165 to late MAF

[Mark Romans]

Because the Porsche 928 Bosch MAF looks stock but is larger,  it should read
up to 500 grams/sec.  All I would need to do is change the readings in the
ecm by watching block learn and integrator values to get them  right.
Of course the ulitimate would be to re-write the code to go up to 500
grams/sec.
Waaayyy beyond me though.
Mark
-----Original Message-----
From: Bruce Plecan <nacelp at bright.net>
To: gmecm at efi332.eng.ohio-state.edu <gmecm at efi332.eng.ohio-state.edu>
Date: Saturday, November 27, 1999 11:37 AM
Subject: Re: 165 to late MAF


>
>----- Original Message -----
>From: Mark Romans <romans at pacbell.net>
>To: <gmecm at efi332.eng.ohio-state.edu>
>Sent: Saturday, November 27, 1999 1:42 PM
>Subject: Re: 165 to late MAF
>
>Why Bosch?.  The stock MAF is 250 and the late MAF is 496.
>That is way close enough that your not over the top (and if so it's too
>close to count).
>OK, on the scalars, then what does need changed?????.
>Grumpy
>
>
>| Hi Bruce:  I am not giving up yet on looking at a Bosch (For Porsche 928)
>| maf that is supposed to be larger than the GM application.  You would not
>| have to use a translator, just re-scale the settings in the ecm.  It
>| shouldn't matter since the ecm uses LV8, not actual grams/sec for any
>| calculations.
>| It would be nice not to max out the MAF at less than 5000 rpm's!  Some
>guys
>| I have talked to max out the maf at 2500 rpm's!  (Jason!)
>| Mark
>| -----Original Message-----
>| From: Bruce Plecan <nacelp at bright.net>
>| To: gmecm at efi332.eng.ohio-state.edu <gmecm at efi332.eng.ohio-state.edu>
>| Date: Saturday, November 27, 1999 8:56 AM
>| Subject: Re: 165 to late MAF
>|
>|
>| >
>| >----- Original Message -----
>| >Subject: Re: 165 to late MAF
>| >
>| >Wow, we ain't there yet......
>| >No body jump the gun, and start ordering anything, price check fine....
>| >Grumpy
>| >   Just making sure...
>| >
>| >
>| >| This sounds great!  I put in a price request to Dal at Lambert Buick
>for
>| a
>| >| 1995 or equivalent MAF as well as the harness-side connector hood,
will
>| >| pass the numbers along when they arrive.
>| >|
>| >| Hardware list also includes ducting and clamps, the OD of the newer
MAF
>| is
>| >| *way* bigger than the Bosch LH unit so new ducting is in order.
>| >| Fortunately the LT1 uses same-size throttle body.
>| >|
>| >| -Kevin
>| >|
>| >| At 09:40 AM 11/27/99 -0500, you wrote:
>| >| >For a couple weeks now, I've been looking at making a "translator"
for
>| >using
>| >| >the later MAFs on a 165/148..  Then K Kelly posted the freq of the
>newer
>| >| >MAFs, and their values.  The ECMGUY posted his hac and it has the MAF
>| >values
>| >| >from that
>| >| >MAF, and their tables.  If someone would show me the scalar math I'll
>| >| >workout the new tables.
>| >| >  Then, you won't be calibration limited as much as in the past.
>| >| >If someone sees an error in this please POST, what it is.
>| >| >This is just the code end.  The harware is the new MAF, and connector
>| >wiring
>| >| >at MAF changes.
>| >| >Grumpy
>| >| >
>| >| >
>| >|
>| >
>|
>