Mitsubishi Eclipse 3G Club banner
1 - 20 of 40 Posts

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #1 · (Edited)
Informative GM MAF faq

I was lookin to bid on a GM MAF to go that route and decided to google it as well to see what i could dig up. Instead of linking it Id like to just bring it over to our site and also maybe get a good discussion started as well about it. I have searched to find mostly speculation with maybe a couple of confirmed stories. I figured it was some good info since the subject appears to be more talked about for the 1 an 2g guys looking for the same results. Im leaning towards using it because from what ive read the stock MAS isnt designed for positive pressure nor the 1 or 2gs hence thier draw through setups which some of them still say dont flow enough:scratch:. I think that the BOV location is crucial when venting to atmosphere with the stock MAS or GM MAF in blowthrough but thats just my O. So here is what ive found on the DSM site....

but by all means if this post is whack and unecessary delete it...:loser::wavey:



Intro:
This MAF translator is a conversion interface to allow the use of late model GM Mass Airflow sensors on Mitsu EVO 8s as well as others that use similar Karmen Vortex airflow sensors. The late model GM MAF sensors offer lower intake restriction than stock which boosts hp an improves turbo response. The sensors can be installed "blow through" as long as they are installed after the intercooler. Inside the translator, there are several user settings which permit tuning of the airflow signal to the ecu. Increasing or decreasing the airflow signal sent to the ecu will cause the ecu to deliver more or less fuel to the engine. The MAFT can also be used to correct for larger than stock injectors. The controls in the Translator allow adjustments under different operating conditions (idle, cruise, boost, and rpm) to allow the user to tune for optimum fuel efficiency or performance. The Translator also has an AUX setting for controlling fuel differently when a trigger wire is powered (to control other fueling equipment ie N2O, Propane, Meth/Alk)
Install:
1 Take out the stock MAF
2 replace an couple the 3" MAF same as ours with the screen away from the TB. its pretty obvious
3 Place the pinned wires into the stock maf harness. White wire goes to pin 58 on the ecu
4 Seal the harness connector to obviously keep it dry(thnx steadly 4 pic)


5 check that it has power, the 2 LEDs should blink for one sec. If not recheck your wiring and 20amp fuses in the engine bay fusebox.
Controls/Tuning:


The Translator has the following controls:
MODE SWITCH - a 4 section "dip switch" for setting basic vehicle/translator parameters. Turn the engine off whenever making changes to the MODE switch!
When mode 4 is OFF, the unit operates in MAF mode, and the dials operate as follows:
AUX - The AUX dial is used in combination with the BASE dial for selecting the base settings. Begin with the AUX/BASE setting selected for the Vehicle config. The AUX/BASE setting must be accomplished 1st since this correction factor is always active. Check the fuel trims at stead road-load cruise (35-45 mph) once the ecu has had some time to adjust. The fuel trims should be between -5% and +5%. Once the AUX/BASE setting is correct, leave it alone and adjust the other dials to accomplish your desired tuning.
BASE - This 16 position (0-F) is used to adjust the general airflow scaling. This adjustment affects the entire operating range and is generally used to match the Translator and MAF to the slected injector size. Most cars will run very well with the AUX/BASE tuned correctly and no other changes.



To set the Aux and Base dials in MAF mode use the following formula as a starting point.

(stock inj. size/ new inj. size)-100%

WRX 440s (240/440) - 1=-.46%
DSM 450s (240/450) - 1=-.47%
EVO 560s (240/560) - 1=-.57%
mddWRX (240/800) - 1=-.7% (proof they are too big LOL)
I personalyy think getting the latencies close or spot on and then adding a little with AUX/Base will be the plan for me. I have yet to find a very straightforward way to analyze PWs and latencies. Just trial an error approaches. But thats the last thread im gonna start. heh:ndance:

The AUX/Base setting will need to be adjusted to suit the individual vehicle. LOG, LOG, LOG some more, TUNE, repeat!!! lol

IDLE - This 16 position (0-F) is used to adjust the airflow signal during engine idle conditions. It can also be used to compensate for modified PCV and fuel pressure setups. If there are vacuum leaks, the IDLE dial may need adjustment to bring the idle fuel trim into the center of its range, Conversely, a rich idle caused by injectors can be tuned out with the IDLE dial. If the fuel trim is 'low' (less than 90%) turn the dial counter-clockwise to correct it. The dial adjusts about 5% per click.

