Anyone running Dry using Progressive?
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I was inquiring about the Wizards of NOS Pulsoids in another thread, based off the exact reasoning Al previously stated, frequency vs solenoid compatibility. It does kind of help that Pulsoids are stated to NEVER wear out the piston and seal assembly, but that could be propaganda like any other.
I have seen the effects of having mismatched controller and noids, and it can cause some serious erratic firing issues.
I have seen the effects of having mismatched controller and noids, and it can cause some serious erratic firing issues.
I think mine was doing it because the nossle is so close to the MAF.
Mine is hidden so the nossle comes up thru the filter and is aimed right at the MAF.
We will be trying some different stuff when my car goes back together. I love the DRY set ups so we are going to stick with it as long as we can.
Anyone hit it with a 400 dry shot yet?
Mine is hidden so the nossle comes up thru the filter and is aimed right at the MAF.
We will be trying some different stuff when my car goes back together. I love the DRY set ups so we are going to stick with it as long as we can.
Anyone hit it with a 400 dry shot yet?
Biggest dry I know of was Vince on his 99 FRC with the FMS 408. He was spraying about a 320 or so actual rwhp. But all his dyno #s were on a Mustang dyno...loaded 
I sprayed about 300 worth on my old 383. It was great.
Problem is after about 750 rwhp total you either need to do something with the MAF or start increasing fuel pressure to get the extra fuel.
I think Vince was around 830 rwhp or maybe a lil more total and he was using a KB BAP to spike the pressure on his 60 pph mototron injectors after the MAF was maxed out. Seemed to work well enough.
I sprayed about 300 worth on my old 383. It was great.
Problem is after about 750 rwhp total you either need to do something with the MAF or start increasing fuel pressure to get the extra fuel.
I think Vince was around 830 rwhp or maybe a lil more total and he was using a KB BAP to spike the pressure on his 60 pph mototron injectors after the MAF was maxed out. Seemed to work well enough.
No these were stock LS1 MAFs.
I have yet to push a z06 style. How much more do you think you could get using a Z06 MAF? Say if 750 was the limit on a stock ls1 type...what would the Z06 go to?
I have yet to push a z06 style. How much more do you think you could get using a Z06 MAF? Say if 750 was the limit on a stock ls1 type...what would the Z06 go to?
I don't have my laptop handy and it has all my tuner stuff. Actually is quite a bit higher in the freq, what that equals in hp, at this point I don't know. I'll have to take a look and see what I can figure out, but a higher HP will certainly be attainable before running out again.
Robert
Robert
Originally Posted by 383LQ4SS
Biggest dry I know of was Vince on his 99 FRC with the FMS 408. He was spraying about a 320 or so actual rwhp. But all his dyno #s were on a Mustang dyno...loaded
I sprayed about 300 worth on my old 383. It was great.
Problem is after about 750 rwhp total you either need to do something with the MAF or start increasing fuel pressure to get the extra fuel.
I think Vince was around 830 rwhp or maybe a lil more total and he was using a KB BAP to spike the pressure on his 60 pph mototron injectors after the MAF was maxed out. Seemed to work well enough.
I sprayed about 300 worth on my old 383. It was great.
Problem is after about 750 rwhp total you either need to do something with the MAF or start increasing fuel pressure to get the extra fuel.
I think Vince was around 830 rwhp or maybe a lil more total and he was using a KB BAP to spike the pressure on his 60 pph mototron injectors after the MAF was maxed out. Seemed to work well enough.
Was your 750 with the stock fuel rails?
I'll be moving up to 60lbs this season and some billet rails hope its enough
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Oh brother....MAF Maxxing, I can see it now. I intend on hitting 200 to start, then going from there, tuning as I go. Would any of you mind filling me in on how to "transfer" the MAF function? Considering going to a Z06 MAF myself, but I assume the "LS1 Calibrated MAF" would defeat this purpose? Robert if you can fill me in here, or email to cat3n4@gmail.com I'd greatly appreciate it. Then, pending the MAF works beyond that power level, and new injectors get in, I could push the envelope some myself Thanks.
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Verdad Gallardo Actually it's very simple, as long as you have a tuner program available. You just bolt in the Z06 MAF, then in tuning section you can get the Z06 Maf table (6l truck is a better starting point) and you can copy/paste it in over your existing ls1 table.
I explained it a little sloppy. I'll try to clarify, however, I am not a tuning expert, and maybe Jimmyblue will see this and add where needed.
Ok, the Z06 can flow more air through the maf and this is read as Airflow [g/sec] at any given MAF freq. MAF table goes to 12000 and fail freq is 13500 at which point you'll get a code thrown. So, the Z06 can flow more at this max freq. (12000). Here are the stock airflow g/sec:
439.2 stock F-body
443.6 stock Z06
453.6 6L Truck
458.9 My current Z06 setting
Using the 6L truck airflow chart was my starting point, and generaly works well for slight mods, then I went on and tailored to the current 458.9 g/sec at 12000 freq. what this does is allows adjustments to be made in fueling because now at 12000 instead of reading the stock 439 g/sec it now reads 458 and adds the additional fuel, as long as you have bigger injectors.
So, in conclusion the maf's may read upto the same freq, airflow is maxed out sooner on the ls1 compared to the Z06 maf. I will ask Jimmyblue to comment and make more clear what I am trying to say/point out. I have only tuned a couple cars and basically know what I am doing, but trying to explain is a little difficult as there is so much to this tuning stuff.
Robert
I explained it a little sloppy. I'll try to clarify, however, I am not a tuning expert, and maybe Jimmyblue will see this and add where needed.
