so you have to run extra injectors with the piggyback? also, does it have some kind of anti-stall feature so that it would be possible to use a bov w/o fear of stalling?
Ha oh yeah look at that what a dork he doesn't know what he's talking about http://www.wrxtuners.com/specs/ lol i told him that's not how his boost gauge worked. I think the stock wrx boost gauge are in metric and he thought he knew how to read it dunno where he looked up 7psi though lol. Thanks for bringing it up mp5jeff i'm definatley going to go off on him for that one. Then I guess he was at....16 to 17psi, lol maybe I shouldn't tell him that and let him blow his engine he'll be at like 25psi and not even realize it and he's a daily driver. Ohh i can get evil with this one.
so you have to run extra injectors with the piggyback? also, does it have some kind of anti-stall feature so that it would be possible to use a bov w/o fear of stalling?
BOV and stalling, never seen that. OK I guess I will add the info on the bigger mass air now.
Our larger mass air meter is a blow through type. If you place your BOV before our meter you will not have the same problems you are now having. The other main reason is now you can run all of the boost you want and never hit the 5.0 shut down. Plus you now have a free flowing meter on your car. The tiny stock meter is gone and you do not have to go to the old MAP sensor to do it.
MAP sensors AND MAF sensors have two different functions. No matter which one is used in conjunction with the stock ecu, there are still parameters that have to be met to run properly
so where will the maf be in relation to everything else? it's obviously gotta be after the turbo, otherwise putting a bov before it doesn't make sense. is it before the throttle body and after the ic?
and the maf is 80mm correct? so would it be possible to fit this to say, spool's hardpipe kit where the piping is 2.5"?
so you have to run extra injectors with the piggyback? also, does it have some kind of anti-stall feature so that it would be possible to use a bov w/o fear of stalling?
In order to supply the engine with enough fuel your only option is to run extra injectors with this setup.
In a MAF setup you will always have the possibilty of stalling issues when not recirculating.
What exactly is the difference in functionality between an MAF and a MAP? I know that for whatever reason with the MAF you need to recirculate, whereas with the MAP you don't have to. How do they work and what are the differences? Thanks.
a map operates off the Manifold Air Pressure. so it's basically counting the air coming into the intake manifold. a maf counts the air coming in through the intake. thus, you can vent to atmosphere without stalling if your car uses a map since no air has been counted yet. that's why hondas can use bovs without any fuel adjustments.
What exactly is the difference in functionality between an MAF and a MAP? I know that for whatever reason with the MAF you need to recirculate, whereas with the MAP you don't have to. How do they work and what are the differences? Thanks.
The MAF will measure the incoming air flow into the throttle body. Along with the airtemp sensor it can assume air density thru the voltage back to the ecu.
MAP will measure manifold pressure BEFORE the throttle body. They are calibrated to measure the airflow based on load and set parameters .
The MAF is more acurate in theory but if tuned properly for a given application a MAP sensor would work just as well if not better. Especially for boosted vehicles when you can "read " boost rather than infer it
so where will the maf be in relation to everything else? it's obviously gotta be after the turbo, otherwise putting a bov before it doesn't make sense. is it before the throttle body and after the ic?
and the maf is 80mm correct? so would it be possible to fit this to say, spool's hardpipe kit where the piping is 2.5"?
a map operates off the Manifold Air Pressure. so it's basically counting the air coming into the intake manifold. a maf counts the air coming in through the intake. thus, you can vent to atmosphere without stalling if your car uses a map since no air has been counted yet. that's why hondas can use bovs without any fuel adjustments.
is there a way you can manipulate the amount of air seen by the MAF if you were to trick the temp. sensor into seeing the air warmer than it actually is, therefor reducing voltage?
is there a way you can manipulate the amount of air seen by the MAF if you were to trick the temp. sensor into seeing the air warmer than it actually is, therefor reducing voltage?
You cannot manipulate the MAF to " see less air". You can vary the voltage the MAF will output. Thats all. With the stock mazda ECU this is a problem if the voltage variation is too great in closed loop.
How are you going to properly meter and run a blow off valve when the surge will have to go the opposite way into the MAF again. (this is for the meter that is blow thru)
I can understand that it may work to tune the vehicle to run, but to mount a BOV BEFORE it?
Have you tried this.
Think about it. The meter will measure the amount of going thru the system. Then it will go backwards to be relieved via blow off???
And this can be tuned??
Come on. I would like to hear from someone with this exact setup.
yeah i was wondering about that. i know there's different types of mafs (blow-thru, flapper, etc.), but how do they work? and like perf said, how is the setup gonna work if the bov is before the maf?
