Just wondering why our MAF sensors are so far from our throttle body. Don't you get a more accurate reading from being as close to the TB as you can. If im completely mistaken please feel free to let me know. thanks.

 

ive been wondering this same thing before i decide on where to place it on the intercooler piping.

 

Whatchoo talkin bout willis?

 

our MAF is on the end of out intake next to our driver side wheel isn't it?

 

Yeah it is, and correct me if I'm wrong, but at best it would have to be before the pcv hose runs into the intake since that air is already metered I believe. It wouldn't be that big of a move anyway if it were closer to the throttle body, plus unlike older cars where I'm sure that made a difference, on newer cars and cars running speed density such as ours the MAP sensor is what will being providing most of the information most of the time.

 

Exactly what i was looking for thanks man for your help i appreciate it. its nice to know we have some people on here that know what they are talking about.

 

so why am I adjusting he MAF sensor?

 

You shouldn't be, it's fine where it is and the difference (if any) seen by moving it on a stock-ish setup (although turbo setups may run better blow through) would be a moot point.

 

I adjust the MAF table to maintain my commaded AFR. If I have too much fuel I decrease the MAF table where it needs it and viola my actual and commanded AFR's are the equal +/- .2 throughout the RPM range. I'm fairly certain our cars use the MAF sensor for primary fuel calculations. When the MAF fails then it resorts to the VE table which I believe is MAP oriented.

My thought is if you move the MAF closer to the TB the calibration will be off, it should sense more air passing through and in return dump more fuel, I think you would have to buy a different sensor with a wider frequency range to compensate if someone was to change their intake to an SRI like the 2.4 SS. I don't have my computer handy to view the 2.4 MAF tables but I think it has a wider freq. range than the LSJ. It uses two tables for MAF calibration.

My GM truck worked the same way also, I performed a MAF calibration to maintain the commanded AFR. I believe it also had a wider freq range. I guess I should also mention I use the HPTuners software for my adjustments. I'm sure other programs may use different methods of making changes to the computer. HPTuners just happens to be the one I'm familiar with, sorta...

 

I hate to break it to you but the MAP sensor on our car doesn't do a whole lot. The MAF is the money sensor and where the most time tuning should be spent.

As for the location, it's more important to have the MAF located so that it gets an accurate reading as opposed to being any certain distance from the throttle body.

 

Well damn, I'd read a long time ago here that it was vice versa. I'm not doubting you and saying you're wrong btw but seriously half of the **** I read on here gets contradicted so much that it's almost impossible to learn without doing it myself. I read a **** ton and it's never been as bad on other forums as it is here.

 

Why is there both the MAF and the MAP sensor? I am used to driving cars that had only one or the other. And I preferred the MAP sensor because it would not get abused if someone over oiled their engine air filter.

 

correct sir.

the maf draws most the fuel calculations, even cyl air mass and such.

the map comes in handy for boost referencing and SD calc's

 

It's all good man, it's hard to get good answers on this site any more and if you don't tune yourself it gets confusing. Hell I tune myself and it gets confusing, especially when switching from LSJs, to LS1s and so forth.

 

... unless you ever decide to open or close the throttle quickly.

There is a reason for the VE table....