3000Gt Maft Pro Install
3000Gt Maft Pro Install 10,0/10 7713 votes
5 ways that a program can autostart with windows 9. Here is a Diagram showing how to connect the MAFT PRO to a 91-93 TURBO 3/S SOLDER. Be sure you have installed the version that came with the unit. Attempt 5, getting close. How to Clean Replace a Mass Air Flow (MAF) Sensor on Most Vehicles - DIY Chevy Blazer Vortec - Duration: 5:22. Mark Jenkins 695,597 views.
That type of system has been around for a long time. They are mostly commonly used on OBD I cars that don't have very good engine management options--like 3000GT's. You basically have an airflow signal vs rpm and boost map and then IAT and ECT correction tables (usually you have to install a separate IAT at least). But yes, they can be made to work. They're typically done by keeping the stock MAF calibration and then adjusting the airflow maps in the Emanage/MAFt/whatever to dial in the fuel trims. The big deal is keeping a consistent tune as the weather changes.
I would think that on a Subaru, given the reflashing capability, it wouldn't be too challenging to get to work. On some systems you drive around with the factory MAF plugged in and it will populate a baseline MAF voltage vs boost table, and then you can remove the MAF and finish up the tuning. It's a pretty tedious process sometimes.
You just have to be careful because when you feed the factory ECU a fake airflow signal you really risk having a messed up load calculation (especially as weather changes), which makes the OEM ignition timing and boost control unpredictable. On a 3000GT for example that's not as big of a deal because people use external boost controllers all the time and most people aren't as hardcore about tuning timing as Subaru owners/tuners tend to be. I have personally used a MAP ECU speed density system (Similar to Emanage Ultimate and MAFt speed density mode) on a 3000GT Vr-4 with 720cc injectors and twin Evo 3 16G turbos. The toughest part was getting the part throttle driveability correct and keeping the tune consistent as the weather changes. It always fluctuated more than I liked, because again you are 'fighting' the stock ECU.
I think you'd be better off getting an AEM EMS (if you can swing it) and then piggyback the stock ECU to pass inspections. I've been thinking about this for a while and I think it's definitely possible and it can be done in a way that is completely reversible. You just need a Boomslang jumper harness and then run enough wires to keep the factory ECU on life support so it can transmit CAN data. Then turn off all the check engine codes and force readiness.
I would think that on a Subaru, given the reflashing capability, it wouldn't be too challenging to get to work. On some systems you drive around with the factory MAF plugged in and it will populate a baseline MAF voltage vs boost table, and then you can remove the MAF and finish up the tuning. It's a pretty tedious process sometimes.
You just have to be careful because when you feed the factory ECU a fake airflow signal you really risk having a messed up load calculation (especially as weather changes), which makes the OEM ignition timing and boost control unpredictable. On a 3000GT for example that's not as big of a deal because people use external boost controllers all the time and most people aren't as hardcore about tuning timing as Subaru owners/tuners tend to be. I have personally used a MAP ECU speed density system (Similar to Emanage Ultimate and MAFt speed density mode) on a 3000GT Vr-4 with 720cc injectors and twin Evo 3 16G turbos. The toughest part was getting the part throttle driveability correct and keeping the tune consistent as the weather changes. It always fluctuated more than I liked, because again you are 'fighting' the stock ECU.
I think you'd be better off getting an AEM EMS (if you can swing it) and then piggyback the stock ECU to pass inspections. I've been thinking about this for a while and I think it's definitely possible and it can be done in a way that is completely reversible. You just need a Boomslang jumper harness and then run enough wires to keep the factory ECU on life support so it can transmit CAN data. Then turn off all the check engine codes and force readiness.