"If you change from oem injectors to svo,accell and the like you will need to tweek the maf tables.Aftermarket injectors usually have a faster response rate.So they are more effcient than oem injectors.So the maf tables will need to be trimmed down.Just leaning the injector constant(alot) is not the right way.I would suggest using the correct inj contant for the injectors you have.Your fuel pressure will affect the injectors advertised lb/hour.So if you have 24 lb injectors and 45lbs of fuel pressure the injector contant will need to be set a bit higher than 24lbs.But if you keep raising the injector constant until you get 128 blm at cruise you will (most likely)be lean in many other spots in the maf tables.Then you can try different ways to richen the lean spots.Or set your contant to the actual flow rate of your injectors.Then start with blm cell 0 in the maf tables.Get the golden 128 in cell 0 and move to the next cell.That way you will have no lean spots.But the fun part is when you get to the main spark advance table.After changing your spark the maf tables will need to be revisited.Don't play with the maf or spark tables unless you have alot of experience burning."

 

Oh really?.
While the Peak and Holds react faster, what makes you think the other saturated ones do?.
When you start talking about larger injectors, often the problem is they are less linear at short Pulse Widths then the smaller ones. And we're just talking in usec., frm what I've seen.

Do you have any battery voltage correction time corrections from the other injectors?.

If you can pry an injector calibration sheet away from Kinsler, they really document the flow rates at low pulse widths. Er, at least they used to. As you get to like the 72#/hr and large ones (which are Peak and Holds), you can really see an S curve in the flow sheets at less then 1.5 msec pulse widths.

And by what consideration are you considering them more effcient?.
Curious minds, yada yada

 

Ihave 30lb accels on my 400,those injectors have a low mass needle valve and high pressure springs to ensure faster response time.That is just two(of a few) improvement over oem injectors.Come on grumpy ,was'nt you born with all this in your head .The main point of my post is to help people with prom burning for maf.It is just as harmful to over leaning the injector constant than to play with the maf tables.One of my cars is an 87 formula.Once I lowered it an 1 1/2 inches the blm went a bit richer on the highway.What happened is it takes less throttle angle to go down the highway,increased coed I believe is the term.So not only does motor effciency effect the maf tables so does the effciency of the chassis/body.Oh yeah altitude effects the maf tables,too. The point is tunercat told me about 1 year ago unless I modify my maf sensor I should never touch my maf tables,this is incorrect.The maf tables vary can bin by bin.I have increased my mpg to 25,thats from tuning the maf tables.I'm taking about a 400 tpi 6e maf not a v6.But I am capable of planetary travel,yada yada.......

 

Anyone else want to share what they know about the maf tables?I'm really posting what I know so I can search it later when I forget.

 

Anyone with MAF tuning please post what you know. Most of the info onthis board is SD. And I want to start burning for my MAF equiped car

 

Well, in a way your both somewhat right.

If your using a resonable cam, and intake tract then you shouldn't. Most often there is a given amount of cam you can run before reversion becomes a problem, hence computer freindly cams. As you venture into cams, and combos with reversion problems then you might need to make MAF table changes. GENERALLY, you'll do better by making min table changes. The MAF tables are the last things I'll play with. If you look back thru prior post you'll see some strategies, to avoid playing with MAF tables.

There is a limit to what correct is.
The limits for, I got it to run well, is a far different thing at times.

As far as opening times, if you consider an actual time of .0000x secs as being a meaningful enough change that you'l have to worry about it, well, all I'll say is OK fine. Now the difference from P+H to Saturated is in .000x and a whole nuther matter. Also note it's a Factor of 10 we're talking about, between the two.

In the realm of OEMs and the EPA, then that is a note worthy change since you taking about Millions of cars (and at 6-8 units per car).

If we want to draw all items to an infinite end we can make any posistion viable, and agrue over theories to no end, which I don't think will get anyone anywhere.

 

I was looking at the diy-efi.org site and someone said never to touch the maf tables.He stated to just get the injector constant set,then change the s/a at the rpm & load.Now I did take the screens out of the maf.Now that I understand how it works,I should'nt have done it.But that in it's self did'nt change my blm.So could the maf tables be considered more of a load calculation table?