Lets see how smart you are

[hoffman]

I am having the same recurring problem with my translator where it would read baro too low that others have had.

So, I searched the forums and found a thread for the fix by cutting the blue resistor top loop.

Well mine doesn't have one. V2.01, 2g.

I can only run the car set to AUX=0, BASE=2. If I try to set it to AUX=4, it will not even rev above 3k rpms. Runs like there is a boost leak from hell. Even with AUX=0, its not running the best, but will run.

I ran it at AUX=0 at the track and pulled a 12.7@110 at 6,000'asl, stock long block, EVO16.

I have checked the AFPR, 43psi at idle, moves 1:1 with boost. I checked the FP, seems to be delivering ok and it is rewired. New plugs, BPR7ES, gapped .028, plug wires are about 5 months old. I'm running ND720s, brand new, I had to open the bag and they were stickered. Global is -38, never changed since I upgraded to DSMLink V2. No rpm wire. All the connectors are seated. I have pressure tested it, no leaks.

I have tried locking in the IAT/BARO on the misc. functions. No help. I have not touched the airflow or VE tables.

IAT reads 82*F. BARO reads 28in/hg.

So it appears I have a BARO issue with the translator, but I can't make the simple fix.

Anyone have a good email addy for Full Speed Throttle, or someone who may be able to help with this one?

I'll try to host the pick of the inside of the translator box. In the mean time you guys with DSMLink/forum accounts can find a similar thread there from me, with pictures and a log file.

Thanks much.

[Hal]

MAFT support forums - www.fullthrottletech.com

[hoffman]

Ya, I got that too.

As soon as my account is active and get a good answer, I'll post the fix for the archives.

[hoffman]

From the tuning V2 tuning guide:

With regard to chips and DSMLink:

If you have a chip or DSMLink which is allowing you to fully compensate for the injector size, let that do it's job. Those systems are set up to work with a stock MAF, so leave the MAFT on all zeros.

Then, do all your tuning in DSMLink, or do injector compensation on the chip and tune with the fuel and timing maps if the can. If not, then you can use the WOT switches on the MAFT.

So I may just have to leave it at zero and retune the global/deadtime as such for the new airflow reading. Setting it to read as if it was a stock 2g, or i was going to "base" tune off the translator may be confusing the DSMLink.

Thoughts?

[AWDFury]

You have to set the AUX and BASE according to the size of your injectors. I don't have the chart with me right now but it is somewhere in the manuel.

[Hal]

In a DSMLink car, the MAFT is set for 2g MAS, 450's, and the RPM wire remains disconnected.

The takes the MAFT out of the loop for fuel control and ensures that DSMLink sees accurate airflow readings.

DSMLink then does all of the needed fuel compensation, without all of the nasty side effects normally associated with piggyback units.

Hal

[hoffman]

If you read my first post you will see that I CAN NOT set it to the base settings for my car.

[Mirage]

If I were you, I'd make the MAFT only translate the signal and not alter it.

Don't throw any more variables into the mix unless you have to.

This will also allow you to take advantage of more features that DSMLink has (HP calculater, airflow, etc.).

DSMLink has the fuel and timing adjustment features for a reason. Use them.

It might be a pain to retune the trims with DSMLink, but it'll be worth it in the end IMO.

If you still have issues with the MAFT only translating and all adjustments being done by Link, then something else is going on.

Marcus Martinez

[hoffman]

The problem is I can't even set it to the base settings. i.e. AUX=4,BASE=2 is 2g with 450s and let DSMLink do the rest.

It will only run AUX=0, BASE=0, i.e. 1g with 300s.

Now do you guys see?

[hoffman]

For the archives.

If you run a GM MAF with a translator and you try to set the AUX and BASE knobs for the cars stock configuration because you are using another system to tune, and it doesn't work. Run it where it does work.

Since I can not run the translator set as a 2g on 450s, but it will work as a 1g on 450s, so be it.

As long as its reading voltage correctly, BARO and IAT are within specs, run it.

I will have to go back and retune the global and deadtimes for the new airflow it is reading. Possibly even make adjustments to the airflow and VE tables to adjust it closer to readings that the stock MAS was getting.

But, it does not have to be set be set to "stock".

[ImolaFem]

This sounds like a huge PITA. You need to take the car to the dyno and see if it produces anymore HP with this MAFTTTTTTTTTTTTTTTTTTT or not.

[v413nc3]

It's not the more HP theory, it's the can run higher airflow theory. Something is definately wrong Art. All kinds of people are running it just peachy the way it's supposed to run. I'd say yours is DOA.

[ImolaFem]

I want to know if the faster spool / cooler air from a less- hardworking turbocharger ads any HP. If it doesn't I don't see this as a mod I need to do cuz I won't be outflowing the MAS.

[hoffman]

It's not the more HP theory, it's the can run higher airflow theory. Something is definately wrong Art. All kinds of people are running it just peachy the way it's supposed to run. I'd say yours is DOA.

Nope, everything is copasetic. We talked for a good hour, did multimeter tests, ran the whole gambit. My set up works the way it is supposed to.

There is just something about my translator that is just weird. Other's have to clip resistors off to get the proper BARO readings, others do not.

This is just how mine works. No big deal. Still runs 12s the way it is right now.

[v413nc3]

It's not the Barometer that I amthinking is wrong, if it won't run on the "2G" setting something is wacky.

[ImolaFem]

WTF is the "2G setting" anyway? If its just some change in resistance then its not really 2G, its just a resistance setting.

[v413nc3]

It's a setting for translation. The 2G MAS has a different Hz range than the 1G or 3s/i.

[scooter]

M.A.P. rules!! (hahahaah) Just kidding!
Trying to follow your thread on a similar problem on a customers
translator. Good luck!

[hoffman]

I need to get someones hz readings at approx. 36lb/min. With a stock MAS and a MAFT. Thanks.

So far the only noticable difference is my LTFT has changed from -3% to -11%.

At 7100rpms, 20psi boost, 93 octane (maybe alittle 105 left in there):
36lb/min airflow
21.3* timing
2100hz MAF
11.9:1 AFR
0 knock
73% INJ duty
.94v front 02.
29.02 in/hg BARO
80* IAT

Everything seems to be working perfectly, just need to get the global settings readjusted slightly.