I there is no aftermarket MAF, for the TPI, that will read past 255 g/p. My question is, if someone built a translator to use a LT1 or LS1 MAF on a TPI PCM would that solve the limit? I thought I reading somewhere that the PCM will only read to 255 g/p. Wouldnt that then defeat the purpuse of a translator?

Thanks
Jeremy

 

Hold your horses, it's under developement.

 

Was thinking, what if you ran the MAF at "half speed". So when it would read 200 g/p it would be sending back a signal to the PCM that is was only reading 100 g/p, and compensate the showing of less air with bigger injectors so you dont run into a lean condition. Wouldnt that solve the MAF restriction?

 

You don't need to read over 255.
When in PE you fuel isn't soley based on the MAF reading..

The Turbo Buicks have been running 10 sec ETs with stock MAFs.
They are also limited to reading 255 gm/sec..

--------------------------------------------
; PWR ENRICH AIR/FUEL PCT CHG vs RPM
; *** WOT ***
; TBL = (%CHG x 128) + 128
; VAL = (bin-128)/1.28
---------------------------------------------
; %CHG TO AFR RPM
;---------------------------------
LC515 FCB 143 ; 11.7 0
LC516 FCB 143 ; 11.7 400
LC517 FCB 143 ; 11.7 800
LC518 FCB 143 ; 11.7 1200
LC519 FCB 128 ; 0.0 1600
LC51A FCB 128 ; 0.0 2000
LC51B FCB 136 ; 6.3 2400
LC51C FCB 136 ; 3.1 2800
LC51D FCB 128 ; 0.0 3200
LC51E FCB 118 ; -7.8 3600
LC51F FCB 118 ; -7.8 4000
LC520 FCB 118 ; -7.8 4400
LC521 FCB 118 ; -7.8 4800
LC522 FCB 118 ; -7.8 5200
LC523 FCB 118 ; -7.8 5600
LC524 FCB 118 ; -7.8 6000
LC525 FCB 118 ; -7.8 6400
;--------------------------------------------

 

But is the V6 using more than the limit? Just wondering bcuz there is a big diff in displacement between the buick v6 and the 350 chevy. The LS1 guys are flowing more than 255 with 400rwhp. I would think it would be hard to program a chevy 400 with the TPI MAF.

 

One thing to remeber is that the computer in the third gen mass air car isn't the best. Isn't this why so many people convert to speed density in a third gen? Just a thought. I am probably way off base here but,so many MAF cars are having problems with A/F ratio and drivabiltyand so-on I tend to blame the computer in the MAF cars. Don't get me wrong, there are some MAF cars that run well but, the majority of them have either gone to SD or carb. Just my .02 Pleas don't bust my b***s for this post. I am, just taking a stab at this.

 

It takes a certain amount of air to make a given amount of HP. For an old regal to be running 10s take alot of air. I dare say alot more then 255 gm/sec..

An LS1 MAF reads up to 512 gm/sec..

Getting ANY tune CORRECT is lots of work.

 

Like I've said a million times.
Getting ANY tune CORRECT takes time.

The early production 1227165 ecms did have some problems. But it was a quality control problem, the junk ones, have long since failed.

So few people put the time into really learning what to do, or getting the proper equipment, that the MAFs have gotten a black-eye. The MAP systems are a bit more intuitive, and thus folks tend to get them more CORRECT.

 

None of the maf's are perfect. I'm trying to tune a friend's blown LT1 car, and he maxes out the maf at 5000 rpm, so it doesn't matter what car it is, you just keep adding fuel to the pe vs. rpm table to compensate.