Please explain

So thats all thats needed to change between MAF and SD? Calculated airflow? Here is another question...LOL.....my {B0120} is set at 4150. That should be up around 5500 in order for me to not be using my MAF at all correct? Why the hell is it at 4150? LOL....did you set my {B0120} at 4150 when i was working Dewy? What effect could this be having on me considering my MAF is disabled?

 

Can't explain the injector thing, just observation shows it to be true.

As far as MAF goes. B0120 defines the point at which you switch from VE/MAF blend (dynamic air) to MAF only. Having it at 1600rpm and setting the MAF Fail Frequencies to stock will have you use the MAF exclusively above 1600rpm, but will negate all of that work you did for so long working on your VE table.

 

Not entirely though right? I mean my VE table has to be semi accurate or my trims would all be way outta whack right? So do i need to re enable my trims too? Go easy on me please.....im not a jedi tuner yet.....i know how to do some basics though

 

Nah, not really... When MAF is enabled, it is responsible for the lion's share of airflow calculation. As far as trims though, it's not necessary unless you want to.

 

K, so let me get this straight.

-I can stay in a COS allowing me to keep all the helper tables like Boost VE (Cant use it with MAF though), timing retard in Boost, IAT multipliers, etc.
-I can just turn down {B0120} to allow the MAF to take over.
-I can leave the 2bar MAP in allowing me to measure accurate boost.

The only thing i am really losing (that i know how to use) is the ability to adjust fueling per level of boost......correct? I would just have to throw a bunch of fuel into the 105kPa column like before. What are the real disadvantages of going back to MAF then? I have always been an advocate of going to a SD tune because i thought you would loose all the other perks that come along with the COS if you went back to a MAF tune.

 

The VE table is ignored entirely above the B0120 threshold, so you'd have no need to alter the VE table at all. Below that point, it uses a blend of the two, so if your VE table is accurate, then no changes needed. All else would be working properly. Boost timing reduction, IAT VE wouldn't be relavent any longer, as the MAF takes IAT changes into account by design. Open loop commanded fuel table continues to work as specified.

Question for you is what kind of MAF freq values do you see in a current WOT run up to redline?

 

Right around 12,000....maybe a tad less. I have not had it WOT yet with new injectors and smaller pulley, but in the posted log it went 11,439 at 145kPa and 90% TPS.

 

I looked over some older logs too and it looks like 11,635 is the highest MAF freq i saw. What is the limit of the Stock MAF? Has anyone got a hold of ROSS or PAUL to discuss the lean tip in issues? Is there anything in the works to fix it?

So basically everything is the same except I am not using the VE tables. How does it calculate fuel when above 105kPa? Does it just add what it needs based on {B3647} and {B3618}?

I get all the benefits of the COS add on tables except VE stuff which is not needed because the MAF will take care of that above the preset RPM limit. I dont have to worry about AFR flux due to altitude or temperature (IAT's). The AFR will be much more accurate because the MAF will determine how much fuel is needed at any given time.

.............explain the downside of this scenario to me please Justin because it sounds like a pretty damn good alternative to a VE derived AFR. What am i missing here? I assume i would need to doa little MAF tuning? I cant even remember the last time i tuned the MAF....LOL.

 

Your injector section looks pretty close to what I have.

 

Am i correct about the above info?