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Originally Posted by ucsbwsr
Care to elaborate?
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Uh, before hacking up the intake, maybe Google 'how the MAF works'
A MAF ELEMENT measures the VELOCITY of air at a specific point. The sensor is mounted in a tube, with the sensing element placed within the air path at a known point.
Engineers use their knowledge of the flow profile AND CROSS SECTIONAL AREA to then convert the point reading of m/sec into a reading that represents density (gr/mm3) times cross section mm2 times velocity m/sec:
Gr/mm3Xmm2Xm/sec= gr/sec. (Or usually kg.sec, just scaling)
When you open up the cross section, by say 5-10%, you can materially and significantly change the calibration....
Consider a given volume of air moving through the stock MAF....that volume will result in a value of say 3.2Volts at the MAF.
Now take a MAF in which the cross section has been increased by 10%. That same volume will now only create a MAF signaled 2.9V.
The DDE will say "Oh, only 2.9V? I will add fuel that my map says is right for 2.9V of air". (But really it SHOULD be adding fuel for 3.2V, it is actually getting 3.2V worth of air....). It will be running lean.
There is a signficant amount of engineering data on MAFs that you can find on line. Once you start messing with MAF calibrations, you need something much more that standard 'tuning' one might buy off the shelf.
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....because they are a large global auto manufacturer that is making a utility for many markets and selling it with a warranty to they are conservative with their designs to avoid warranty issues, recalls, etc.
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lol,
And they leave 50HPs on the table, easy to just slap some parts on and grab em, eh?
Same BS is used to sell a TON of do-nothing air filters and intake.....
I can see your efforts on normally aspirated engines...but with a turbo sucking in air, minor restrictions in an intake are usually immaterial.