I know i asked this question last week but when Jay came over he brought a spare 4th gen MAF with him incase my MAF was blown(one of the many possibilities). We were not sure if it would hook up but it infact pluged up. Now my question is what is different between the 5th gen maf and 4th gen. If the 4th gen maf works on a 5th gen then why cant the z32 maf be wired up and selected with emanage?


I hope this isn't a stupid question but i had to ask

i would like to know this as well.

Its just wiring isn't it?

if the maf voltage curves are simalare to a 4th gen and they both peak at 5v should work fine

I know the Z32 has a different connector. You have to solder on the Z32( or 3rd gen maxima) MAF connector. Not that this matters too much but it is not a direct connect thing. The Infinity J30 has the same MAF as well so you can just get one from one of those.

Here is JWT's instructions on how to wire it up.
http://jimwolftechnology.com/wolfpdf...%20NISSANS.PDF

The Z32 has a different connector, you have to tap into the stock wires and get the Z32 connector and tap into that so you can have a clean install.

no no that was a 5th gen MAF, 4th gen MAFS are different. I am sure you can hook up a Z32 MAF to your car. I dont see why it should not work.

i could have sworn you said that was a 5th gen maf. I thought that was why we counted the pins on the connector?

You don't need the Z32 MAF because you have a better option than that. Bosch makes a 82mm MAF that can be found on BMW V8s, Ferrari F360s and Land Rovers using BMW V8s. These things are $400 new from BMW but only $100 new from Range Rover. Your stock 5th gen MAF sensor will perfectly bolt right into the 82mm MAF with no problems.

Great info,
But will i still have to select it on the Greddy emanage menu? If so that may be a problem if it is not in the list of available options on the emanage.

Why do you need a list of options? Isn't there a diameter correction? The fuel trims in the ECU will fine tune the closed loop part on it's on, after you get the general corrections done. Then you'll need to fine tune the open loop.

Anything making over 250chp is a great canidate for something over a 70mm MAF.

the reason i say that is because i thought that is why guys running the z32 maf have to have the ecu programed to run it. Or do they do that just adjust the fuel map when using it?

I don't think there is a maf diameter correction on the emanage but if there is i am going to pick one of these up.

If the voltage range and slope are the same (unlikely but possible) then you could just reduce your injector correction which would be the same thing.

Why would you want too?

I hate it when you do that SR.

And you should know me well enough to know that it means something. This is more free advice people should pay attention to.

maybe you should quit dancing around the bush and say what you mean and mean what you say.

Are you part woman?

If you have something to say, say it. And if we could all benefit from it, tell us there EF hutton, all this stuff is old

What else do I need to say that I haven't already said?

I told everyone a larger MAF is better for anything over 250hp and I specificlaly told them which one to buy and where to buy it and why to buy it.

And because no one ever wants to just accept my word on things.

http://www.kennebell.net/accessories...switchchip.htm

"An 80mm meter flows enough air for about 275HP with "0" loss. A 70mm - 230HP. That doesn't mean you can't use smaller meters. Just how much power loss depends on air flow/engine HP vs. meter size. The only reason for not using the largest meter available is 1. cost 2. lack of knowledge or 3. optimum power (air flow and HP) is not required."

I understand your point SR, I just don't see what Chris thinks is superior about the Z32 MAF.

Also, without increasing the tubing and TB size, is the MAF anymore of a restriction?

I was actually referring to more than the MAF.... sorry, I should have been more specific...

What MAF are you running and WHY?

I never doubted that the options you listed work or would work or fit.

I think the options you listed are GREAT and useful to everyone

I think posting "The fuel trims in the ECU will fine tune the closed loop part on it's on, after you get the general corrections done. Then you'll need to fine tune the open loop. " was very USEFUL and HELPFUL.

I was happy with the MAF info posted. I just wanted more food for my little brain. And it may be in the NA forum.

I understand why you keep some things to yourself, the Intake manifold for example, but there are some other things that I am sure your trying and some work and some don't. I wish you would share more of that.

But, maybe you don't have the time or it's "product testing". That's what I was reffering to..

I should have taken my own advice and driven through the bush.

To make it totally effective everything in front of the TB needs to be the same size. But on a FI car that's not a good option to have oversized tubing to take up air mass. But for the FI guys it at least greatly extends the capacity of their stock MAF sensor.

77mm custom MAF made from PVC. And yes it does make more power than the stock 70mm MAF in conjunction with other upgraded parts. I discovered this long before I found that Kenne Bell page.


Can I time this info to expire somehow in five mins?

I see you edited your post, after 5 minutes, I missed the 1st post.

PVC... I bet it's thicker than the stock plastic maf

Thanks

all i am concerned with is maxing out my MAF because i am trying to keep my fuel setup free of a FMU

What is the MAX voltage your seeing on your maf?

I havent been able to test out my new setup yet. Isn't 5 volts maxed out?

max is 5 v.

SR, will the Land Rover MAF bolt up to a 5.5 gen?

Also, if one was to go the the Land Rover dealer and ask for a MAF, would there be any other identifying characteristics other than "A MAF for the Range Rover that uses a BMW V8?"

2003-2005 Range Rover 4.4L V8

If i got this MAF it would enable me to easily run a air referenced fuel setup correct? The question is do i have to change the setting in the emanage maf selection setting or can i run it like the 4th gen guys who run the z32 maf, z32 injectors, and stock ecu?

Chris, people here have run over 400whp on our MAF at least with eManage and the pressure sensor, so I'd wait until you find the stock MAF limit. With your MAF scaling, I'd say up to 470whp *COULD* be possible using some GUESStimates.

Anyways, you could just play with the eManage rotary settings for the larger MAF options until you find one that is close, however with our picky ECU, I'd be worried it wouldn't play nice. Our ECU has built in test that looks for MAFs going out of range and triggers limp mode. There is some room probably for fuxing with, however going to a completely different MAF like the 90mm Q45 or 80mm+ one SR is talking about might be a problem.

Personally, I'd rather relocate the stock MAF element to a larger housing or a do the SR20s famous bypass MAF trick and compensate in the eManage by reducing the injector scale factor like DA-MAX or whoever suggested earlier. Just my .02.

o ok. So our maf is not as big of a problem as the 4th gen guys have with the stock MAF

I don't believe our MAF whp limit is as low as the 4th gen MAF, but the flow restriction SR20DEN is talking about is probably the same.

However, until you get StephenMax's Pathfinder 70mm throttle-body mod figured out, ie IACV, I'd wouldn't worry about the MAF being the bottle-neck.

I wouldn't have even mentioned it if it wasn't an easier swap over than the Z32 or Q45 MAF. The reason to use the 82mm Bosch part is because your '00-'03 OEM MAF sensor perfectly fits in the thing.

Why does everyone always want to make things seem far more difficult then they really are?

Why bother until he upsizes his piping and TB?

sorry for the confusion guys. Later on upgrading to the 80mm MAF housing will be great, but right now i am only concerned with maxing out the sensor itself.

Thanks for the help though and sorry for the confusion