I did some looking around for this here, and I did find some explanations to most of my questions. One thing is still unclear:

My project involves boosting my 5th Gen (2001 AE) using a setup out of a 4th Gen. I understand that the intake and charge piping are different for the two setups, because the 5th Gen MAF must be located in the intake piping because it can't handle the boost. Everything else should be the same.

My question is: If I opt for a CAI setup (Between the bumper and splash guard), and have a Z32 MAF, can I still use the Charge piping with the Z32 MAF??

I don't know much about the Z32 MAF, so that's my question:
Can I use a 4th Gen setup on a 5th Gen if I go with CAI Intake piping, and still use the 4th Gen Charge piping and the Z32 MAF.

Any Info on the Z32 MAF would be appreciated as well......

Thanks in advance.

 

Not to sure about wiring in a Z32 MAF into a 5th gen setup but if you do get it done, you can have it on the "Charged" side safetly and have one cross-over charge pipe. So you can set up your Cold-air through the fender well, and have one charge pipe with your MAF past your BOV.

If you decide to stick with the 5th gen MAF, you have to get that on the "Non-Charged" side before the blower, somehow. Although I think there are guys out there with their MAF on the charged side, I wouldnt try it. You can go with a Cold-Air setup inside the fender well and wire in your MAF into the fender. I believe it needs to be 18" from the blower inlet to be safe and you will have to mess around and experiement with the recirulation valve to bring the BOV air back before the MAF via a hose.

-matt

 

I have my maf on the charged side

 

5th gen MAF = Sensitive
4th gen MAF = NOT

-matt

 

Why do you have to bring the BOV air back before the MAF?
And why the 18", because of the possibility of reverse-circulation?

 

Isnt maxboost925 running maf on charged side?

 

Because its metered air that your computer thinks is getting to the motor. If you let it vent to atmosphere, it will think theres a massive leak


I really dont have an answer to that. I can guess so that the turbulance of the blower doesnt disrupt the MAF. Thats the entire reason you get it on the non-charged side

 

If the charged air is blown off, taking it back through the MAF won't solve the problem of the MAF thinking that there's a leak.

If you route the air back, the MAF will just meter it again as if it were "new" air. The only difference is that now there's charged air going back through the MAF, which is what you were trying to avoid in the first place. Guys with a 4th Gen might do this in order to preserve the already-pressurized air I guess, as their MAF can handle the pressure and is in the charged piping anyway.

I guess that you could route it back to an area that is After the MAF, and Before the Blower. But routing charged air back into the intake piping would increase turbulence and pressure in the Intake piping, causing possible problems with the MAF again wouldn't it?

Also, if you route blown-off air back through the blower, then it just makes for more air passing through the blower the second time, which would need to be blown off again due to the increased pressure brought about by the increased air flow.

I could be wrong here, as I'm sure that you have a lot more experience with the boost systems than I do, but if you think about it, doesn't routing the air back just cause problems?
If I am wrong, someone please correct me, as I wouldn't want to neglect something like that.

Thanks Guys.

 

You need to route the air AFTER the MAF, or you are correct, it will read it as 'new' air. If you just let it blow off to atmosphere, you are going to run rich and die all the time. That is with the MAF before the S/C. You should be able to use a SAFC to tune it out, BUT, it's a real pain if you have never done it before.

 

Thanks for the clarification.

I guess that if it's routed back near the blower, the blower will "suck" the charged air in and the BOV air won't disrupt things in the intake piping too much then.

As for my comment about the re-routed air adding to the air mass going through the blower and increasing pressure again, I guess that in that situation the system would compensate by taking less air in through the air filter.

 

This is where having the MAF at least 18" away from the blower comes into play. If you have the MAF too close to the blower, it is going to get interferance in the form of turbulance from the blower. This will also give you plenty of room to re-route the BOV air to just before the blower, keeping to far enough away from the MAF to cause any turbulance issues.

When I turbo'd my 240, I didn't run the recirc line very far away from my MAF, but I did have the fitting welded so that the recirc air was going almost directly into the turbo. I never had issues from it. You can see it in the picture below, it is the clear line with the fabric weave in it right above the air filter and MAF-

 

Awesome.
Thanks.

 

I had to ready this thread like 3times and each time i think i pooped myself!!! Its like charge this and recirculate this. man..lol anyway great info. I just learnt that if i intend to boost i need to buy a Z32 MAF. Man the list just grew longer.

 

Just to get this straight the 4th gen MAF will not work under boosted applications. I was thinking of running the 4th gen MAF on the charged for the mean time then change later on down the line. Would that be okay??

 

the 4th gen maf works for boosted applications just fine. the problem is that it can't flow that much air so you will max it out easily with just a little boost. once you max it out you need to either get a higher capacity maf like the Z32 or you need to add fuel in another manner (such as emanage w/ MAP sensor, etc).

 

Any idea what flow-rate the 5th Gen MAF Maxes out at?
It will be located in the Cai, but the same amount of air will be running through.

 

Can the 4th gen MAF work on the charged side? Talked to KRR and he said that it maxes out at "about" 300~350hp. Would that be a fair assessment. Thanks..