Ok, the Z06 can flow more air through the maf and this is read as Airflow [g/sec] at any given MAF freq. MAF table goes to 12000 and fail freq is 13500 at which point you'll get a code thrown. So, the Z06 can flow more at this max freq. (12000). Here are the stock airflow g/sec:
439.2 stock F-body
443.6 stock Z06
453.6 6L Truck
458.9 My current Z06 setting
Using the 6L truck airflow chart was my starting point, and generaly works well for slight mods, then I went on and tailored to the current 458.9 g/sec at 12000 freq. what this does is allows adjustments to be made in fueling because now at 12000 instead of reading the stock 439 g/sec it now reads 458 and adds the additional fuel, as long as you have bigger injectors.
So, in conclusion the maf's may read upto the same freq, airflow is maxed out sooner on the ls1 compared to the Z06 maf. I will ask Jimmyblue to comment and make more clear what I am trying to say/point out. I have only tuned a couple cars and basically know what I am doing, but trying to explain is a little difficult as there is so much to this tuning stuff.
Robert
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I got the basics Robert. I use HPT. Have you tried just transferring the 6L info over and using the LS1 MAF to see if its any different? Curious if its just the physical size, numeric values in the tune, or both that allows it to flow more air per Hz.
Originally Posted by CAT3
I got the basics Robert. I use HPT. Have you tried just transferring the 6L info over and using the LS1 MAF to see if its any different? Curious if its just the physical size, numeric values in the tune, or both that allows it to flow more air per Hz.
Dynamic Airflow lb min
Mass Airflow Hz
LTIT Gear
Idle Adapt (STIT)
And a couple more.
Then plug these into the RAF/MAF Spreedsheet for a baseline starting point.
Robert
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Robert, here is an issue I have. I have an 85mm Pace Z06 MAF that was "factory calibrated" for the F Body. Right now, the functions are way out of line, I plug it in and the car wont idle, or run for ****. So, barring the MAF having a defective issue, using this copy/paste do you think it would work? I think the MAF itself is scrap though, since it used to work on my buddies WS6, then after a year of sitting (after a hydrolock incident) I plug it in and no good.
Originally Posted by CAT3
Robert, here is an issue I have. I have an 85mm Pace Z06 MAF that was "factory calibrated" for the F Body. Right now, the functions are way out of line, I plug it in and the car wont idle, or run for ****. So, barring the MAF having a defective issue, using this copy/paste do you think it would work? I think the MAF itself is scrap though, since it used to work on my buddies WS6, then after a year of sitting (after a hydrolock incident) I plug it in and no good.
Robert
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I have the RAF 1_2 from RedHardSupra, if thats the same. Do you have a 6.0L table you could email me, I am guessing it will have to be just the cut portion (my HPT I have 00/02 F bodies no truck stuff)? cat3n4@gmail.com
I have Raf/Maf calibration spreedsheat v1.33 and can't figure out how to get it to you. It gets downloaded into MS Excell and I can't remember who the author was. Bur it has all the maf numbers in stock to choose from.
Robert
Robert
Originally Posted by spanktu
if you have a 98 car there is no use going to a Z06 style maf because
the 98 pcm's dont read a high enough freq. to make it worth while
the 98 pcm's dont read a high enough freq. to make it worth while
Robert
here is the reason why you should not do it
"The 97-2000 maf says that 11,250hz is 428.52 gms/sec of airflow. Well, the new 2001+ maf will say that 11,250hz is 359.16, which means that on a 97 or 98 year model car, your maximum measured airflow will drop by over 68gms/sec (from 428 to 359). This is why for '97 and '98 year models you should buy a recalibrated maf, or do not do this mod at all! 1999 and 2000 model cars will have the extended maf table up to 12,000hz and their ceiling will remain within the same threshold as it was stock."
11,250 is maximum for a 98 car
"The 97-2000 maf says that 11,250hz is 428.52 gms/sec of airflow. Well, the new 2001+ maf will say that 11,250hz is 359.16, which means that on a 97 or 98 year model car, your maximum measured airflow will drop by over 68gms/sec (from 428 to 359). This is why for '97 and '98 year models you should buy a recalibrated maf, or do not do this mod at all! 1999 and 2000 model cars will have the extended maf table up to 12,000hz and their ceiling will remain within the same threshold as it was stock."
11,250 is maximum for a 98 car
Originally Posted by spanktu
here is the reason why you should not do it
"The 97-2000 maf says that 11,250hz is 428.52 gms/sec of airflow. Well, the new 2001+ maf will say that 11,250hz is 359.16, which means that on a 97 or 98 year model car, your maximum measured airflow will drop by over 68gms/sec (from 428 to 359). This is why for '97 and '98 year models you should buy a recalibrated maf, or do not do this mod at all! 1999 and 2000 model cars will have the extended maf table up to 12,000hz and their ceiling will remain within the same threshold as it was stock."
11,250 is maximum for a 98 car
"The 97-2000 maf says that 11,250hz is 428.52 gms/sec of airflow. Well, the new 2001+ maf will say that 11,250hz is 359.16, which means that on a 97 or 98 year model car, your maximum measured airflow will drop by over 68gms/sec (from 428 to 359). This is why for '97 and '98 year models you should buy a recalibrated maf, or do not do this mod at all! 1999 and 2000 model cars will have the extended maf table up to 12,000hz and their ceiling will remain within the same threshold as it was stock."
11,250 is maximum for a 98 car
Robert
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Robert, I am not sure how, but as I started transferring my 2000 .bin to a 2002 (so I can update the operating system and gain some tuning leverage like advance or fueling vs IAT ) I noticed my 2000 MAF at 12,000Hz, has 461 or something. WTF is up with that? I might have accidently done this b/w predator/edit and learning HPT, although I would think its more of the first two.