2g Maft Rev 1.7 User Manual
2g Maft Rev 1.7 User Manual Rating: 9,2/10 1564 votes
User Manual POLARIS COMFORT POLARIS Touch Panel 5.7' to 12.1' Type 17-71V1. User Manual - TRANSLATION. The user manual is written for all people who carry out assembly, installation. 1.7 Ex Protection Type, Certification and Standards. AEM 30-3305 V2 Water Methanol Multi Input Controller Kit User Manual. Frequency maf installation. AEM For the car. Manuals Directory ManualsDir.com - online owner. Frequency MAF (2kHz – 14kHz) ON – OFF – OFF. To determine if you do in fact have the correct wire you can try and rev the engine while monitoring the. Zelio Logic 2 Smart Relay User Manual SR2MAN. 3 Table of Contents. User Comments We welcome your comments about this document. You can reach us by e-mail at. Automation systems and who would like to be able to implement smart relays. /= The + / -The - +. To reorder this manual, ask for IC-80-J Operation and Maintenance Manual, Part Number-990-30179. Contact your Broderson Service Representative at: Broderson Manufacturing Corp. Box 14770 Lenexa, Kansas 66285 USA 913-888-0606 NOTICE If this crane becomes involved in an accident, please call Broderson Manufacturing Corp at. View and Download Siemens REV17 Series operating instructions online. REV17 Series Thermostat pdf manual download.
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| 1) Vehicle Select | Select 1 if unit is wired to stay on for 10 seconds after key-off (Mitsubishi). | Mode: 0 | ||||
| 2) # of Cyl.'s | Set to the number of cylinders of the engine, (exception: 96+ LT1, LS1 set to 4) | |||||
| 3) Displacement | Displacement in Liters | |||||
| 4) Airfl Mode | Source for airflow to output signal 0 - Speed Density with temp compensation 1 - Speed Density without temp compensation 10 - MAF input with UserTunes (Translator Mode) 11 - MAF input with UserTunes and VE table (Translator Mode) | |||||
| 5) MAP Source | Select type of MAP sensor | |||||
| 6) Load Srce (Dens Srce) | Select input and scaling for IAT 0-Use MAP 1-Use TPS 2-Use MAF/RPM | |||||
| 7) Baro Mode | Select Barometric Pressure mode 0 - Sealevel: No BARO mode, use Sealevel value to calculate boost, no fuel change 1 - Read @ Key-on: Detect Baro at key-on, use barometric pressure to calculate boost, no fuel calculation change. | |||||
| 8) F-Out Mode | Select function and scaling of Frequency output 0 - Fuel Pump Ctrl. 1 - DSM 1G 2- EVO8 and DSM3G 3- 3000GT/Stealth and DSM2G 4 - Supra MK-III 5- LS1 Aluminum (MAF, F-Body) 6- LS1/Truck 85mm 7- LS6 85mm 8 -GN Extreme/Pro) 9 -GN Extender 10 -GN Commander 11 -GN Stock MAF 12 - 3' MAF LT1 (Impala SS, and passenger car) 13 -3.5' MAF LT1 (and LT4 F and Y body cars) 30 - Ford BAP sensor signal, fixed at sealevel setting. | |||||
| 9) V-Out1 Mode | Select function and scaling of Volt out 1 | |||||
| 10) V-Out2 Mode | Select function and scaling of Volt out 2 0-Use setpoint 1-Spark Control 2-MAP: 3 Bar GM 3-MAP: 2 Bar GM 4-MAP: 1 Bar GM 5-MAP: 2.5 Bar 6-IATL Mitsubishi 7-IAT: Mitsu (2) 8-TPS: Enhanced 10-MAF: Supra MK-IV 11-MAF: Cobra 12-MAF: Cobra (62lb) 13-MAF: LA3 VAF 14-MAF: GM TPI 15-Maf: Sub Legacy 16-MAF: Porsche 911 17-MAF: Toyota VAF (Supra MKIII) 18-MAF: Nissan SR20 | |||||
| 11) AFR Source | Select scaling of wideband input | |||||
