I was just wondering if there were any developments in a translator or something of those sorts....figured it'd be interesting to hear about.

------------------
89 IROC-Z 350 TPI

-Flowmaster Catback
-Performance Resource Chip
-700R4 (Rebuilt) Too much done to actually list
-K&N Airfilters
-Ported Plenum
-2.77 Gears (not much to brag about but eh, its there)
-MSD 8.5 mm plug wires
-Gutted cat
-!AIR

 

Run parallel ducting to your MAF, lie to your ECM and tell it you have smaller injectors, get as much air in that engine as you like. Want 1000gm/s? No problem! Just let your ECM live in a fantasy world. Tell me I'm wrong, I'm really kind of looking forward to taking this one to the mat. Why won't it work? Tell me that. Anyone tried it?

 

It won't work!!!!!!

 

I'd really like to hear from Bruce on this one...

 

There is merit in Craig's idea. In fact, his idea of "fudging" using the Injector Flow Constant to compensate for the double flow is quite conceivable for SD cars that wish to use a 2 BAR MAP in place of the 1 BAR MAP.

Perfect? No. Will there be hidden surprises? I would be surprised if there weren't. But by adjusting the various KPA factors to recognize the half values when using a 2 BAR MAP, and then "fudging" the Injector Flow Constant such that 100 VE (when at 2 BAR) and giving the proper fuel levels could allow you to modify the VE tables adequately for a "quick and dirty" fix.

Yes, your resolution will be cut in half and you have a problem with the VE table now having a minimum of 40 kpa (20 x 2), but I think for an SD owner looking for a solution to to the 7730 with a power adder, this could be made to work as a "starting point". Get into Asssembly Language Programming, and then the VE table problem can be fixed.

 

The intake tract, and it's flow characteristics ain't totally linear, merging two air colums so they are exactly 50/50 is impossible. tinker with the MAF stuff some and you'll see what I mean.

You really need to write Bob Bailey at Bailey Eng., to make a FBody translator. They are just soo good.

But, it also gets to what is practical. For the price of a translator you could do the 730 conversion. An LT1 MAF is $99, and LS1 $259, plus the actual translator.

TWO WISHES LEFT LOL

 

oh for the love of god!!! someone make a MAF translator! heh, although i probably don't need it...sure would be kewl though

------------------
89 IROC-Z 350 TPI

-Flowmaster Catback
-Performance Resource Chip
-700R4 (Rebuilt) Too much done to actually list
-K&N Airfilters
-Ported Plenum
-2.77 Gears (not much to brag about but eh, its there)
-MSD 8.5 mm plug wires
-Gutted cat
-!AIR

 

I thought the lt1s switched from map to mass at wot. don't go ape $#!+ if i am wrong but, I could swear they did that.

 

I dont know the merit to it but the new carcraft states that granetelli makes something to alow the 165 ecm to use a different maf than the bosch. It either lets you use a 5.oh one or a lt1, cant remember. Im at school and will look when I get home.

 

I called Granettelli yesterday and they stated that they are not selling the conversion for the MAF yet. They stated they are still testing and it will be a couple of months before they are ready to release. The guy wouldn't say much else about it. FYI

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87 Iroc 5.7, AFR190, SLP Cam(218/224), SLP 1 5/8 headers & cat back, Random CAT, SLP Runners (matched intake-runners-plenum), 48mm TB, 6E(arap) chip, Vigilante & Probuilt trans.

 

now that's what i wanted to hear...but i don't exactly understand how a translator works...since the ECM only see's 255 gram/sec how is the translator going to help those needing the extra flow?

------------------
89 IROC-Z 350 TPI

-Flowmaster Catback
-Performance Resource Chip
-700R4 (Rebuilt) Too much done to actually list
-K&N Airfilters
-Ported Plenum
-2.77 Gears (not much to brag about but eh, its there)
-MSD 8.5 mm plug wires
-Gutted cat
-!AIR
-Gutted Air Boxes

 

I've had some thoughts about how to go about doing this. Here's what I've come up with.....

First, get a Ford MAF that is calibrated to read up to 512gms/sec. Here is an example of the transfer function of such a meter:

http://www.pro-flow.com/36flow.htm

Now come the chip modifications. First, change the transfer function and scalers in the chip to represent HALF of what the MAF actually outputs. In other words, in the above mentioned link, 2.00v represents 56.85gms/sec of mass airflow. Make the transfer function in the chip report 28.425gms/sec @ 2.00v. Then, change the injector constant to be half of what the actual injector size is. Thus, if the injectors are 22lb/hr units, program the chip for 11lb/hr injectors.

