3400 RSM S/C - ALL Threads Combined

[john_V63400]

i didnt have a DYNo or my own Tuner software to experiment and C for myself it truely is almost imposible to tune with out a MAF
It may be just as hard to tune a MAF in as well

[SappySE107]

So why aren't you running a MAF then? Perhaps when it fucks up your motor a 2nd time for the same reason you will learn?

If you don't listen till it happens to you, I hope you never take up sky diving. "what happens if I don't do what the instructor told me to do...i bet I can be the first". splat. boom. same difference.

[john_V63400]

To Do List For my GA GT Engine Tune

Change Tranny Fluid
Change Spark plugs from TR7-IX to TR6-IX
Install a new Belt and tighten the shit out of it
Buy New Clamps for my S/C piping
Already baught a MAF from superdave
Install MAF after S/C before BOV right Guys

Then take it to the DYNO and tune it.

What am I missing guys

[bszopi]

b. Mass Air Flow Sensor (MAF) – Located in the air intake duct between the filter element and the throttle body, input from this sensor regulates the amount of fuel to be metered to each cylinder in an attempt to achieve the stoichiometric ratio. A derivative of the hot-wire anemometer (a heated wire cooled by the air passing over it), using a Wheatstone bridge and a variable-resistance heated element the MAF can produce a near-linear signal from which the mass flowrate of air is easily determined by the engine control module. The greater the mass flowrate of air over the sensor, the greater the voltage required to heat the wire element. The actual airflow measurement is likely the most important variable in determining the amount of fuel to be metered to the engine. Although this device is very accurate, it tends to be somewhat delicate and expensive.

c. Manifold Absolute Pressure Sensor (MAP) – Used on all “speed-density” systems (those not measuring airflow directly), this device measures the absolute pressure of air in the intake manifold using a silicon diaphragm strain sensor and the piezoresistivity phenomenon. The output of the MAP sensor is used in conjunction with intake manifold air temperature, engine displacement, RPM, exhaust gas recirculation amount and various constants to determine the amount of incoming combustion air and consequently the amount of fuel to be metered. Closed throttle plate would represent close to a vacuum in the intake manifold, whereas wide-open throttle should be near atmospheric pressure, the maximum intake manifold pressure for a normally aspirated engine.

· Speed-density method used in MAP systems is described as follows:
Recall that the mass flowrate of air is represented by the product of the air density and its volumetric flowrate. The instantaneous density is calculated by multiplying the density of air at standard conditions by the ratios of MAP and MAT data with respect to standard atmospheric conditions for temperature and pressure. The volume flow rate of air into the engine is simply the product of engine RPM and half of the displacement (it only draws one half the total engine displacement in one revolution under ideal conditions). Figure in corrections for exhaust gas recirculation and other small factors, and the mass flowrate of air into the intake manifold at any given instant is easily determined by the onboard engine computer.

· Note: Some vehicles are equipped with both MAF and MAP systems, relying on MAF data unless a malfunction is encountered, whereupon the engine control module will default to the speed-density method.

The dual systems also use MAP as an instantaneous BP sensor during the start up operation of an engine. Without the MAP sensor Barometric pressure is inferred into the ECM since there is nothing to actually measure it.

Another use of the dual system is for transient fueling operations. MAF systems without a MAP sensor have no way of knowing what the actual pressure of the manifold is. For this reason manifold pressure again has to be inferred through a series of very sophisticated software. Even with the best of software, inference of manifold pressure is not exact. A MAP sensor in the system allows for actual measurements of manifold pressure to be used along with the actual air flow measurement of the MAF sensor.

http://affordable-fuel-injection.com/fuel-injection-questions-engineer.htm

[john_V63400]

Well all you people telling me to put my MAF dont know why I have a MAP and a MAF.

[john_V63400]

You never learn untill it happens to you spruce.
Like a kid eating too much candy, then gets cavities and tooth aches.
You dont listen till it happens to you. Then you gain experience from your own mistakes.

[john_V63400]

I can see the ribs on the belt, the belt is abnormally wearing, Im going to add a new belt and tighten it.

[JMo60]

maybe I will have a local CAD shop make all new pullys with different ribs. stronger that is.

I dont understand, why would your pulleys slip so terribly, with a supercharger, some pulley/belt slip is normal, but i really dont think that i would go with a complete custom pulley set up. Custom pulleys probably wont help anyway just make thing worse imo.

[Baldeagle242]

im not worried on the S/C pully sliping cause its the other pullies that slip.

The other pulley (Crank Pulley, the only other one that could be slipping) will slip worse. If it is already the one slipping it will be working harder to turn an even harder to turn smaller pulley on your SC.

[john_V63400]

maybe I will have a local CAD shop make all new pullys with different ribs. stronger that is

[sprucegagt]

yeah on the S/C pully thier will be more load, not on the other pully's right.
im not worried on the S/C pully sliping cause its the other pullies that slip.

This makes no sense.

[IsaacHayes]

Which ones slip? Probably the crank pulley slips.

Does the tensioner bounce at idle? If so replace it with a new one. If it's bouncing the spring is weak in it and that won't help with belt slipage.

[sprucegagt]

Whats up with the wack upshifts with NO MAF can an1 explain that

You would know this if you would read all the previous threads you've made asking the same thing.

[IsaacHayes]

The computer reads the MAF to know where the engine is at so it can adjust transmission pressure. Lower pressure when the engine is not accelerating hard, for smooth shifts. When it reads its flowing a lot and making power, it ups the pressure for a quicker shift and less slippage.

When it has no signal from the MAF it ups the pressure to max to protect the trans because it doesn't know how much power the motor is making. That way if you are flooring it, it doesn't know this but since it's running full pressure the trans will shift quick.

So you need a MAF or you will wear out the trans pump since it's pressure is at max all the time. I bet the trans whines pretty loud just sitting there.

Hehe I've killed 5.0's when my car was stock. They always are like WTF but I have a mustang.

I was exactly right about how they tuned it and how it behaves. It's bad aided now and won't damage the motor when in boost, but at idle, and cruise you will be running rich which will lower MPG, and wash the cylinders with gas. I bet your oil will smell rich of gas now.

You really need to stop thinking about it and just put the MAF on. Then tune it for real. Then you won't be posting questions and problems all the time. The car will run great and you'll have more fun and can relax.

[john_V63400]

yeah on the S/C pully thier will be more load, not on the other pully's right.
im not worried on the S/C pully sliping cause its the other pullies that slip.