| 12) F-In Mode | Select scaling of Frequency Input (Prescaler setting) 0 - None (OFF) 1 - 3' MAF LT1 (ON) 2 - 3.5' MAF LS1(ON) 3 - LS1/LS6 85mm (ON) 4 - 4' MegaMAF (ON) 5 - GN Extreme (OFF) 6 - 85mm with screen (ON) 7 - 3.5' MAF LT1 (ON) 8 - DSM 1G (?) 9 - EVO8 and DSM3G (?) 10 - 3000GT and DSM2G (?) 11 - Supra MK-III (?) 20 - (unlabeled) Timing Monitor Mode for Supra(Off) 21 - (unlabeled) Timing Monitor Mode for Turbo Buick GN (Off) 22 - (unlabeled) Timing Monitor Mode for 3000GT/Stealth (Off) 23 - (unlabeled) Timing Monitor Mode for DSM and EVO (Off) 31 - (unlabeled) VE tuning during AFC mode, 1G DSM (Off) 32 - (unlabeled) VE tuning during AFC mode, EVO 8 (Off) 33 - (unlabeled) VE tuning during AFC mode, 2G DSM, 3000GT/Stealth (Off) 34 - (unlabeled) VE tuning during AFC mode, MK-III Supra (Off) * The Prescaler is the config jumper inside the unit, ON is the left 2 pins, OFF is the right 2 pins. Position the jumper according to the above chart. | |||||
| 13) Aux 1 Mode | Determines function of Aux trigger wire(Sensor Harness, pin 6, purple wire) 0 - Aux trig OFF (Aux triggering disabled) 1 - +V to trig AUX (Aux triggering activated by applying voltage to the AUX wire) 2 - Gnd to trig AUX (AUX triggering DE-activated by applying voltage to the AUX wire) 3 - Aux always trig (AUX triggering is activated at all times) 10 - +V enables boost 11 - Gnd enables boost 21 - MAF: Supra MK-IV 22 - MAF: Cobra 23 - MAF: Cobra (62lb) 24 - MAF: LA3 VAF 25 - MAF: GM TPI 26 - MAF: Sub Legacy 27 - MAF: Porsche 911 28 - MAF: Toyota VAF 29 - MAF: Nissan SR20 30 - (unlabeled) Read EGT signal on AUX wire, Aux trigger function remains off 31 - (unlabeled) Read EGT signal on AUX wire, Aux trigger function activated 35 - Log: EGT (Aux off) 200 - (unlabeled) Read Analog MAF on Aux trigger wire. Mustang Cobra 201 - Read Analog MAF on Aux trigger wire. Custom Ford | |||||
| 14) FlowErr Mode | The FlowErr mode is for logging data to assist tuning. If you have MAF and SD configured to run at the same time. you set this to compare 2 quantities, and then the 'FlowError' value in tunerpro, or FE on the LCD displays the difference. This way you can tune the SD to match the MAF reading. 0 - SD / MAF 1 - SD / Tuned 2 - MAF / Tuned |
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| 1) Main Scale | Adjusts the entire range by the same ±% | |||||
| 2) V-Out1 Set | Setpoint for V-Out1 in Mode 0. This sets the Max voltage output for 'Voltage signal output #1' (pin 6, the brown wire or the MAFT Pro's 10 pin wire harness). | |||||
| 3) V-Out2 Set | Setpoint for V-Out2 in Mode 0. This sets the Max voltage output for 'Voltage signal output #2' (pin 7, the gray wire or the MAFT Pro's 10 pin wire harness). | |||||
| 4) Afterstart | Enrichment for the first few minutes of engine run time | |||||
| 5) Lo Load Pt | KPA for the Lo Load User tunes | |||||
| 6) Mid Load Pt | KPA for the Mid Load User tunes | |||||
| 7) Hi Load Pt | KPA for the Hi Load User tunes | |||||
| 8) F Out Max | Sets the max frequency output to the ECU. This can be used to prevent fuel cut in a well tuned setup. This featur can cause harm to your engine if used incorretly and as such it should only be used if you know very well what you are doing! This setting is generally only applicable to use where the ECU's airflow input is supplied as an oscillating signal. If your ECU reads a scaled voltage signal for airflow this will not effect the amount of air your ECU sees. | |||||
| 9) Tm Base | Adjustable in degrees to match the Timing Monitor reading to the actual timing. | |||||
| 10) Tm Correct | Adjust to make Timing Monitor match both low and high RPM | |||||
| 11) AF TrDelay | Adjustable delay of 0-25.5 seconds that AFR Tracking waits after enabled, before it begins to correct. | |||||
| 12) FE Smooth | FE smoothing helps filter the log trace so when you are reviewing the FlowErr graph in your logs it's more stable and less jumpy. | |||||
| 13) Use VE Table # | 1 - Use VE Table #1 2 - Use VE Table #2 | |||||
| 14) SpkBase | SparkBase is not used on cars where we are offsetting the spark directly. Like a 3000GT/Stealth or a Toyota. It is only used on the cars where we are using an analog signal to request a spark advance (Buicks, and DSM's) On a Buick you always set it to 15. On a DSM you set it per the chip programmer's info. |
