MAF Translator version 2.01 discussion, What are your thoughts and findings Options

[awd4kicks]

I've had a few discussions now about the MAFT 2.01 tuning methods. Tuning with Version 2.01 is obviously different than previous versions.

I'm interested in opinions from those that have experience with the 2.01 MAFT or from those that have researched it anyway. I'd like to hear your experiences with the newer version and if you have found things that work or do not work for your purposes.

[akamiami]

seems to me that the maft forum at fullthrottletech is more active than in the past, but the primary information source seems to be KPT (or kyle) the guy who beta-tested the 2.01. he's been very helpful on there and I think those fullthrottle guys should throw him a job or something because he's supporting a good portion of their tech support....

fuel trims are somewhat counterintuitive untill you really understand how the ecu perceives the trim and what it's trying to display. The way I think of it is 130 is the ecu really saying 139%, such as it having to dump 139% (or more since it can only read up that high) fuel of what it normally would at idle. Conversely, 80% would be like it saying 'I'm putting only 80% fuel in and this is keeping the car running as it should'. Again, 80% is as low as it gets, so the ecu really can't put in less fuel than that. So if you follow what I'm trying to relate here, in the first example the ecu is having to add fuel (going over 100%) and the second example we see the ecu reducing fuel flow (by adjusting duty cycle, or pulse width). This is meant to be a very conceptual description and for an undoubtedly improved relation, you can check out www.vfaq.com or tmo's description at www.technomotive.com. Also, any engine management discussion will necessarily include a more indepth analysis of injector duty cycle and how this relates to airflow.

As far as different trims, there are high, mid, and low. I'm only concerned with the latter though because I can tune away the rest by observing knock, timing, etc.. To me it's vital to get a close low trim because that's where my car is 95% of the time. I should also mention that all this trim talk is terms of 100% is for a 1g since 2g's start at 0 and go from there.

I agree with what nate said about having to tune spy's car for 100cc less injectors. In fact, I recently had a car I had to set for 300cc less injectors at one point. The fuel trim even then was pegged at about 140 so I gave up on it for the time being. Then, the next day, it decided to act normal and ran ridiculous rich untill the base knob was set about what it should be for the injectors in the car. It hasn't been driven enough at this point to pickup a new low trim value, but I wouldn't be surprised if it's nearing sanity. Having a wideband is very helpful in this kind of analysis since the fuel trims are notoriously laggy.

Bottom line for me is that I'm again seeing that the maft device is very versatile, powerful, and helps in the tuning process tremendously. However, as usual, the initial settings are very tricky and the thing seems to be very tempermental while it's being adjusted. The only thing to do is drive the car alot, keep good track of settings and only change them when you're sure that the last changes have been registered.

I haven't gotten into the rpm tuning, but to me, that's just the icing on the cake (or duckbutter on the dingus if your first name starts with an N, M, J, or D).