RomRaider

not so much without a resistor. goes to approx.1200kg/hr in a 3in tube.
I get more airflow than that from a small GT28 .42A/R at around 0.5bar.

Use a resistor.

Does anyone have a known, good MAF Scalar for a VMP 5000 MAF?

I found the Transfer Function Tool on VMP's site and it seems like the values are way too high!

4697 kg/hr of air through a 3in tube at 5 volts! When I copy and pasted all of the values from this scalar, I hit 2048kg/hr at 3.6 volts or something. This doesn't seem right.

Their website says these MAFs in a 3in housing are good for 400-750rwhp.

4700 kg/hr sounds like a hell of alot more than that.

Correct me if i'm wrong, just trying to understand this so I can get my car running proper.

Thanks

Can I simply divide all of these values by 4 to stay in the ECUs load limit and simply compensate for these changes in the main fuel table? TO my understanding if I do so, The MAF scaling table will still have the same curve but the actual load calculation will be lower.

Correct?

Thanks

If you want to compensate for the ECU's load limit, only adjusting the MAF values is not enough.
you need to adjust all the airflow and load related values in your partial.

I haven't read your post completely, but keep in mind the two following things:
1) MAF voltage represents your hardware's capability to measure incoming airflow
2) MAF kg/hr represents your software's capability to analyze incoming airflow

Both have to be below 5V and 2048 kg/hr, respectively, in order for the ECU to correctly manage the fuel injectors according to the incoming airflow.

If your hardware satisfies my 1st point, you'll have to wait for me to release custom software that deals with the 2nd point. There are some alternatives mentioned in this forum that will get you close, as a workaround.

I'm sure other can chime in to clarify what I mean. It's a semi-complicated subject so be prepared.

Thank you. This helped me out alot!

During a brief drive, I felt the fuel in the cabin, when I returned to the garage and looked under the hood, it turned out that I did not connect the flow meter after the last take-off. My question - how does the engine know what is the load / how much fuel to give if the MAF is clipped off. In my case, it was certainly too rich because I changed the injections from factory M52b25 to 630cc. Do we see a map in the romraider which, for example, after TPS and revolutions, calculates the load? On connected MAF and corrected maps after fine tunning, the car drives correctly.

There's a theoretical load calculation table based on RPM and TPS which isn't defined in the current definitions.

Thank you for the info. Can any of you have a memory map of the ms41 driver? Or info how can you correct this companion or map after changing to larger injections? I am planning a turbo, I need to know what is going on in a wide aspect. Euro MS41 does not have a MIL / DTC lamp on the meter.

If the MAF sensor is disconnected the ECU uses a 'back-up' table(s) which references TPS vs Load. This is AlphaN.

This map will be available for tuning in the next version of the ECU definitions.

Thanks, super

i saw 3 inch nissan sensor + 2.2k how about 2.76 stock + 2.2k ? any scaling for that?

did you even look at the spreadsheet?

Lol. ^^^^

Today during MAF programming with Nissan I encountered strange behavior. Despite the correctly connected MAF and the program made according to the calculator v6 from BA MS41.2, the engine load is bad. Does anyone know why?
MS41.0 memorizes the MAF error immediately after ignition, it is constant. The engine works correctly, but I see that the corrections are very large - it works richly.
Does it not happen on the RPM map on TPS by accident? After disconnecting the MAF plug, it does not show a load on the MAF.
MAF ori with 350Z-2,76``, resistor 2200 Ohm. Engine 2.8 N/A.
Where did I make a mistake?