| The Translator Pro controls turbocharger boost by operating the solenoidwith a 'Dutycycle', which is the ratio of the time the solenoid isenergized, to the time it is off. 100% Dutycycle means the solenoid isfull on. 50% Dutycycle means the solenoid is being turned on and offwith equal timing. 10% Dutycycle means that the solenoid is on briefly,then off for much longer. Refer to the instructions included with thesolenoid when installing the solenoid. The Translator Pro controls boost as follows: During normal driving,the solenoid is not activated. When the Throttle and RPM thresholds areexceeded, Spool mode is activated, and the solenoid is fully energized(100% dutycycle) which prevents any pressure from passing thru thesolenoid and causes the turbo to spool as quickly as possible. Once theboost pressure exceeds 'PSI Start' the solenoid is operated at the 'StartDC%'. If the boost pressure exceeds the desired target boost 'PSI Set'(or 'PSI Aux' if the Aux input is activated) the solenoid dutycycle isreduced at a rate determined by the 'Gain' setting. The solenoiddutycycle will only be increased to raise the boost if the throttle positionexceeds 'TPS Start' The Translator Pro can control the boost pressure to a desired setting aslong as a MAP sensor is connected to the unit. Adjust the Boost Controlparameters as follows: | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| TPS Spool | Throttle sensor voltage to enable Boost Control. Usually adjusted to 1.25 - 2.5 volts. Lower settings can improve spoolup time. Higher settings can reduce part throttle surge. It should be set higher than typical cruising TPS voltages. | 2.500 | ||||
| RPM Spool | Engine RPM to enable Boost Control. Set higher than typical cruising RPM. | 2400 | ||||
| TPS Start | Once Boost control has started, TPS must exceed than this for the system to increase solenoid duty cycle. Set this to about 80% throttle. If it is set too low, the Translator Pro will attempt to raise the boost pressure as the driver 'backs out' of the throttle. If the driver were to floor the throttle again a boost spike could occur. | 3.700 | ||||
| PSI Start | Boost pressure at which the system changes from Spool mode (solenoid full on) to Start mode. Set this half way between the base boost of the vehicle and the desired boost. If boost overshoots are excessive, reduce this setting. If boost overshoot is desired, set this closer to the target boost. | 5.0 | ||||
| DC% Start | The Solenoid dutycycle that is set when spool mode completes. The approximate setting to start with is(1-(base boost/target boost))*100. First tests should start with about half of this. Example, base pressure = 10 psi, target boost = 18 psi. Estimated Dutycycle =(1-(10/18)) * 100 = 44%. So start at 22% for initial testing. | 10.0 | ||||
| PSI Set | Boost Pressure the system will try to maintain | 10.0 | ||||
| PSI Aux | Boost Pressure the system will try to maintain when the Aux Trigger input is activated. | 10.0 | ||||
| Gain | How fast the system will change the solenoid dutycycle to try to adjust the boost. Set this only high enough to achieve good boost control. Too much gain will cause the boost to surge/oscillate. Setting the Gain to 0.0 will prevent the system from adjusting the solenoid to control boost. | 4.0 | ||||
| DC% St Aux | The Solenoid dutycycle that is set when spool mode completes and Aux mode is activated. | 10.0 | ||||
| Max RPM | 0 | |||||