What will effectively happen is that when the engine is taking in 56.85gms/sec of airflow (as an example), the ECM will interpret it as 28.425gms/sec (half of the actual mass). Now, if the ECM was programmed with the actual injector size, only half of the required fuel would be sprayed. But, since the injector constant is half of the correct value, the ECM will double the injector on-time, thus spraying the proper amount of fuel to go with 56.85gms/sec.

The thing to remember though is that the spark table will have to be redone, as now the columns that once were for 128gms/sec, are actually for 256gms/sec, etc.

Theoretically, this method should work. Any guinea pigs out there??

Nick

 

Nick,

I had proposed a method similar to this a long time ago. My method was to run parallel ducting and then cut the injector constant in half. There are some things to consider. The major consideration is that limp home mode will not work. However, with the parallel ducting route you could always close off one duct for limp home mode. There were other considerations too ... they are eluding me at this moment because I am really tired ... just got done working on the car for the 2nd weekday night in a row.

Tim

------------------
TRAXION's 1990 IROC-Z
Best Time = 12.244 @ 112.51mph (1.778 60' / 7.819@88.32mph in the 1/8)
All Natural. No Force. No Drugs. Stock Bottom End. Stock Body Panels.
Gunning for NA 11's with bigger cam, bigger stall, and bigger exhaust.
-=ICON Motorsports=-
Moderator: PROM board at thirdgen.org

 

Does limp-home mode even read the MAF? I thought that it was a simple alpha-N system...

 

Tim,

My method doesn't require/use a second intake tract or duct. I'm suggesting replacing the factory mass air meter with another (possibly physically larger for less restriction) meter than has a different transfer function.

FYI, I've tested a few of the Ford MAF meters on the flowbench. The ones with a 'bridge' in the middle (to protect against intake tract reversion) with an outlet size of about 70mm flow pretty darn well. Somewhere like 750cfm @ 28" of H20 (I have the notes somewhere around here ). They can be found used for $20-$50. Then all that's needed is to have them recalibrated ($75-$100) to output 5v at 512gms/sec.

As far as limp home mode is concerned, I haven't really looked into that part of the equation. I'm sure there are other things that need to be evaluated.

Nick

 

Now that I am thinking clearly again (well rested) ....

Limp home doesn't use the MAF
The Ford MAF is obviously the better route because its bigger and would flow more

If I had a MAF system I would try this.

Tim

------------------
TRAXION's 1990 IROC-Z
Best Time = 12.244 @ 112.51mph (1.778 60' / 7.819@88.32mph in the 1/8)
All Natural. No Force. No Drugs. Stock Bottom End. Stock Body Panels.
Gunning for NA 11's with bigger cam, bigger stall, and bigger exhaust.
-=ICON Motorsports=-
Moderator: PROM board at thirdgen.org

 

Glenn,

does what Nick said, sound familiar?

BW

------------------
Bob Wooten
71 Camaro, 91 EFI
r71chevy@earthlink.net
www.r71camaro.homestead.com

 

that was some funny $hit

 

I know I will be one of the first guys to buy one. If they build it, my wallet will come!



------------------
87 IROC-Z, 5.7, auto, 3.27, leather, !cat, Holley fpr, K&N'S, SLP 1-3/4" Jet-Hot coated headers, SLP .218/.224 .495/.502 cam, Comp 1.5 roller tip rockers, $uperPITAram, Edelbrock lower intake, Holley 52mm tb, Dynomax\Flowmaster catback. Coming Soon(?)- Fasttrack/Accell DFI

1989 Pontiac 20th Anniversary Turbo Trans Am - 161,000 miles, !cat, 9" K&N

 

heh, i think they'll be swamped with orders...especially the super/turbo charged guys with MAF systems. If any of them are left that is...

------------------
89 IROC-Z 350 TPI

-Flowmaster Catback
-Performance Resource Chip
-700R4 (Rebuilt) Too much done to actually list
-K&N Airfilters
-Ported Plenum
-2.77 Gears (not much to brag about but eh, its there)
-MSD 8.5 mm plug wires
-Gutted cat
-!AIR
-Gutted Air Boxes