MID - This 16 position (0-F) is used to adjust the airflow signal during moderate accelerations conditions. The MID dial is adjusted to tune the fuel delivery during mid-throttle operation, 1-2 psi boost. By turning the dial counter clockwise the fuel mixture can be leaned out to enhance spool up. Leaning the fuel mixture can lead to detonation if octane is insufficient. Turning the dial so lean that the O2 shows less than .5 volts will results in reduced performance. The optimum setting is somewhat car/config/octane dependent. Running the highest octane available is the best way to ensure best performance.

WOT - This 16 position (0-F) is used to adjust the airflow signal during heavy accelerations conditions. The WOT dial is used to adjust the fuel delivery at full throttle. By turning the dial counter-clockwise the fuel mixture can be leaned out to increase hp. Leaning the fuel mixture can lead o detonation if octane is insufficient. Turning the dial so lean that the O2 shows lest than .8v can cause excessive detonation. The optimum setting is somewhat car/config/octane dependent. Running the highest octane available is the best way to ensure best performance.
Initial MAF MODE Mode Setup(simplified)
1-See table
2-See table
3-turn ON to enable startup enrich
4-OFF= MAF Mode ON= RPM Mode


Tuning in MAF mode

  1. [1]Set mode switch to OFF
    [2]Determine AUX/BASE settings
    [3]Connect logging software to car and start car
    [4]Wait for car to enter closed loop
    [5]Monitor STFT O2 is not too lean or too rich, adjust idle if needed.
    [6]Make test drive and pay special attention to LTFT an STFTs
    [7]Adjust the BASE knob to keep the total trim between 80% and 100% during 30% cruising and let the car cycle.(same procedures as setting PWs an Latencies) To lean out the fuel, set AUX/BASE to a larger inj. size. To richen the fuel, set the AUX/BASE to a smaller inj. size.
    [8]You will always need to make changes to the idle when adjusting the ASE knob.
    [9]Perform some light 3 gear pulls and watch what the total trim does as the airflow values climb. Adjust the MID control if the total trim value at moderate flows(300-400hz. high trim) is significantly differently different than the low flow (100-150hz mid trim) total trim.
    [10]Increase acceleration to half throttle or so and watch to be sure you stay rich enough before full throttle.
    [11]Make so WOT pulls and use the WOT knob for adjustments. As usual a little too rich is better than a little too lean.
    Repeat till desired results are achieved


    (Note: on light decels the ecu will do some manipulations to the O2 trim. Do not tune by decel trims)
Initial RPM MODE Mode Setup(simplified)
1-See table
2-See table
3-turn ON to enable startup enrich
4-OFF= MAF Mode ON= RPM Mode
RPM

Set mode 4 switch(RPM) to OFF
Determine AUX/BASE settings
Once the BASE settings are done, keep records of them. Ensure at least 10 seconds have elapsed since the last change, then shut off the ignition. Then switch to RPM mode
The dials are now 2% steps instead of 5. Tuning breakpoints are as follows:

BASE - 3000-
IDLE - 4000
MID - 5000
WOT - 6500+

If RPM signal is not connected, the correction dials will be selected based on airflow.
These corrections are enabled as long as the airflow Hz is over 600 at below 3000 rpms, and always when above
These corrections are added to the BASE adjustments set in the initial MAF mode setup.



(IMO since my car never sees 6500 rpms and barely breaks 720Hz N/A i dont see the use to RPM mode. IF i were DOHC then yeah. Hence why im sticking with MAF Mode.)
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #2 · (Edited)
Aforementioned cars you can scavenge the sensor from. This is pretty much every car that uses it. These can be found readily in any salvage yard across the country. :twothumb:

2003 BUICK CENTURY CUSTOM V6 3.1L 189cid GAS FI N Engine VIN = J
2003 BUICK CENTURY LIMITED V6 3.1L 189cid GAS FI N Engine VIN = J
2003 BUICK RENDEZVOUS V6 3.4L 207cid GAS FI N Engine VIN = E
2003 CHEVROLET ASTRO V6 4.3L 262cid GAS FI N Engine VIN = X
2003 CHEVROLET IMPALA V6 3.4L 207cid GAS FI N Engine VIN = E
2003 CHEVROLET MALIBU LS V6 3.1L 189cid GAS FI N Engine VIN = J
2003 CHEVROLET MALIBU V6 3.1L 189cid GAS FI N Engine VIN = J
2003 CHEVROLET MONTE CARLO LS V6 3.4L 207cid GAS FI N Engine VIN = E
2003 CHEVROLET S10 BLAZER V6 4.3L 262cid GAS FI N Engine VIN = X
2003 CHEVROLET S10 PICKUP V6 4.3L 262cid GAS FI N Engine VIN = X
2003 CHEVROLET VENTURE V6 3.4L 207cid GAS FI N Engine VIN = E
2003 GMC SAFARI V6 4.3L 262cid GAS FI N Engine VIN = X
2003 OLDSMOBILE ALERO V6 3.4L 207cid GAS FI N Engine VIN = E
2003 OLDSMOBILE SILHOUETTE V6 3.4L 207cid GAS FI N Engine VIN = E
2003 PONTIAC AZTEK GT V6 3.4L 207cid GAS FI N Engine VIN = E
2003 PONTIAC AZTEK V6 3.4L 207cid GAS FI N Engine VIN = E
2003 PONTIAC GRAND AM V6 3.4L 207cid GAS FI N Engine VIN = E
2003 PONTIAC MONTANA V6 3.4L 207cid GAS FI N Engine VIN = E
2002 BUICK CENTURY CUSTOM V6 3.1L 189cid GAS FI N Engine VIN = J
2002 BUICK CENTURY LIMITED V6 3.1L 189cid GAS FI N Engine VIN = J
2002 BUICK RENDEZVOUS V6 3.4L 207cid GAS FI N Engine VIN = E
2002 CHEVROLET IMPALA V6 3.4L 207cid GAS FI N Engine VIN = E
2002 CHEVROLET MALIBU LS V6 3.1L 189cid GAS FI N Engine VIN = J
2002 CHEVROLET MALIBU V6 3.1L 189cid GAS FI N Engine VIN = J
2002 CHEVROLET S10 BLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
2002 CHEVROLET S10 PICKUP V6 4.3L 262cid GAS FI N Engine VIN = W
2002 CHEVROLET VENTURE V6 3.4L 207cid GAS FI N Engine VIN = E
2002 GMC S15 SONOMA V6 4.3L 262cid GAS FI N Engine VIN = W
2002 OLDSMOBILE ALERO V6 3.4L 207cid GAS FI N Engine VIN = E
2002 OLDSMOBILE AURORA V6 3.5L 214cid GAS FI N Engine VIN = H
2002 OLDSMOBILE INTRIGUE V6 3.5L 214cid GAS FI N Engine VIN = H
2002 OLDSMOBILE SILHOUETTE V6 3.4L 207cid GAS FI N Engine VIN = E
2002 PONTIAC AZTEK GT V6 3.4L 207cid GAS FI N Engine VIN = E
2002 PONTIAC AZTEK V6 3.4L 207cid GAS FI N Engine VIN = E
2002 PONTIAC GRAND AM V6 3.4L 207cid GAS FI N Engine VIN = E
2002 PONTIAC GRAND PRIX V6 3.1L 189cid GAS FI N Engine VIN = J
2002 PONTIAC MONTANA V6 3.4L 207cid GAS FI N Engine VIN = E
2001 BUICK CENTURY CUSTOM V6 3.1L 189cid GAS FI N Engine VIN = J
2001 BUICK CENTURY LIMITED V6 3.1L 189cid GAS FI N Engine VIN = J
2001 CHEVROLET ASTRO V6 4.3L 262cid GAS FI N Engine VIN = W
2001 CHEVROLET IMPALA V6 3.4L 207cid GAS FI N Engine VIN = E
2001 CHEVROLET LUMINA V6 3.1L 189cid GAS FI N Engine VIN = J
2001 CHEVROLET MALIBU LS V6 3.1L 189cid GAS FI N Engine VIN = J
2001 CHEVROLET MALIBU V6 3.1L 189cid GAS FI N Engine VIN = J
2001 CHEVROLET MONTE CARLO LS V6 3.4L 207cid GAS FI N Engine VIN = E
2001 CHEVROLET S10 BLAZER TRAILBLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
2001 CHEVROLET S10 BLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
2001 CHEVROLET S10 PICKUP V6 4.3L 262cid GAS FI N Engine VIN = W
2001 GMC S15 JIMMY ENVOY V6 4.3L 262cid GAS FI N Engine VIN = W
2001 GMC S15 JIMMY V6 4.3L 262cid GAS FI N Engine VIN = W
2001 GMC S15 SONOMA V6 4.3L 262cid GAS FI N Engine VIN = W
2001 GMC SAFARI V6 4.3L 262cid GAS FI N Engine VIN = W
2001 OLDSMOBILE ALERO V6 3.4L 207cid GAS FI N Engine VIN = E
2001 OLDSMOBILE AURORA V6 3.5L 214cid GAS FI N Engine VIN = H
2001 OLDSMOBILE BRAVADA V6 4.3L 262cid GAS FI N Engine VIN = W
2001 OLDSMOBILE INTRIGUE V6 3.5L 214cid GAS FI N Engine VIN = H
2001 OLDSMOBILE SILHOUETTE V6 3.4L 207cid GAS FI N Engine VIN = E
2001 PONTIAC AZTEK GT V6 3.4L 207cid GAS FI N Engine VIN = E
2001 PONTIAC AZTEK V6 3.4L 207cid GAS FI N Engine VIN = E
2001 PONTIAC GRAND AM V6 3.4L 207cid GAS FI N Engine VIN = E
2001 PONTIAC GRAND PRIX V6 3.1L 189cid GAS FI N Engine VIN = J
2001 PONTIAC MONTANA V6 3.4L 207cid GAS FI N Engine VIN = E
2000 BUICK CENTURY CUSTOM V6 3.1L 189cid GAS FI N Engine VIN = J
2000 BUICK CENTURY LIMITED V6 3.1L 189cid GAS FI N Engine VIN = J
2000 CHEVROLET ASTRO V6 4.3L 262cid GAS FI N Engine VIN = W
2000 CHEVROLET IMPALA V6 3.4L 207cid GAS FI N Engine VIN = E
2000 CHEVROLET LUMINA V6 3.1L 189cid GAS FI N Engine VIN = J
2000 CHEVROLET MALIBU LS V6 3.1L 189cid GAS FI N Engine VIN = J
2000 CHEVROLET MALIBU V6 3.1L 189cid GAS FI N Engine VIN = J
2000 CHEVROLET MONTE CARLO LS V6 3.4L 207cid GAS FI N Engine VIN = E
2000 CHEVROLET S10 BLAZER TRAILBLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
2000 CHEVROLET S10 BLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
2000 CHEVROLET VENTURE V6 3.4L 207cid GAS FI N Engine VIN = E
2000 GMC S15 JIMMY ENVOY V6 4.3L 262cid GAS FI N Engine VIN = W
2000 GMC S15 JIMMY V6 4.3L 262cid GAS FI N Engine VIN = W
2000 GMC S15 SONOMA V6 4.3L 262cid GAS FI N Engine VIN = W
2000 GMC SAFARI V6 4.3L 262cid GAS FI N Engine VIN = W
2000 OLDSMOBILE ALERO V6 3.4L 207cid GAS FI N Engine VIN = E
2000 OLDSMOBILE BRAVADA V6 4.3L 262cid GAS FI N Engine VIN = W
2000 OLDSMOBILE INTRIGUE V6 3.5L 214cid GAS FI N Engine VIN = H
2000 OLDSMOBILE SILHOUETTE V6 3.4L 207cid GAS FI N Engine VIN = E
2000 PONTIAC GRAND AM V6 3.4L 207cid GAS FI N Engine VIN = E
2000 PONTIAC GRAND PRIX V6 3.1L 189cid GAS FI N Engine VIN = J
2000 PONTIAC MONTANA V6 3.4L 207cid GAS FI N Engine VIN = E
1999 BUICK CENTURY CUSTOM V6 3.1L 189cid GAS FI N Engine VIN = M
1999 BUICK CENTURY LIMITED V6 3.1L 189cid GAS FI N Engine VIN = M
1999 CHEVROLET ASTRO V6 4.3L 262cid GAS FI N Engine VIN = W
1999 CHEVROLET LUMINA V6 3.1L 189cid GAS FI N Engine VIN = M
1999 CHEVROLET MALIBU V6 3.1L 189cid GAS FI N Engine VIN = J
1999 CHEVROLET MALIBU V6 3.1L 189cid GAS FI N Engine VIN = M
1999 CHEVROLET MONTE CARLO V6 3.1L 189cid GAS FI N Engine VIN = M
1999 CHEVROLET S10 BLAZER TRAILBLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
1999 CHEVROLET S10 BLAZER V6 4.3L 262cid GAS FI N Engine VIN = W
1999 CHEVROLET S10 PICKUP V6 4.3L 262cid GAS FI N Engine VIN = W
1999 CHEVROLET S10 PICKUP V6 4.3L 262cid GAS FI N Engine VIN = X
1999 CHEVROLET VENTURE V6 3.4L 207cid GAS FI N Engine VIN = E