| The Translator Pro can control WOT AFR to a desired setting using feedback from a wideband AFR sensing device. Install the wideband sensor in the exhaust following the manufacturer's instructions. Connect the Translator Pro wideband/O2 input to the analog output of the wideband unit. Connect the wideband/O2 sensing ground to the wideband ground. (use the 'analog ground' if the wideband has one, or connect to the wideband main ground, close to the unit) The wideband/O2 sensing ground must be connected or the wideband signal will not be measured correctly. The wideband input on the Translator Pro is a 'differential input' and measures the difference between the input and the sensing ground. Set the AFR Source in the Config page to match the wideband unit installed. Setup or program the wideband unit if required. When the wideband unit is installed and operating the analog voltage can be monitored on the O2 parameter of the Sensor Monitor page, and the AFR is also viewable. Ensure the AFR displayed matches the wideband unit. In order for AFR tracking to be active ALL parameters must be met. NOTE: 'AF TrDelay' (setting number 11) located in the 'System Setup' menu controls the amount of delay before AFR Tracking is activated once the required parameters have been met. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| Min TPS | TPS above which the AFR tracking is enabled. Set this high enough to ensure the ECU will be operating Open Loop whenever AFR tracking is enabled. To disable AFR Tracking set this setting to a range above that of your TPS when the throttle is open all the way. For example, if your TPS reads 3.50v when you have the pedal pressed all the way down, set Min TPS to 3.60v or higher. | 4.900 | ||||
| Min RPM | RPM above which the AFR tracking is enabled. Set this high enough to ensure the ECU will be operating Open Loop whenever AFR tracking is enabled. Another way to disable AFR Tracking would be to set this setting higher than your engine will rev. | 3200 | ||||
| Min Load | Manifold pressure above which AFR tracking is enabled. Set this high enough to ensure the ECU will be operating Open Loop whenever AFR tracking is enabled. Yet one more way to disable AFR Tracking would be to set this setting to something higher than your engine will see. | 166.4 | ||||
| Lean Lim% | The maximum % that the system will lean out to maintain the desired A/F. It is advisable to set this around 5%, so the AFR will not go incredibly lean if there is a problem with the wideband unit. | 10.0 | ||||
| Rich Lim% | The maximum % that the system will richen up to maintain the desired A/F. This can be fairly high (25%) to help protect the engine in case of a fuel system partial failure. | 10.0 | ||||
| Gain | The speed that the system will try to maintain the desired A/F ratio. Start with 5, and test the operation of the tracking. Setting this too high will result in unstable AFR and a system that oscillated | 4.0 | ||||
| AFR 2000R | Desired A/F Ratio at 2000 RPM | 11.5 | ||||
| AFR 3000R | Desired A/F Ratio at 3000 RPM | 11.5 | ||||
| AFR 4000R | Desired A/F Ratio at 4000 RPM | 11.5 | ||||
| AFR 5000R | Desired A/F Ratio at 5000 RPM | 11.5 | ||||
| AFR 6000R | Desired A/F Ratio at 6000 RPM | 11.5 | ||||
| AFR 7000R | Desired A/F Ratio at 7000 RPM | 11.5 | ||||
| AFR 8000R | Desired A/F Ratio at 8000 RPM | 11.5 | ||||
| Aux% | Change to target AFR when Aux is activated. | 0.0 | ||||
| Air temp correction, setting is added to the regular system tune value. ***Note this adjustment is in addition to the Speed Density algorithm's temperature compensation. Additional adjustment can be required to adjust for atomization characteristics of injectors, or heat-soak conditions. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| -40F | 0.0% | |||||
| 13F | 0.0% | |||||
| 41F | 0.0% | |||||
| 62F | 0.0% | |||||
