You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!
The old flow meters simply measure the volume of air coming into the engine; however, as the air warms up or cools down, the density of the air changes so total amount of oxygen entering the engine changes but the computer doesn't know this and can't adjust accurately for it.
The new MAS measure the mass of the air coming into the engine, which is roughly the same as the volume times the density and therefore the computer can adjust the fuel and ignition more accurately for all conditions.
To make this a little clearer, imagine filling a jar with exactly one gallon of warm gasoline and weighing it. After the gas has cooled down, it's less than one gallon in volume, but still weighs the exact amount as before. Measuring it by weight is more accurate and consistant than volume.
It's late, that's the best explanation I can give. Hope it helps.
MAP: No restriction, indirectly calculates mass of the air, ideal fuel/timing maps change with significant elevation or weather changes, good for race when you want that last tenth and you're willing to tune till you get it
MAF: small restriction, directly calculates mass, can handle changes in weather and elevation, can place pre or post compressor, better for street cars who don't want to tune constantly and just want something that's going to be pretty ideal 99% of the time, Ferrari/Porsche/Ford/etc have to have some reason for switching from MAP to MAF right?
All part of the LINK ECU that my car now runs with...total replacement ECU as compared to the stock unit...so no more MAF, no more tiny injectors...I have total control of ignition and fuel maps and many other features of the engine's software. It even has a intake charge temperature compensation. Fun stuff...keeps me amused on the laptop for hours.
This ECU is strictly Miata only though...won't work on a Protege.
Gotchya. I though you may have done it with the stock ecu.
Switching to map is something I plan to do once I install a Wolf 3D from Wolf EMS.
'99 F-150 Sport 4x4
'92 Protege DX (mild NA build up ...soon )
'78 Datsun B210 (putting TBI on the A14 with a standalone)