or stock maf with ported ends???
02-10-2014, 09:19 PM
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ZO6 maf or stock maf with ported ends??? hey guys so i need some input here on which MAF is gonna be better for my WS6, as well as some input on reliablity.
1.which one would flow better the 85mm ZO6 MAF or a stock MAF with ported ends, ooorrrrrr a ZO6 maf with ported ends??
2.(for expert tuners) my factory stock MAF is junk, i tune via HP tuners, would a replacement MAF from advanced auto respond in the same fashion as the stock sensor? or would i be better off hunting down another factory sensor?
-Tom
1.which one would flow better the 85mm ZO6 MAF or a stock MAF with ported ends, ooorrrrrr a ZO6 maf with ported ends??
2.(for expert tuners) my factory stock MAF is junk, i tune via HP tuners, would a replacement MAF from advanced auto respond in the same fashion as the stock sensor? or would i be better off hunting down another factory sensor?
-Tom
Last edited by Blacklightning744; 02-10-2014 at 09:21 PM. Reason: typo lol
02-14-2014, 06:49 AM
#5
An untouched Z06 MAF flows over 900 CFM. Only in the wettest of their dreams will 99% of guys here see their engines ever pump that much air. SLP sells an 85mm MAF with a wiring pigtail to plug it into your car, and a silicone sleeve to hook connect to your ducting.
02-14-2014, 07:38 AM
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A wideband is for tuning in open loop, in closed loop such how I tune, one references the ltfts for correct a/r ratio. Either way my original maf is malfunctioning(throwing codes) which is why I posted this. A good maf should not be throwing codes even untuned I've never seen it happen.
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02-14-2014, 08:00 AM
#8
MAF codes are not a valid reason to replace the MAF. GM sells new wiring pigtails for the MAF. There have been enough connection problems at the MAF, causing codes to set, they made a new connector available with sealed splices to connect it. Just replacing a part due to a code is not usually the correct fix. Grounds, connections and other wiring issues are about as often the cause for DTCs as the part. A shop manual tells you codes refer to an issue with a given circuit, not at all necessarily simply the sensor or component. Not very likely the MAF is your problem. Heck, while watching the MAF grams per second on your scan tool, engine idleing, wiggle the connector on the MAF.
02-14-2014, 01:14 PM
#9
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+1 what Ed said...
a DTC is no excuse to replace a sensor... doing so you may find that the new MAF does not fix the problem (you spent time/money without achieving anything)... you have to use the service manual diagnostic "flowchart" that Ed mentioned to locate the actual cause of the problem (MAF wires are known to break, from the outside they look good; connector terminals are known to get loose; but you should not assume anything, work thru the flowchart).
The GM service manual is worth a lot more than the price that they charge for it.
a DTC is no excuse to replace a sensor... doing so you may find that the new MAF does not fix the problem (you spent time/money without achieving anything)... you have to use the service manual diagnostic "flowchart" that Ed mentioned to locate the actual cause of the problem (MAF wires are known to break, from the outside they look good; connector terminals are known to get loose; but you should not assume anything, work thru the flowchart).
The GM service manual is worth a lot more than the price that they charge for it.
02-14-2014, 01:18 PM
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Ported ends are bad news, they take you away from
stock calibrations. A Z06 MAF, at least you have a
good factory cal to use. If you have to rework the
table based on wideband indications, you are then
"lumping in" every other error in the system and pinning
it on the MAF, which is unlikely realistic.
Anything that isn't forced induction can probably use
the 85mm MAF despite its more limited air mass flow
range - you're not going to peg either one. So go for
a piece that doesn't demand you become an expert
overnight. That's Z06 (or descreened truck) MAF and
table, in my book (truck table, I have found more
realistic on my car before H/C/I, Z06 table was closer
after - but which truck or which Z06 also wants some
inspection, different models / years are cleaner or less
so, especially at the low end).
stock calibrations. A Z06 MAF, at least you have a
good factory cal to use. If you have to rework the
table based on wideband indications, you are then
"lumping in" every other error in the system and pinning
it on the MAF, which is unlikely realistic.
Anything that isn't forced induction can probably use
the 85mm MAF despite its more limited air mass flow
range - you're not going to peg either one. So go for
a piece that doesn't demand you become an expert
overnight. That's Z06 (or descreened truck) MAF and
table, in my book (truck table, I have found more
realistic on my car before H/C/I, Z06 table was closer
after - but which truck or which Z06 also wants some
inspection, different models / years are cleaner or less
so, especially at the low end).
02-14-2014, 01:22 PM
#11
TECH Senior Member
A wideband is for tuning in open loop, in closed loop such how I tune, one references the ltfts for correct a/r ratio. Either way my original maf is malfunctioning(throwing codes) which is why I posted this. A good maf should not be throwing codes even untuned I've never seen it happen.
Also, you have to watch out for dynamic switching/mixing between MAF and VE (so you would have to disable VE or carefully filter out transient conditions).
A new MAF is not as magic as it's cracked up to be.
