I have chosen to use the MAF because at some time I will be using a set of Hayabusa ITB's so I figure I will learn to connect and tune with the MAF. What I meen by the 3/4 throttle statment is the change in voltage at that opening rom a MAP is very small so you have to program a large jump in fuel from one plot point on a fuel map to the other. In other words the voltage produced by a MAP sensor at full trottle and at 3/4 throttle are only a difference of less than half a volt and on the programing grid this would be one maybe two plotting columbs. Not enough resolution for proper fueling.
A MAF is very flexable and can produce an almost linear signal as air is drawn in. It also can be used on boosted engines and ITB's feeding a common plenum like the E30 M3. I think people are scared of MAF's because they may feel that any sensor in the intake track is a restriction. This is simply not true. The Ferrari F430 produces 490hp and half of the engine is breathing from one MAF and the other from another MAF. I am using one of those MAF's which is 80mm in diameter and feeding 1925cc's. The F430 is 4300cc's and half of that is 2150cc's so I figure I have plenty of flow capacity.
I havent dyno'ed my car yet but it is amazing what proper fueling can do for an engine. I have run this "built engine" on the stock ECU with a Maf conversion and an SMT-6 and now I am running the same engine with the Haltech running full sequential and coil on plug with the mustang injectors and it feels soo strong I am now salivating for the ITB's but first I have to build the plenum. I will keep yall informed.
