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2G Calibration on the MAFT v 2.0 with ECUflash the easy way

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This article relates to the
- MAFT v2.0 and 3" GM MAF
- ECUflash on the 2G DSM

If you have looked into using the MAFT on your 2G you have probably already seen the setup instructions...set the injector size to the stock scaling of 450CC is the common advice. While this will get the car running it most likely is not optimal for anything but the stock turbo or low boost on a 14b/16g/20g. To get high boost to run well we need to understand a bit about how the MAFT functions.

The MAFT v2.0 box spits out a number and gives it to the ECU, that's it nothing more nothing less. That number is von Kármán frequency and having the correct number is critical to the ECU controlling the engine properly. From what I have read and also experienced on my own setup...setting the MAFT to 450CC base on the box will report airflow similar to a Mitsubishi MAF (609 or 399) at low and medium airflow <15 PSI but seriously over inflate the reported airflow with larger turbos and higher boost. The error in reporting will most likely be fuel cut. For example, with my 20G at 22 psi, the MAFT was reporting approximately 66 lb/min while the 399 MAF reported about 40 Lb/min. Pretty obvious which MAF gave the correct answer...

Procedure:
The easiest way to fix this is to calibrate the MAFT using a Mitsubishi MAF and change the base from 450CC to something else. Its easy just install your Mitsubishi MAF take a log at idle, cruise and WOT and take note of what your von Kármán frequency is. The way the knobs function is increasing the injector size on the MAFT box will lower the reported airflow to the ECU and decreasing the size will increase reported airflow. Matching idle and WOT will be the easiest so don't worry about getting the cruising and light throttle jabs correct yet just set your base injector size on the MAFT box so you get the correct WOT reported airflow to match the Mitsubishi MAF.

Another common issue is part throttle knock on quick throttle jabs with the MAFT, this can be fixed by using the MAF smoothing table in ECUflash. If you have a wideband you will probably see that the car goes lean, this is because the MAFT is reporting less airflow than is actually passing by. One useful tuning note is to avoid using the idle,mid and WOT tuning dials on the MAFT box, all they do is compress the reported frequency to one end of the cuttoff or the other and they are very touchy and basically useless.
As Ceddy described in his injectors writeup, MAF smoothing acts similar to an SAFC...increasing MAF smoothing in gm/s will richen for a given MAF Hz and decreasing gm/s will lean. Use MAF smoothing to match your cruising and light throttle jabs logged target AFR to your wideband AFR.
 
Another common issue is part throttle knock on quick throttle jabs with the MAFT, this can be fixed by using the MAF smoothing table in ECUflash. If you have a wideband you will probably see that the car goes lean, this is because the MAFT is reporting less airflow than is actually passing by. One useful tuning note is to avoid using the idle,mid and WOT tuning dials on the MAFT box, all they do is compress the reported frequency to one end of the cuttoff or the other and they are very touchy and basically useless.
This is great to know, thanks. I was considering a MAFT v2 for a secondary vehicle, but will look more at a DSMLink for that one as well.
 
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