help with throttle body and mass air please
05-10-2006, 10:09 PM
#1
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Join Date: Mar 2006
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Posts: 8
help with throttle body and mass air please
i have a mass air meter and throttle body that were calibrated together but the computer was never calibrated to these items. can anyone tell me if it makes any differance in performance if the computer is calibrated or not thank you
05-10-2006, 10:20 PM
#3
6th Gear Member
Join Date: Feb 2006
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Posts: 5,263
RE: help with throttle body and mass air please
When you buy the mass air meter it is calibrated for a certain size injector and "fools"
the computer into working right by sending a lie to the EEC, you should get the MAF table that comes with meter
enter into computer using program like www.tweecer.com to be really correct
From Kennebell web site , informative
" Changing or upgrading to a larger mass air flow meter and larger injectors requires a new chip or EEC to maintain driveability and to prevent "over advancing" of ignition timing and the resultant detonation under load conditions. Instead of incorporating a chip to properly calibrate fuel spark and load, the larger meters we've seen only lower the meter output voltage to the EEC to compensate for the larger injectors. Although this voltage change may "fool" the EEC at WOT (wide open throttle) and "pegged" load, it also, unfortunately, adversely affects the other LOAD, fuel and spark tables as they also see this lower "phony" voltage as an indicator of LESS air flow. So thinking there is LESS air flow than there really is under high load conditions, the meter signals the EEC to advance the timing and lean out the mixture. "
the computer into working right by sending a lie to the EEC, you should get the MAF table that comes with meter
enter into computer using program like www.tweecer.com to be really correct
From Kennebell web site , informative
" Changing or upgrading to a larger mass air flow meter and larger injectors requires a new chip or EEC to maintain driveability and to prevent "over advancing" of ignition timing and the resultant detonation under load conditions. Instead of incorporating a chip to properly calibrate fuel spark and load, the larger meters we've seen only lower the meter output voltage to the EEC to compensate for the larger injectors. Although this voltage change may "fool" the EEC at WOT (wide open throttle) and "pegged" load, it also, unfortunately, adversely affects the other LOAD, fuel and spark tables as they also see this lower "phony" voltage as an indicator of LESS air flow. So thinking there is LESS air flow than there really is under high load conditions, the meter signals the EEC to advance the timing and lean out the mixture. "
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