LPE 100 mm MAF
69LT1. I appreciate your more recent post.
The Pro-M racing (entity that calibrates Mass-flo's sensors) 85mm MAF calibrated for 30 lb/hr injectors is NOT pegging out in my application, it max's out at ~740 SCFM.
My next statement is important. Given my set-up with the 85mm MAF was not pegging out, how you ask do i see a gain when i increase the size of the orifice?
Simple. The sensor itself is the constriction and doesn't allow the flow to be as high as it would be without it. Neither case am i flowing more than 740 cfm.
This explains the increase from 535 to 573 SCFM in the head to head comparison.
Conventional knowledge says 38 SCFM * .69 = 26, is worth 26 HP. But at 5500 RPM the data shows 45 SCFM diff, leading to 31 HP.
"2 MPH in the 1/4 not a very good measure. Was the DA exactly the same? Was the 60 ft the same? Tire spin will increase the MPH." Conventional knowledge says 10HP / Mph in the range of MPH i'm in and the weight of my car (it's not linear i know so don't extrapolate). 1/4 mi mph is good estimator of HP/weight with street tires. However there, i had an automatic with the carb and turned 109, and went to a manual along with the EFI and still ran slower MPH. so that 2 mph diff is really like 3-4 mph (30-40 hp). It's not my shifting ability either with manual tranny, before i had the automatic in there, the engine had less hp and I turned 108 with the borg warner T10 4 speed.
The Pro-M racing (entity that calibrates Mass-flo's sensors) 85mm MAF calibrated for 30 lb/hr injectors is NOT pegging out in my application, it max's out at ~740 SCFM.
My next statement is important. Given my set-up with the 85mm MAF was not pegging out, how you ask do i see a gain when i increase the size of the orifice?
Simple. The sensor itself is the constriction and doesn't allow the flow to be as high as it would be without it. Neither case am i flowing more than 740 cfm.
This explains the increase from 535 to 573 SCFM in the head to head comparison.
Conventional knowledge says 38 SCFM * .69 = 26, is worth 26 HP. But at 5500 RPM the data shows 45 SCFM diff, leading to 31 HP.
"2 MPH in the 1/4 not a very good measure. Was the DA exactly the same? Was the 60 ft the same? Tire spin will increase the MPH." Conventional knowledge says 10HP / Mph in the range of MPH i'm in and the weight of my car (it's not linear i know so don't extrapolate). 1/4 mi mph is good estimator of HP/weight with street tires. However there, i had an automatic with the carb and turned 109, and went to a manual along with the EFI and still ran slower MPH. so that 2 mph diff is really like 3-4 mph (30-40 hp). It's not my shifting ability either with manual tranny, before i had the automatic in there, the engine had less hp and I turned 108 with the borg warner T10 4 speed.
Were talking about airflow and nitrous artificially/chemically adds more oxygen without needing more airflow.
How do yo think nitrous allows you to burn more fuel??
Last edited by SweetS10V8; Feb 28, 2010 at 07:42 AM.
It was in response to 69LT1's comment:
"...it only needs what it needs if its a non-FI engine"
It was an example to shed light on the issue at hand.
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I just went out and did a quick experiment.....
Garage thermometer - 95*F
85mm Truck MAF - 95*F
LS3/LS7 Card MAF - 108*F
Lingenfelter 10mm MAF 108*F
Interesting......are they off or do they use a different calculation for the temp??
Garage thermometer - 95*F
85mm Truck MAF - 95*F
LS3/LS7 Card MAF - 108*F
Lingenfelter 10mm MAF 108*F
Interesting......are they off or do they use a different calculation for the temp??
Last edited by SweetS10V8; Aug 1, 2010 at 02:41 PM.
I used a breakout harness on the the vette and relocated the IAT and noticed about a 10-13deg drop in temps as well.
DJ
"Breakout harness"? Never heard of it, link? LPE has a "plug and play" harness but it doesnt say anything about correcting the IAT.
Im assuming breakout stands for "Doesnt use MAF IAT, and you have to add your own sepreate one"??
Im assuming breakout stands for "Doesnt use MAF IAT, and you have to add your own sepreate one"??
I bought the one for my 09 vette from caspers. Basically it plugs into the Maf connector and seperates the MAF signal and the IAT signal. Three wires go to the card maf and two wires go to a standard IAT connector. Plug and Play.
A number of companies make them.
DJ
A number of companies make them.
DJ
I just tweaked my intake air temp spark table so I don't get timing pulled for no reason.
HP Tuners said they are looking into giving us the table for the Gen III OS's but I am not holding my breath
HP Tuners said they are looking into giving us the table for the Gen III OS's but I am not holding my breath
I can see how you can do that with a log, but what else does the IAT sensor affect as a part of the calculation in other fueling tables?
A point worth making... MAF calibrations are much more tolerant of the heat soak that the IAT sensor generally suffers from vs. SD. When the IAT heat soaks in a SD car, it makes the car lean on startup and until the sensor sheds the heat. This can make for rough hot starts and rough running until closed loop takes over and then the sensor cools. WOT is less affected than low air velocity due to the OEM bias table. Large cam cars that are SD (and high DCR setups it seems) are less tolerant of the lean hot starts. If they are really bad, relocating the IAT into the bumper where it sees outside air temps at all time will make a huge improvement. There are numbers/science tuners that disagree, but modeling heat soak in a sensor in the existing confines is nearly impossible, and the results don't lie. Eliminating heat soak and measuring outside temps results in much more stable and accurate fueling in those cases. The same big car would typically care less about the heat soak if it were running a MAF.
