I was just using MT as a reference to what I saw as a difference in the option description, I only use TS for tuning. I have a MAF sensor off both a 3.0L and 4.0L ford engine, is it really that hard to try using MAF for this situation, couple wiring changes and a few SW changes?. This cam is really radical in this motor and does not create good vacuum for a MAP sensor thats why Alpha-N is used, but could I use a combination of MAP (which is really my TPS/Alpha-N) and MAF to get this dialed in better. Maybe use MAP to 2000 RPM and then MAF from there on up? Don't get me wrong this thing runs pretty good, just noticing this altitude thing with the race we were in. Our biggest race of the year is coming up and I want to be out in front and stay there. 550 miles in the nevada desert at 110deg outside.
If I stay with the current setup I will dial the air temp thing in on the dyno, maybe use a blow dryer to heat up the air temp, where I dyno at is much cooler and air is more dense so I don't think I have to do any cooling, I think I can extrapulate the line when I dial in the high temp end.
Thoughts about the MAF?
Need help with altitude compensation.
Forum rules
Forum rules
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
Forum rules
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
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tech3sandcars
- Helpful Squirter
- Posts: 38
- Joined: Fri Jun 19, 2009 2:34 pm
Re: Need help with altitude compensation.
If you have the time I would use MAF, with MAP and MAF blend if needed. But first I would take care of the air temp and baro tuning with the present setup, so you have a backup plan. The number of MAF users is smaller and there is less of a data base when using it. Plus there may be reversion problems with MAF. We have ideas on how to solve this, but not in the time frame you have.
I have tried to clarify and fix the ini file, and a new one is attached. In looking at this I found that both alfa-N modes are blend modes, but the last mode only uses tps in the VE table lookup, it doesn't also multiply VE by tps the way SD multiplies VE by map, and since barocorr is tied to this tps or map multiplier, it also isn't used in the last alfaN mode. (This is clarified in the new SD/AlphaN selection menu.) So just use the middle alfaN option if you want to take the most account of barocorr.
I have tried to clarify and fix the ini file, and a new one is attached. In looking at this I found that both alfa-N modes are blend modes, but the last mode only uses tps in the VE table lookup, it doesn't also multiply VE by tps the way SD multiplies VE by map, and since barocorr is tied to this tps or map multiplier, it also isn't used in the last alfaN mode. (This is clarified in the new SD/AlphaN selection menu.) So just use the middle alfaN option if you want to take the most account of barocorr.
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tech3sandcars
- Helpful Squirter
- Posts: 38
- Joined: Fri Jun 19, 2009 2:34 pm
Re: Need help with altitude compensation.
Hey thanks a bunch, I think I get it, I see that TS picked up the new file, makes a little more sense.
So I have a more general question about using blending ( I think I will wait to try MAF in the off season), this motor is a VTwin engine with pretty radical cams. Like I said earlier it idles between 75 and 85 KPA, thats mainly why AlphaN is used, but is there any point in a motor like this where blending to MAP would do me any good? This motor is attached to a CVT belt system so 90% of the time the motor runs at a specific RPM, in my case about 8500rpm. So from the minute you punch it it revs to 8500 and just holds there while the clutching works to accelerate the vehicle. Any thoughts there would be helpful.
thanks
So I have a more general question about using blending ( I think I will wait to try MAF in the off season), this motor is a VTwin engine with pretty radical cams. Like I said earlier it idles between 75 and 85 KPA, thats mainly why AlphaN is used, but is there any point in a motor like this where blending to MAP would do me any good? This motor is attached to a CVT belt system so 90% of the time the motor runs at a specific RPM, in my case about 8500rpm. So from the minute you punch it it revs to 8500 and just holds there while the clutching works to accelerate the vehicle. Any thoughts there would be helpful.
thanks
Re: Need help with altitude compensation.
When you are in the 8500 rpm mode, you have taken rpm out of the eq, and if you have punched it and hold the throttle down, you have taken tps out of the eq. So only MAP is left. So right now its a matter of how much MAP changes as you shift. I don't have any personal experience with this type motor, but I would think that even a short dynamic range from MAP is better than none.