| 82F | 0.0% | |||||
| 103F | 0.0% | |||||
| 129F | 0.0% | |||||
| 173F | 0.0% | |||||
| 212F | 0.0% | |||||
| At each RPM point, the set tune percent is added to the High Load usertune when the Aux Trigger input is activated. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| @ 400 | 0.0% | |||||
| @ 800 | 0.0% | |||||
| @ 1200 | 0.0% | |||||
| @ 1600 | 0.0% | |||||
| @ 2200 | 0.0% | |||||
| @ 2800 | 0.0% | |||||
| @ 3400 | 0.0% | |||||
| @ 4000 | 0.0% | |||||
| @ 4600 | 0.0% | |||||
| @ 5200 | 0.0% | |||||
| @ 5800 | 0.0% | |||||
| @ 6400 | 0.0% | |||||
| @ 7000 | 0.0% | |||||
| @ 7600 | 0.0% | |||||
2g Maf Rev 1.7 User Manual Online
| User tune values, load points are determined in the Setup page. These settings are blended between RPM and load points and added to the System Scale, Air Temp, and Aux Trigger settings. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| @ 400 | 0.0% | |||||
| @ 800 | 0.0% | |||||
| @ 1200 | 0.0% | |||||
| @ 1600 | 0.0% | |||||
| @ 2200 | 0.0% | |||||
| @ 2800 | 0.0% | |||||
| @ 3400 | 0.0% | |||||
| @ 4000 | 0.0% | |||||
| @ 4600 | 0.0% | |||||
| @ 5200 | 0.0% | |||||
| @ 5800 | 0.0% | |||||
| @ 6400 | 0.0% | |||||
| @ 7000 | 0.0% | |||||
| @ 7600 | 0.0% | |||||
| User tune values, load points are determined in the Setup page. These settings are blended between RPM and load points and added to the System Scale, Air Temp, and Aux Trigger settings. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| @ 400 | 0.0% | |||||
| @ 800 | 0.0% | |||||
| @ 1200 | 0.0% | |||||
| @ 1600 | 0.0% | |||||
| @ 2200 | 0.0% | |||||
| @ 2800 | 0.0% | |||||
| @ 3400 | 0.0% | |||||
| @ 4000 | 0.0% | |||||
| @ 4600 | 0.0% | |||||
| @ 5200 | 0.0% | |||||
| @ 5800 | 0.0% | |||||
| @ 6400 | 0.0% | |||||
| @ 7000 | 0.0% | |||||
| @ 7600 | 0.0% | |||||
| User tune values, load points are determined in the Setup page. These settings are blended between RPM and load points and added to the System Scale, Air Temp, and Aux Trigger settings. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| @ 400 | 0.0% | |||||
| @ 800 | 0.0% | |||||
| @ 1200 | 0.0% | |||||
| @ 1600 | 0.0% | |||||
| @ 2200 | 0.0% | |||||
| @ 2800 | 0.0% | |||||
| @ 3400 | 0.0% | |||||
| @ 4000 | 0.0% | |||||
| @ 4600 | 0.0% | |||||
| @ 5200 | 0.0% | |||||
| @ 5800 | 0.0% | |||||
| @ 6400 | 0.0% | |||||
| @ 7000 | 0.0% | |||||
| @ 7600 | 0.0% | |||||
| The response page in the Translator Pro is for adjusting the unit to adda small burst of extra fuel when the throttle is opened. Anyone who hastuned a carburetor would call this an 'accelerator pump', and itsoperation is similar. The Response tuning only affects Speed Density. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| TPS Enrich | Controls the amount of extra fuel added when the throttle is opened. The amount that is added depends on how high the setting is, and how fast the throttle is opened. Setting this value higher results in more fuel being injected. More info | 0.40 | ||||
| TPS Decay | Controls how quickly the extra fuel is reduced back to zero after the TPS and MAP stop changing. A higher number results in a shorter duration of enrichment. More info | 0.60 | ||||
| TB Size | Throttle Body Size - higher numbers (up to 9) cause the TPS fuel to be higher at lower throttle angles. | 6 | ||||
| TPS MAP Max | The MAP value at which TPS fuel is no longer added. | 104.0 | ||||
| MAP Enrich | MAP Enrichment - like the old MAP1 at TPS less than ~30% Controls the amount of extra fuel added when the throttle is opened. The amount that is added depends on how high the setting is, and how fast the throttle is opened. Setting this value higher results in more fuel being injected. More info | 0.10 | ||||