1999 GMC S15 JIMMY V6 4.3L 262cid GAS FI N Engine VIN = W
1999 GMC S15 SONOMA V6 4.3L 262cid GAS FI N Engine VIN = W
1999 GMC S15 SONOMA V6 4.3L 262cid GAS FI N Engine VIN = X
1999 GMC SAFARI V6 4.3L 262cid GAS FI N Engine VIN = W
1999 OLDSMOBILE ALERO V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1999 OLDSMOBILE BRAVADA V6 4.3L 262cid GAS FI N Engine VIN = W
1999 OLDSMOBILE CUTLASS V6 3.1L 189cid GAS FI N Engine VIN = M
1999 OLDSMOBILE INTRIGUE V6 3.5L 214cid GAS FI N Engine VIN = H
1999 OLDSMOBILE SILHOUETTE V6 3.4L 207cid GAS FI N Engine VIN = E
1999 PONTIAC GRAND AM V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1999 PONTIAC GRAND PRIX V6 3.1L 189cid GAS FI N Engine VIN = M
1999 PONTIAC MONTANA V6 3.4L 207cid GAS FI N Engine VIN = E
1998 BUICK CENTURY CUSTOM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 BUICK CENTURY LIMITED V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 BUICK SKYLARK V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 CHEVROLET ASTRO V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 CHEVROLET LUMINA LTZ V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 CHEVROLET LUMINA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 CHEVROLET MALIBU LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 CHEVROLET MALIBU V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 CHEVROLET MONTE CARLO LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 CHEVROLET S10 BLAZER V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 CHEVROLET S10 PICKUP V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 CHEVROLET S10 PICKUP V6 LF6 4.3L 262cid GAS FI N Engine VIN = X
1998 GMC S15 JIMMY V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 GMC S15 JIMMY ENVOY V6 4.3L 262cid GAS FI N Engine VIN = W
1998 GMC S15 SONOMA V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 GMC S15 SONOMA V6 LF6 4.3L 262cid GAS FI N Engine VIN = X
1998 GMC SAFARI V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 OLDSMOBILE ACHIEVA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 OLDSMOBILE BRAVADA REGIONAL V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 OLDSMOBILE BRAVADA V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1998 OLDSMOBILE CUTLASS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 OLDSMOBILE SILHOUETTE V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1998 PONTIAC GRAND AM GT V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 PONTIAC GRAND AM SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 PONTIAC GRAND AM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 PONTIAC GRAND PRIX SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 PONTIAC GRAND PRIX V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1998 PONTIAC TRANS SPORT MONTANA V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1998 PONTIAC TRANS SPORT V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1997 BUICK CENTURY CUSTOM V6 3.1L 189cid GAS FI N Engine VIN = M
1997 BUICK CENTURY LIMITED V6 3.1L 189cid GAS FI N Engine VIN = M
1997 BUICK SKYLARK CUSTOM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 BUICK SKYLARK GRAN SPORT V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 BUICK SKYLARK LIMITED V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 CHEVROLET ASTRO V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 CHEVROLET LUMINA LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 CHEVROLET LUMINA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 CHEVROLET LUMINA LTZ V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1997 CHEVROLET MALIBU LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 CHEVROLET MALIBU V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 CHEVROLET MONTE CARLO LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 CHEVROLET MONTE CARLO Z34 V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1997 CHEVROLET S10 BLAZER V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 CHEVROLET S10 PICKUP V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 CHEVROLET S10 PICKUP V6 LF6 4.3L 262cid GAS FI N Engine VIN = X
1997 CHEVROLET VENTURE V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1997 GMC S15 JIMMY V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 GMC S15 SONOMA V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 GMC S15 SONOMA V6 LF6 4.3L 262cid GAS FI N Engine VIN = X
1997 GMC SAFARI XT V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 OLDSMOBILE ACHIEVA SC V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 OLDSMOBILE ACHIEVA SL V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 OLDSMOBILE BRAVADA V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1997 OLDSMOBILE CUTLASS GLS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 OLDSMOBILE CUTLASS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 OLDSMOBILE CUTLASS SUPREME SL V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 OLDSMOBILE SILHOUETTE V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1997 PONTIAC GRAND AM GT V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 PONTIAC GRAND AM SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1997 PONTIAC GRAND PRIX SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 BUICK REGAL CUSTOM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 BUICK REGAL GRAN SPORT V6 3.1L 189cid GAS FI N Engine VIN = M
1996 BUICK ROADMASTER LIMITED V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 BUICK ROADMASTER LIMITED WAGON V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 BUICK ROADMASTER V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 BUICK SKYLARK CUSTOM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 BUICK SKYLARK GRAN SPORT V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 BUICK SKYLARK LIMITED V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CADILLAC FLEETWOOD BROUGHAM V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 CADILLAC FLEETWOOD V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 CHEVROLET ASTRO V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1996 CHEVROLET BERETTA Z26 V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CHEVROLET BERETTA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CHEVROLET CAPRICE CLASSIC V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 CHEVROLET CAPRICE CLASSIC V8 4.3L 265cid GAS FI N Engine VIN = W
