MAF / MAP hybrid
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Car: '88 Formula, '94 Corvette, '95 Bird
Engine: LC9, 355" LT1, LT1
Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
MAF / MAP hybrid
Anyone here doing MAF and MAP ?
While it's winter and I'm changing things I'm tempted to use a MAF sensor for idle and low load/rpm. (maybe idle to 2000) and then switch to VE.
Just curious if anyone has had any experience doing this?
http://www.microsquirt.info/mafmap.htm#ms2
-- Joe
While it's winter and I'm changing things I'm tempted to use a MAF sensor for idle and low load/rpm. (maybe idle to 2000) and then switch to VE.
Just curious if anyone has had any experience doing this?
http://www.microsquirt.info/mafmap.htm#ms2
-- Joe
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Re: MAF / MAP hybrid
Seriously. Noone ?
-- Joe
-- Joe
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Re: MAF / MAP hybrid
LS1 uses both sensors like that. How would you set it up?
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Car: '88 Formula, '94 Corvette, '95 Bird
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Re: MAF / MAP hybrid
I'm thinking MAF from idle to maybe 1500 or so RPM, then blend into MAP.
Alternatively, I can do main fuel table MAF and use MAP for triggers like boost spark/fuel, wastegate, etc.
Curious what others have done ??
-- Joe
Alternatively, I can do main fuel table MAF and use MAP for triggers like boost spark/fuel, wastegate, etc.
Curious what others have done ??
-- Joe
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Re: MAF / MAP hybrid
How do you wire it in to work? (im not a ECM guy sooo just curious?)
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Re: MAF / MAP hybrid
Like a previous poster said, the LS family of engines do the same thing.
They use MAF for idle and steady state conditions (upto 4500rpm i think)
and use MAP for "transient" conditions, because of the slow response of MAF sensor.
They use MAF for idle and steady state conditions (upto 4500rpm i think)
and use MAP for "transient" conditions, because of the slow response of MAF sensor.
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Car: '88 Formula, '94 Corvette, '95 Bird
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Re: MAF / MAP hybrid
My ECM supports both, then it's a matter of configuring the software.
http://www.microsquirt.info/mafmap.htm#ms2
I didn't realize LS1 PCM's worked like that. I always thought LS1 was MAF only. Interesting..
-- Joe
http://www.microsquirt.info/mafmap.htm#ms2
I didn't realize LS1 PCM's worked like that. I always thought LS1 was MAF only. Interesting..
-- Joe
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Car: '88 Formula, '94 Corvette, '95 Bird
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Transmission: T5, Zf6, 4L60E
Axle/Gears: 3.42, Dana44 3.45, 3.23
Re: MAF / MAP hybrid
So I was doing some reading and it appears it's backwards from what I would have thought?
it looks like the LS1 stuff using MAP for idle and low load, and uses the MAF for hig rpm/high load ?
-- Joe
it looks like the LS1 stuff using MAP for idle and low load, and uses the MAF for hig rpm/high load ?
-- Joe
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Car: '88 Formula, '94 Corvette, '95 Bird
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Axle/Gears: 3.42, Dana44 3.45, 3.23
Re: MAF / MAP hybrid
I've been playing with this more on the test bench and wanted to bring it back up.
So I've decided rather than using the "blended" logic, to use a primary fuel load of MAF, then switch to MAP as a secondary fuel load when MAP goes > 100kpa.
The MAF sensor uses a fuel curve calibration, which is obviously a table of voltage and grams/second flow. The first fuel table is the "trim". Values can be 100% (as in, maintain AFR based on actual grams read, and target AFR looking at wideband o2), or a value can add or remove fuel. This is your main correction table.
I decided to use fuel table 2 as a "multiplicatin" table, so obviously 120% in a cell means "Add 1.2 times the fuel". This essentially creates a 2d boost multiplier.
My ignition table is based off MAP, and goes to 190kpa.
And of course I'm using Wideband o2 closed loop, with a target AFR table. (Rather than some lame global AFR target)
Even though I'm using MAF < 100kpa, the ECU calculates VE based on airflow read and engine size, so the closed loop AFR target table is based on "Ve load".
So now the only question I have is, what MAF should I use.
Since I'm only using MAF for measurement off-boost, I'm not sure if I should pick a MAF with a flow range of 0-264 grams/sec for more finer resolution, or pick a MAF with 0-600 grams/sec that can report airflow even during boost.
I think in theory I shouldn't have a flow rate that exceeds 264 grams/sec unless I was actually in boost.
Either way, the Ford MAF's seem like the best choice. It's a drop in style sensor, so I can use a billet housing and try different sensors.
-- Joe
So I've decided rather than using the "blended" logic, to use a primary fuel load of MAF, then switch to MAP as a secondary fuel load when MAP goes > 100kpa.
![](https://cimg3.ibsrv.net/gimg/www.thirdgen.org-vbulletin/1280x1024/mafmap_2_d78f09754599375acd8f09617b40849e694cb545.jpg)
The MAF sensor uses a fuel curve calibration, which is obviously a table of voltage and grams/second flow. The first fuel table is the "trim". Values can be 100% (as in, maintain AFR based on actual grams read, and target AFR looking at wideband o2), or a value can add or remove fuel. This is your main correction table.
![](https://cimg4.ibsrv.net/gimg/www.thirdgen.org-vbulletin/1280x1024/mafmap_flow_0cb873fd2d01ee4b8de9e114b02c5abcb23affd0.jpg)
I decided to use fuel table 2 as a "multiplicatin" table, so obviously 120% in a cell means "Add 1.2 times the fuel". This essentially creates a 2d boost multiplier.
My ignition table is based off MAP, and goes to 190kpa.
![](https://cimg5.ibsrv.net/gimg/www.thirdgen.org-vbulletin/1280x1024/mafmap_ign_e0d5d4013988eaa8751f79f39c5833eaf16433b6.jpg)
And of course I'm using Wideband o2 closed loop, with a target AFR table. (Rather than some lame global AFR target)
![](https://cimg3.ibsrv.net/gimg/www.thirdgen.org-vbulletin/1280x1024/mafmap_afr_2de74917d2511db810af78cec98f74b6984058f3.jpg)
Even though I'm using MAF < 100kpa, the ECU calculates VE based on airflow read and engine size, so the closed loop AFR target table is based on "Ve load".
So now the only question I have is, what MAF should I use.
Since I'm only using MAF for measurement off-boost, I'm not sure if I should pick a MAF with a flow range of 0-264 grams/sec for more finer resolution, or pick a MAF with 0-600 grams/sec that can report airflow even during boost.
I think in theory I shouldn't have a flow rate that exceeds 264 grams/sec unless I was actually in boost.
Either way, the Ford MAF's seem like the best choice. It's a drop in style sensor, so I can use a billet housing and try different sensors.
-- Joe
Last edited by anesthes; 07-14-2016 at 06:02 AM.
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