| Bst Enrich | Boost Enrichment - like MAP Enrich while the TPS value is greater than 30%. More info | 0.10 | ||||
| MAP TPS Min | When TPS is below this, and RPM is below its threshold, no MAP enrichment is calculated (helps idle sometimes.) | 0.800 | ||||
| MAP RPM Min | When RPM less than this, MAP enrichment is disabled (prevents getting MAP enrichment at idle.) | 2560 | ||||
| MAF Lim TPS | For limiting the MAF signal output at very small throttle angles. When the TPS is below LIMtps, the calculated MAF value is limited to MAF /KRPM * RPM/1000 + MAF LIMIT. This setting is not used in speed density applications. | 0.000 | ||||
| MAF Limit | For limiting the MAF signal output at very small throttle angles. When the TPS is below LIMtps, the calculated MAF value is limited to MAF /KRPM * RPM/1000 + MAF LIMIT. This setting is not used in speed density applications. | 0.0 | ||||
| MAF /Krpm | For limiting the MAF signal output at very small throttle angles. When the TPS is below LIMtps, the calculated MAF value is limited to MAF /KRPM * RPM/1000 + MAF LIMIT. This setting is not used in speed density applications. | 0.0 | ||||
| Lim MinRPM (added as of v4.89) | This is part of an experimental drop-throttle flow limiter feature the developer is experimenting with. The feature is still being developed, and isn't useful in speed density mode. | 0.0 | ||||
| Lim Time (added as of v4.89) | This is part of an experimental drop-throttle flow limiter feature the developer is experimenting with. The feature is still being developed, and isn't useful in speed density mode | 0.0 | ||||
| Displays various sensor and system signal values. Range buttons select the 2 left displays, Set buttons select the right 2 displays. The TOP RIGHT displayed value appears on all other tuning pages. NOTE: If the Top Left and 2 bottom displays are all set to the same parameter, the bottom display becomes a bargraph display for that value. | |||
| Code | Description | Code | Description |
| RPM | Engine RPM | O2 | O2/Wideband input voltage |
| MP | Manifold AbsolutePressure (KPA) | FE | Flow Error, depends on mode |
| DC | Density compensation, %correction from airtemperature (SpeedDensity mode) | ASC | Afterstart compensation % |
| AFL | Airflow, Grams/sec (SpeedDensity mode) | AFR | Air Fuel Ratio if wideband O2 connected |
| AFI | Airflow input( Translator mode) | CF | AFR tracking Correction Factor % |
| VE | Volumetric Efficiency(Speed Density mode) | TAF | Target AirFuel Ratio for AFR Tracking |
| Cel | Active Cell in VE table(1-255) | Spk | Spark Advance desired (GN/DSM) |
| FI | Frequency input (Hz) | BA | Barometer, read at key-on if enabled |
| F0 | Frequency Output (Hz) | BP | Boost Pressure (+/- psi) |
| UT | User Tune, the total of thetune and mainscale | Ax1 | Aux input #1 voltage (purple wire, 6pin connector) |
| TPS | Throttle Position Sensor.0-5 volts | TM | Timing Monitor (Degrees) |
| BD | Boost Dutycycle | Rs | Response fuel. |
| MT | Manifold Temperature(IAT) (degrees F) | EGT | 32 - 1800 degrees F (when using EGTaccessory, wired to Aux input) |
| At each RPM point, the Spark advance that is programmed is what thevehicle ECU will run once boost is over approximately 6 psi. Thisfeature only works on vehicles specifically set up for Remote SparkAdvance Control. Currently this is only DSMChips equipped cars withthis feature activated, and Buick GN's running the Extender Pro chips. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| 2000 RPM | 15.0 | |||||
| 2500 RPM | 15.0 | |||||
| 3000 RPM | 15.0 | |||||
| 3500 RPM | 15.0 | |||||
| 4000 RPM | 15.0 | |||||
| 4500 RPM | 15.0 | |||||
| 5000 RPM | 15.0 | |||||
| 5500 RPM | 15.0 | |||||
| 6000 RPM | 15.0 | |||||
| 6500 RPM | 15.0 | |||||
| 7000 RPM | 15.0 | |||||