1996 CHEVROLET CORSICA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CHEVROLET IMPALA SS V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1996 CHEVROLET LUMINA LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CHEVROLET LUMINA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CHEVROLET LUMINA LS V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1996 CHEVROLET LUMINA APV V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1996 CHEVROLET MONTE CARLO LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 CHEVROLET MONTE CARLO Z34 V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1996 CHEVROLET S10 BLAZER V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1996 CHEVROLET S10 PICKUP V6 LF6 4.3L 262cid GAS FI N Engine VIN = X
1996 GMC S15 JIMMY V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1996 GMC S15 SONOMA V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1996 GMC S15 SONOMA V6 LF6 4.3L 262cid GAS FI N Engine VIN = X
1996 GMC SAFARI XT V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1996 OLDSMOBILE ACHIEVA SC V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 OLDSMOBILE ACHIEVA SL V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 OLDSMOBILE BRAVADA V6 L35 4.3L 262cid GAS FI N Engine VIN = W
1996 OLDSMOBILE CUTLASS SUPREME SL V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 OLDSMOBILE CUTLASS SUPREME SL V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1996 OLDSMOBILE SILHOUETTE V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1996 PONTIAC GRAND AM GT V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 PONTIAC GRAND AM SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 PONTIAC GRAND PRIX SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1996 PONTIAC GRAND PRIX GT V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1996 PONTIAC GRAND PRIX GTP V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1996 PONTIAC TRANS SPORT V6 LA1 3.4L 207cid GAS FI N Engine VIN = E
1995 BUICK REGAL CUSTOM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 BUICK REGAL GRAN SPORT V6 3.1L 189cid GAS FI N Engine VIN = M
1995 BUICK ROADMASTER ESTATE V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1995 BUICK ROADMASTER LIMITED V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1995 BUICK ROADMASTER V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1995 CADILLAC FLEETWOOD BROUGHAM V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1995 CADILLAC FLEETWOOD V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1995 CHEVROLET CAPRICE CLASSIC V8 4.3L 265cid GAS FI N Engine VIN = W
1995 CHEVROLET IMPALA SS V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1995 CHEVROLET LUMINA LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 CHEVROLET LUMINA V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 CHEVROLET LUMINA LS V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1995 CHEVROLET MONTE CARLO LS V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 CHEVROLET MONTE CARLO Z34 V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1995 OLDSMOBILE CUTLASS SUPREME SL V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 OLDSMOBILE CUTLASS SUPREME V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 OLDSMOBILE CUTLASS SUPREME SL V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1995 OLDSMOBILE CUTLASS SUPREME V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1995 PONTIAC GRAND PRIX SE V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1995 PONTIAC GRAND PRIX GT V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1995 PONTIAC GRAND PRIX GTP V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1994 BUICK REGAL CUSTOM V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1994 BUICK ROADMASTER ESTATE V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1994 BUICK ROADMASTER LIMITED V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1994 BUICK ROADMASTER V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1994 CHEVROLET CAPRICE CLASSIC V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1994 CHEVROLET CAPRICE LS V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1994 CHEVROLET CAPRICE CLASSIC V8 4.3L 265cid GAS FI N Engine VIN = W
1994 CHEVROLET CAPRICE CLASSIC LS V8 4.3L 265cid GAS FI N Engine VIN = W
1994 CHEVROLET IMPALA SS V8 LT1 5.7L 350cid GAS FI N Engine VIN = P
1994 CHEVROLET LUMINA EURO V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1994 OLDSMOBILE CUTLASS CIERA SL V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1994 OLDSMOBILE CUTLASS SUPREME S V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1994 OLDSMOBILE CUTLASS SUPREME V6 L82 3.1L 189cid GAS FI N Engine VIN = M
1994 OLDSMOBILE CUTLASS SUPREME S V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1994 OLDSMOBILE CUTLASS SUPREME V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1994 PONTIAC GRAND PRIX SE V6 LQ1 3.4L 207cid GAS FI N Engine VIN = X
1994 PONTIAC GRAND PRIX SE V6 3.1L 189cid GAS FI N Engine VIN = M
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #3 · (Edited)
Everything you want to know about the MAF Translator.
Many of you have been asking alot of questions concerning the MAF-T which is why a FAQ has been added. The MAF-T is a piggi-back fuel controller which replaces your stock MAF sensor by changing a Hotwire signal to the stock Karmen signal which is used by DSMs. It allows the use of a GM MAF sensor. Either the 3" or 3.5" sensors can be used. These sensors can be sourced either new or used. The 3" sensor is used by dozens of GM vehicles including 96+ Blazers/Jimmys, S-10 pickups, Any vehicle with an LT-1 engine(Camaro/Firebird), and Impalla SS. The 3.5" sensors can be found on vehicles using the potent LS-1 engine, including Camaros, Firbirds, Corvettes. Aftermarket MAF sensors, such as those sold by Granettelli Motorsports are not compatable with the MAF-T.

