Its done, just not tested........ Both my Pro's are outside in the cars at the moment, gotta drag one inside and check the software tweak... couple days probably
My data on the VAF is a falling output, but, if its wrong its an easy fix.....
Since you are using an analog out for the MAF out, the green wire (F Out) could be programmed to run the fuel pump. Including a prime timer (GM style)...
B
I have not looked at the logfile yet.
MAF MassAirflow is the MAF input, but if you have the F-In mode set to a MAF, and aux input set to a MAF its going to be unhappy. Perhaps thats the issue. The MAF MassAirflow should be well behaved.
Yes, you may have broken it. But it should be...
1 - 3 amps. (an estimate)
yes, you should see something on FI. Do you have the jumper connected correctly?
With the engine off, you may not see anything, but any airflow at all brings the MAF output up in to the readable range.
B
FI = 0........ somethings up there. Did someone mod your unit for timing monitor?
FI is the frequency input and a 3.5" MAF should idle @ 3000 hz or so.
Remember, the GM MAF needs 12 volts to run. The Toyota VAF runs on 5, so check your wiring.
B
running 4.80? It can display the V-Out voltages on the LCD. We need to know what the VAF voltage is going to the ECU. Perhaps measure it, since you said that the car runs with the VAF connected (Pro connect also, or disconnected)
Bob
you will set V Out mode for the MAF output. Set the correct one for the output you choose to use.
Set F-In mode for the correct MAF, be sure to change the Prescale jumper inside the unit, and set the unit for Translator Mode.
So, nothing needs to be connected to the 6 pin.
10 pin...
99% of the MAFT's that have problems are due to external issues.
On DSM's the users frequently crush the wiring and fry the power feed circuit. Its an easy fix, but its not the MAFT's fault......
On Supras it seems that the power feed connections are not always secure.
If the MAFT is not...
peak torque at some constant boost...... with large turbos (especially on a dyno) you don't get full boost until the upper RPM's.
Better to look at a dyno sheet from a stock car, and make sure you are watching torque, not HP. (Dynojets don't count)
its not the turbo size that governs...
you are correct, and basically the difference is at what RPM peak torque occurrs. With VE table #2 it happens at a lower RPM. This is typical of small cammed, turbo motors. Larger cams, less efficient intake manifolds, and stuff like that move the torque peak up and match VE table #1 better...
The AEM uego should be hooked up per its instructions.
The MAFT Pro should be connected per its instructions, except for the orange and purple in the 10 pin connector.
Connect the orange to the AEM analog out.
Connect the purple to the AEM ground wire (black?) near the gauge.
Thats it...
get a voltmeter, and measure the voltage between the orange and purple wires. Compare this to the "O2" reading on the Pro. They should agree.
Be sure your tracking features (AFR Tracking and PT Tracking) are disabled (set the TPS thresholds to 4.9)
Verify where your grounds are...
P0 is what the unit is programmed for.
I could implement P4, but everyone wants me to stop changing things and make an official release......
Set it for P0 for now and get things running.
Bob
This site uses cookies to help personalise content, tailor your experience and to keep you logged in if you register.
By continuing to use this site, you are consenting to our use of cookies.