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Hello,
I did buy a MAF enhancer box from Tuning-diesels for affordable tuning modules.
It works quite well as it amplifies the signal at low rpm, I did rig it on a switch and there is a noticeable difference both in power and smoke when turned on. Also I found it worked much better rigged to the MAP.
Interesting how does the ECU adjust the boost for the VNT when the MAF reads low volts and is plumbed straight to the outlet pipe and not going through the modulator???
Ian
Is it the RonBox PD 2 channel module?Quote:
Originally Posted by justfishing
Hello,Quote:
Originally Posted by mturri
I brought mine a few years back but looks the same. I am on a mine site so unable to go and have a look. there is only one that fits the TD5 I had trouble with the wiring when first brought it the earth was in the wrong socket on the pins I had to get him to re-wire it as the signal wire and earth were the wrong way around mine is a 2004 Classic TD5. There is a plug for the fuel temp socket which I have not connected as when i do it does a few silly things. Only the MAF plug. I would assume that it gives a lower temp so more fuel is injected or is it the other way around ? Like I said great but much better on the MAP sensor.
Ian
Couldn't you simply put a 4.7V Zener diode across the signal to clamp the voltage? That would cost about 20 cents.
Obviously the fuel mixture would be incorrect. Lean i'd imagine, lots of air less fuel.
I've turned this MAF signal thing all the way around and learned my lesson believe me, got some kicks in the arse in this forum for that:blush: which made me read and learn much about the MAF's signal, my final conclusion after lot of study and tests is that it's not healthy to mess with it's signal, nor with the MAP one with boost boxes. If there's not some boost leak, management issue, or fault in the MAF's own electronics there's no reason for it to exceed the 680kg/hr threshold(provided it's not a boost box fitted when the suction can grow due to excessive boost) BUT if somebody insists to run higher boost than 20psi(which can be achieved without boost box) at least leaving the MAF untouched it keeps a kinda backup for turbocharger overspeed protection which otherwise it's managed based on MAP input extracting the AAP from it so when a perfectly working MAF's signal exceeds 680 and the management cuts fuelling the turbo is at a "dangerous" speed already.
I have a std maf on my eu2 td5 with a big vnt and tune to match.. its fantatic!! So I installed the same turbo on my eu3 td5 and am in the process of getting a tune for it. On the eu2 i have no maf issues what so ever. It is a hybrid with a 3 track pedal and app sensor.. on the eu3 i have mojor issues with the maf.. to the point i have to leave unplugged. Low down it drives better with the maf connected but i can't give it more tham half throttle before the maf hits its limit. I would like to clamp the voltage but have not had much success with off the shelf units... like the split second unit although it works well as a boost box :)
Dis you swap MAF sensors from one car to another just to rule the sensor out?
IRB developments dual channel anti limit box..... ;)
Sent from my HTC One using AULRO mobile app
So no more turbocharger overspeed protection at all? ... i'm wondering what can happen from mechanical point of view in a turbo overspeed scenario cos i really dont know :confused:
after some search IMO without boost gauge and EGT gauge to keep things on the safe side that could be the end(like in the link with overspeed): https://garrett.honeywell.com/install/troubleshooting/
I remember the thread you are referring to. It was one of the more thrilling threads on the forum. :)Quote:
Originally Posted by sierrafery
The issue I have is the VDO MAF I've got max's out at 650-60kg/hr according to Nanocom.
Like others, it is really making me frustrated. Surely with a boost and EGT gauge fitted for observation, it would be better to limit the max voltage rather than fit a 19mm bypass hose for example.