Originally Posted by Red__Zed (Post 1107841)

You figure the TB issue is related to using different intake tract lengths?

Originally Posted by Ryan@prosportGauges (Post 1107850)

im still wondering why not mount the MAF's before the Split to each TB!

Originally Posted by 98intrigue (Post 1107884)

That is the culprit to the MAF maxing out, but we are not sure why it threw a code for a bad throttle body. It would make sense that since the driver's side MAF was getting about 20% more air than the passenger side MAF, maybe the driver's side throttle body was trying to compensate and open more than then it through a code and went into limp mode? But then why after hooking it all back together about 2 hours later, it ran fine...even after probably 5 dyno pulls?


Because then Shawn would have to modify both intake piping and relocate the BOV... if the upgraded MAFs don't work out, your idea will be the next step.

Originally Posted by Ryan@prosportGauges (Post 1108322)

You can plum the BOV further down stream :P

Originally Posted by A4RingedONE8T (Post 1107538)

Here's the 4.8psi graph

http://i19.photobucket.com/albums/b1...t/7d6fe83e.jpg

I just noticed the dotted line is the stated numbers, hp looks about 10-15 higher, closer to 440ish and tq is up near 400

Originally Posted by 98intrigue (Post 1107884)

That is the culprit to the MAF maxing out, but we are not sure why it threw a code for a bad throttle body. It would make sense that since the driver's side MAF was getting about 20% more air than the passenger side MAF, maybe the driver's side throttle body was trying to compensate and open more than then it through a code and went into limp mode? But then why after hooking it all back together about 2 hours later, it ran fine...even after probably 5 dyno pulls?

Originally Posted by ChipsWithDips (Post 1109232)

Yeah like I said, that MAF on the passenger side bend is not gonna be able to get an accurate reading. Think about it, the flow of air through a bend is not equal across the entire cross section of pipe. There's going to be a gradient of different flows throughout. The MAF only measures flow across it's hot filament which is only a specific point in that cross section. There's no way for it to get an accurate average of the entire cross sectional area.


Here's an example of how flow changes through just 30degrees of bend.
http://i.imgur.com/c5snv.png



if you did that they would be reading 2x as much flow each.

Originally Posted by ChipsWithDips (Post 1109232)

Yeah like I said, that MAF on the passenger side bend is not gonna be able to get an accurate reading. Think about it, the flow of air through a bend is not equal across the entire cross section of pipe. There's going to be a gradient of different flows throughout. The MAF only measures flow across it's hot filament which is only a specific point in that cross section. There's no way for it to get an accurate average of the entire cross sectional area.


Here's an example of how flow changes through just 30degrees of bend.
http://i.imgur.com/c5snv.png

if you did that they would be reading 2x as much flow each.

Originally Posted by A4RingedONE8T (Post 1109665)

Stock MAF's should be maxing out around 10-12psi, the passenger side MAF, on the radius, is NOT the problematic one. The one on the DRIVER'S side, the one on the straight piece of pipe, is the one that is maxed out. While your drawings may be true, the MAF on the radius is NOT what is causing the issue with Ryan's car. We already have a few different fixes if the upgraded MAF's do not get the car where Ryan wants it, no one needs to worry other than Ryan and myself. The injectors are also too small, they will be maxing out near if not before 500whp. Tuning with the two MAF's, as they are placed, was of no issue.