| 7500 RPM | 15.0 | |||||
| 8000 RPM | 15.0 | |||||
| The Spark advance programmed into this page will be used instead ofthe WOT Spark if the Aux input is triggered. (DSMChips equippedcars with this feature activated, and Buick GN's running the ExtenderPro chips only) | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| 2000 RPM | 15.0 | |||||
| 2500 RPM | 15.0 | |||||
| 3000 RPM | 15.0 | |||||
| 3500 RPM | 15.0 | |||||
| 4000 RPM | 15.0 | |||||
| 4500 RPM | 15.0 | |||||
| 5000 RPM | 15.0 | |||||
| 5500 RPM | 15.0 | |||||
| 6000 RPM | 15.0 | |||||
| 6500 RPM | 15.0 | |||||
| 7000 RPM | 15.0 | |||||
| 7500 RPM | 15.0 | |||||
| 8000 RPM | 15.0 | |||||
2g Maf Rev 1.7 User Manual 2
| Part-Throttle A/F Tracking or PTT is a feature which allows you to set the MAFT Pro to attempt to maintain a certain AFR under specified conditions. Commonly this feature is used to lean out the fuel mixture under low stress conditions to improve fuel economy. If you're rather creative there are a couple other possible applications, but you'll have to figure those out on you're own as they're not recommended. ;) NOTE: To use this feature your ECU MUST be operating in Open Loop and you MUST have a compatible wideband installed and operational. | ||||||
| Selection | Description | Default | My Settings 1 | My Settings 2 | My Settings 3 | Notes |
| Idle TPS | The specified voltage the TPS must be below for PTT to actively adjust for the specified AFR. If your TPS voltage at idle is typically .50v you want to set this parameter for at least .51v to enable PTT for Idle or set it lower than your TPS voltage goes to disable it. | 0.0 | ||||
| Idle RPM | This is the maximum RPM under which PTT will adjust for idle. If your vehicle typically idles at 760RPM and this is set for 780RPM PTT will adjust for your regular idle but may not adjust for your engine's cold idle. Setting this for a level between your cold idle and your regular idle may help while the engine is warming up. | 640 | ||||
| Idle A/F | Your desired Air to Fuel Ratio while the engine is at idle. | 13.5 | ||||
| Cruise TPS | The specified voltage the TPS must be below for PTT to actively adjust for the specified AFR. If your TPS voltage while cruising reaches 3.51v (just for an example) you want to set this parameter for 3.51v to enable PTT for Cruise or set it lower than your TPS voltage at idle to disable it. Generally you want to add a little buffer to this parameter to ensure that PTT enables under cruise conditions, so you may want to add a little overhead and set it a little higher. | 0.000 | ||||
| Cruise RPM | This is the maximum RPM under which PTT will enable for Cruise. If this is set to 2500RPM, PTT will be disabled once the RPMs go higher. | 2560 | ||||
| Cruise Load | This is the cap for the Cruise PTT. If your load goes above this setting the MAFT Pro will stop trying to maintain the Cruise A/F. | 91.0 | ||||
| Cruise A/F | The target A/F when PTT is operating and adjusting for Cruise. | 14.5 | ||||
| Lean Load | This is the cap for the Lean PTT. If your load goes above this setting the MAFT Pro will stop trying to maintain the Lean A/F. | 130.0 | ||||
| Lean Delay | This specifies the amount of time delay before the MAFT Pro will switch from adjusting for the Cruise AFR to the Lean AFR. | 15.0 | ||||
| Lean A/F | The target A/F when PTT is operating and adjusting for a Lean Cruise. | 16.0 | ||||
| Gain | This controls how agressively the MAFT Pro attempts to adjust the fuel to reach the desired AFR. | 11.5 | ||||
| Enabl. Dly (added as of v4.89) | This parameter sets the amount of time before PTT is enabled once the required parameters are met. | |||||
Prepared and maintained by CRE
Comments, questions, suggestions?