The MAF-T's installation is very straightforward with only one wire to splice. There are 2 harnesses from the unit which simply plug into your stock MAF harness connector and the GM MAF itself. The GM MAF can be configured in 2 ways. Blow Through , the most popular, is when the MAF itself is in the upper IC pipe. This is beneficial for 2 reasons. First, it eliminates a restriction before the turbo; and second, you can VENT YOUR BOV , which everyone loves , by putting the sensor after the BOV and allowing backed up charge air to be vented before it is measured. *on a side note, NO, you cannot configure your stock MAF sensor to be used as a Blow through sensor. The operation of a Karmen Vortece MAF sensor cannot operate in this manner, and the sensor itself is not built to withstand any positive pressure.* Blow Through sensor placement has been discussed and still, no deffinative answere has been reached. As a rule of thumb, the sensor should be somewhere on the straight portion of your UICP, at least several inches before the bend into the throttle body. Mine is about 8" from the bend.

The second method of sensor installation is Draw Through, which is far less popular, but still affords less of a restriction for the turbo, over the stock MAF. In this installation the GM sensor is simply installed in the stock MAF location. You cannot vent your BOV this way, since the sensor will be before the BOV and the air has already been metered.

Tuning is usually a PITA. I dont recommend using the MAF-T on it's own. Used In conjunction with some other form of fuel controller will offord the best results. An SAFC or "Jeff O chip" work quite well. The use of a DSM Link has netted the fastest MAF-T cars. Setting the unit up is straightforward. There are 4 small dip switches and 4 turn dials. The dip switches are (1)-sensor type, (2)vehicle, (3)fuel cut defensor on/off, (4) AUX fuel control flat/contoured. The 4 turn dials are(from left to right) Base: This is a global setting to match injector size to the vehicle. Idle: For your idle corection. Mid: This is mostly for setting your cruise map. WOT: Wide Open Throttle setting. You may find that by setting some of the switches/dials contrary to your vehicle/sensor type, will offer the best tunability. For instance, I use a 3" sensor, yet I have the #1 dip switch set to 3.5" sensor. My car runs better this way. *In other words, dont trust the adjustmenst given to you. Get a logger, and or wideband.*

