Ask twice,purchase once.............
Tech Contributor
Joined: May 2008
Posts: 2,843
Likes: 16
From: Howell Michigan
St. Jude Donor '09-'10-'11
If you make a bit more power and it takes a bit less throttle opening to maintain that speed you will see an improvement in mpg.Was the duct and MAF relocation the cause of this? Who knows,could just as well of been the 10 degree cooler ambient temp.I am just reporting what I saw on my cars readout on a 50 mile straight line,cruise control on trip to the track. But the lack of that MAF code reappearing and the better idle quality are facts.
Tech Contributor
Joined: May 2008
Posts: 2,843
Likes: 16
From: Howell Michigan
St. Jude Donor '09-'10-'11
You anticipated where I was going. I can believe this has more of an affect then anything you did in front of the throttle plate. Other less obvious factors can be prevailing winds.
Safety Car
Joined: May 2008
Posts: 4,237
Likes: 11
From: Lacombe Louisiana
Keeping an eye on it around town now as the temps have climbed back into the normal mid 90's,time will tell.An engine is merely an air pump,if you improve flow and the computer can adjust for it,HP and MPG can be better.
Thread Starter
Drifting
Joined: Apr 2005
Posts: 1,545
Likes: 3
From: CLIFTON PARK NY
This is cool, I'm learning alot more about the role the MAF plays in the bigger picture. I know we're digressing from the OP's original question and I hope he doesn't mind....
If I'm understanding all this great info correctly... relocating the MAF MAY change it's input to the PCM and (technically) may reflect a more accurate reading of the actual laminar airflow hitting the TB. Assuming the airstream had a chance to settle down while traversing the bridge/coupler... Note: I think this may be more accurate for people using the twin cone assemblies.
Now this new signal may not be accurate due to the static translation table stored in the PCM right? This is where I was getting confused... I thought that table was dynamic, in other words would eventually be adjusted to account for the changes in the upstream O2 sensors outputs, as an example...
I find it interesting that the tables are different for different vehicles... Airmass is airmass after all no matter what motor it's being sucked into. I suppose it's another area that can be tweaked for tuning purposes though...
Thinking more about this, it might make more sense to relocate the temp sensor closer to the TB to take into account heat soak from the engine... I wonder what THAT would screw up????
Tim
If I'm understanding all this great info correctly... relocating the MAF MAY change it's input to the PCM and (technically) may reflect a more accurate reading of the actual laminar airflow hitting the TB. Assuming the airstream had a chance to settle down while traversing the bridge/coupler... Note: I think this may be more accurate for people using the twin cone assemblies.
Now this new signal may not be accurate due to the static translation table stored in the PCM right? This is where I was getting confused... I thought that table was dynamic, in other words would eventually be adjusted to account for the changes in the upstream O2 sensors outputs, as an example...
I find it interesting that the tables are different for different vehicles... Airmass is airmass after all no matter what motor it's being sucked into. I suppose it's another area that can be tweaked for tuning purposes though...
Thinking more about this, it might make more sense to relocate the temp sensor closer to the TB to take into account heat soak from the engine... I wonder what THAT would screw up????
Tim
Tech Contributor
Joined: May 2008
Posts: 2,843
Likes: 16
From: Howell Michigan
St. Jude Donor '09-'10-'11
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Pro
Joined: Sep 2005
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From: Murphy TX
Hi Miss Information. Nice to meet you. My engine has a problem called an AFTERMARKET CAMSHAFT which causes intake reversion due to the overlap.