Send me a PM at FullThrottleTech.comORSend me a PM at SupraMania.com
Find everything you need to know about your 2013 Toyota FJ Cruiser in the owners manual from Toyota Owners. Toyota Owners. Find A Dealer. No need to hunt down a separate Toyota repair manual or Toyota service manual. To view or download additional manuals that take you down to the nuts and bolts of most Toyota models from. Apr 06, 2013 2013 Toyota FJ Cruiser Service Manual Online Download 2013 Toyota FJ Cruiser Service Manual Online Download COMPLETE official TOYOTA factory service workshop repair manual for the 2013 TOYOTA FJ CRUISER. All styles covered. Instant download this online service manual and get the entire service manual on your computer. Hundreds of pages allow. View and Download Toyota FJ CRUISER 2013 maintenance manual online. FJ CRUISER 2013 Automobile pdf manual download. 2013 fj cruiser repair manual download. 2013 Toyota FJ Cruiser Service Manual Online Download. COMPLETE official TOYOTA factory service workshop repair manual for the 2013 TOYOTA FJ CRUISER. All styles covered. Instant download this online service manual and get the entire service manual on your computer. Hundreds of pages allow you to print it out in its entirety or just the pages.
Advertising
Page 9
Frequency MAF Installation
Operation:
The Frequency MAF mode is designed for vehicles where MAF is used and the output of their
Genesis total home cleaning system user manual. MAF sensor is digital and a frequency.
Dip Switch Settings:
Mode
DIP Switches
Common Applications
Frequency MAF
(40Hz - 220Hz)
OFF – ON – OFF
1993 and older GM
Frequency MAF
(400Hz – 2200Hz)
OFF – ON – ON
2g Maf Rev 1.7 User Manual 2016
1990 – 1999 Mitsu
1G/2G DSM
Frequency MAF
(2kHz – 14kHz)
ON – OFF – OFF
1994+ GM
VW 2.0T, etc
Setup, Connection:
To setup your system for MAF you must first find the correct source to connect too. In order to
locate the correct signal the use of a voltmeter will be required. Once you have located your
MAF sensor you can begin to check the wires for the “signal” wire. The signal wire should
remain at or near 0 Volts when the car is turned off or is not running. Once the vehicle is started
it should remain at or near 2.5 Volts. This is because the signal has a duty cycle of 50% and a
voltage range of 0-5V so the average voltage will be about ½. To determine if you do in fact
have the correct wire you can try and rev the engine while monitoring the voltage. It should
remain the same regardless of the engine speed; if you are experiencing difficulty locating the
signal wire, refer to the vehicles service manual to locate the MAF signal wire, and then try to
verify again with a voltmeter. Once you have found the correct signal wire you may tap onto it
and connect it to pin #11 (blue) of the Water Methanol controller.
Testing:
To test your setup it is recommended you finish the installation, but before installing the nozzle
you run the engine and ensure the system is operating as expected. That is when the engine is
running and the MAF sensor is outputting in a range set by the controller you will get flow. You
want to ensure you are not getting flow when the engine is turned off or when it is not expected.
This could be due to improper wiring or having the incorrect mode selected.
Advertising
Popular Brands
Popular manuals