Ramchargers is the designer/builder of the MAF-T and the source to get them. *Be carefull when trying to purchase a MAF-T from Ebay, or non-DSM private sale. I have seen a few MAF-T's designed for the Buick Grand National passed off to unsuspecting DSMers. This unit has a different Harness connector with only 3 wires. The unit also has only 2 turn dials. IT WILL NOT WORK ON A DSM!!

Other things to consider in the cost is placement of the MAF sensor. When opting for Blow through configuration, reducer couplers and a new or modded UICP will be needed. For referance, I spent a total of $500 to install my MAF-T. This included the unit itself, a brand new 3" GM sensor, a custom UICP, all the couplers and clamps. Depending on what you do, your bill might be a more or less.

I hope everyone finds this thread informative and helpfull to those planning on a MAF-T. Feel free to contact me for any other questions regarding install/tuning.
GM GM MAF GM MAS GM MAFT GM MAF-
 

·
Boosted
Joined
·
3,815 Posts
I use the GM maf, and after logging with the stock mas vs. the GM MAF, I found that *with the EVO translator* it reads like 20% lower flow hz than ours. There is the ability to reduce it quite a bit within the translator, but only 2 settings which raise it up to 2%. Not enough. Just my :twocent: It works well, but still the performance fluctuates a bit without the TEMP/BARO sensors. It is supposed to accomidate by having a different air hz output, but its not perfect. I still have found this to be the best way for me to run my car. I never tried to suck-through our stock mas though.
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #5 ·

·
Boosted
Joined
·
3,815 Posts
YEA, I have that one. It has pins that plug into our existing MAS harness. So, you don't have to cut anything. I origionally used the scaling to get my car home from the shop, when I was running rich, but that totally messes with timing, and isn't a good way to scale your injectors.

I did end up using it, without any adjustments whatsoever from the translator, and added the necessary airflow to make it normal with the e-manage. I scaled with ECUflash.
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #9 ·
So can you run it stock also?? just curious. The taxes are here so its time to finish this bullshit!!I wanna see how it does before an after. In case, well no... when i have to trouble shoot. lol
 

·
Boosted
Joined
·
3,815 Posts
Well, when I tried to run it when I was stock, I ended up throwing a system lean code, it wasn't sending enough air/hz signal, especially at idle. The sensor was never intnded to be accurate at that low an air flow
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #11 ·
hmmm.... just tryin to visualize what ill be dealin with. The clip fits so there no splicing needed. What about that display unit. Is there a longer cable with it or something so put in somewhere in the car?? will i need to fuck with it at all or can i just hook it up and make all my adjustments with ecuflash??
 

·
Boosted
Joined
·
3,815 Posts
Well, I didn't get the MAFT-PRO or GEN II, I got the bottom of the barrel translator. It only translates, and doens't do much in the way of tuning, except adjust the air-flow signal a bit. There is no display unit with what I got, only a little black box that could be opened and the settings adjusted, but then you screw the cover back on when you're done adjusting.

Are you thinking of getting the PRO? Or Gen II? or translator.

Oh, and the EVO translator doesn't have any clip, but it does have pins that you poke into our MAS harness, and then you use electrical tape to hold it all in place.

I think you'll need to log a bit with your stock MAS, then after you switch adjust things to get the similar airflow during similar conditions. But remember that it will be slightly off, because its reads air different than ours. Since its putting out a constant BARO and TEMP signal, if its cold outside it will compensate by adding more air-flow-hz to get the same result out of our ECU.
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #13 ·
So i got the base model... how does the adjusting work and was there a trail and error process to it as far as the airflow went??
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #14 ·
Big up!:
So after solving my wiring(cough) error. Its time for the next phase of my turbo project. I started this thread back then thinkin i was gonna get it sooner. But after getting it i know for sure the info up to is still too short. So kinda continued from my "firied it" threa. I want to note my tuning proces to get the MAFT working for me so when anyone else wants to set one up. Most questions could be answered fairly fast. So ill put the hard ware info up to the top of the thread and start noting my tuning process. Any an all feedback appreciated:wiggle:
 

·
GT35 DOHC 500wHp
Joined
·
533 Posts
Nice man nice!! tell me how it works once you get it running i have maftpro sitting beside my table. I also have map and ait for it but i am not sure if i will use it.
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #16 · (Edited)
cool i still have to add the info for MAF and RPM modes. Ill put it back on tomorrow and start. Its running at 9.6 which is the richest my ZT2 will go so i think somethins up with my front O2 wiring again. My radiator hose popped off yesterday. I didnt fully secure the damn clip so im gonna spend the lil bit of time tonight before work rewiring that shit.

Once you install the pro if theres a few or alot of differences shoot me a write up an ill fit it in up top. Then noobs wont search an ask us to tell them while they could find this thread with tons of info on MAFT's:lmfao:
 

·
Premium Member
Joined
·
1,942 Posts
So your already turbo'd correct??

Do you think I could run this NA for about a month??

I know Steady was getting an error fo system lean.

Like I said in my PM's I'm just gonna use it to blow thru and that's it. I'm tuning via the Flash and I already have my Evo 560's scaled in I just want to see if this works NA
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #18 · (Edited)
yeah im with you on the inj. side. Use ecuflash for majority like 90% of the fuel and scaling and use MAFT to get the 3" MAF and ecu to play nice. Im confident it can be setup to run N/A Im not gonna be concerned with codes till its time to smog in which ill just switch it all back since i designed my setup specifically for that. No permanent modding. So im just gonna throw codes all day

To answer you no im not T'd. i had that issue with the oil pressure and i didnt have the maft at the time either. So ive waited till now since i have it and the 3" exhaust is done also. Now i just have to set this up and reinstall everthing with no worries except tuning.


Ill use now to post my 1st observations:
with every knob set to '0' It wouldnt hold idle unless i opened the throttle a bit.
-It wouldnt read any load, was pulling the timing below zero when it usually idles at like 12, and once i gave it gas it would bog so i need to figure out why its not reading load. Might have to hit the FSM again an make sure on the wiring or somethin.
-It would cause it to slowly richen up to the 12s and hold.
-Oh and sustained knock counts of 30+ for a couple of seconds when i tried to throttle up a bit down the driveway.
-vacuum reads at -20 now instead of the usual -23 ,-24 which i find interesting since the piping is going from 2.75 - 3 -2.75 again. Why would the maf size effect the cars vac?


So it gonna take some work. Ill post logs once i actually get the car to move. LOL:rolleyes::ghey2:
 

·
Registered
Joined
·
1,888 Posts
Discussion Starter · #20 · (Edited)
yeah thats the plan. I dont wanna put everything on together. Have a bunch of bugs to work out and not even be familiar with any of it so. I figured this would be the best place to start since its part of the vent to atmosphere package. An take one step at a time. Same with the 440s an start a thread on the latencies an tuning the turbo together...
 
1 - 20 of 40 Posts
Top