S-AFC Hotwire MAF In/Out Guide
#1
S-AFC Hotwire MAF In/Out Guide
Found this stuff browsing around looking for S-AFC advice and what not.
IN = MAF
OUT = ECU/Engine
Model | Chassis | Engine | MAF | Year | Hotwire code:
300ZX Z31 VG30E | J13 | 83 - 89 | HW-?
300ZX CZ31 VG30ET |J13 | 83 - 89 | HW-?
300ZX Z32 VG30DE | N62 | 90 - 96 | HW-2
300ZX CZ32 VG30DETT | N62 | 90 - 96 | HW-2
J30 JY32 VG30DE | N62 | 93-95 | HW-2
Skyline GTS-T ECRXX RB25DET | J70 | ?? - ?? | HW-?
Skyline GT-R BNR32 RB26DETT | ??? | 90 - 94 | HW-3
Skyline GT-R BCNR33 RB26DETT | ??? |95 - 98 | HW-3
Skyline GT-R BNR34 RB26DETT | ??? | 99 - Present | HW-3
240SX S13 KA24E/DE | G60 | 89 - 94 | HW-5
240SX S14 KA24DE | G70 | 95 - 98 | HW-5
Sentra SE-R B13 SR20DE | ??? | 91 - 94 | HW-6
Maxima A32 VQ30DE | N60 | 95 - 98 | HW-4
Altima U31 KA24DE | G70 | 95 - 97 | HW-5
Q45 G50 VH45DE | P60 | 90 - 96 | HW-1
Examples:
Maxima (N60) MAF in 240SX
Maxima = 4
240SX = 5
4 IN / 5 OUT
300ZX (N62) MAF in 240SX
300ZX = 2
240SX = 5
2 IN / 5 OUT
Hope this helps ppl with the MAF Swaps and S-AFC setup's
IN = MAF
OUT = ECU/Engine
Model | Chassis | Engine | MAF | Year | Hotwire code:
300ZX Z31 VG30E | J13 | 83 - 89 | HW-?
300ZX CZ31 VG30ET |J13 | 83 - 89 | HW-?
300ZX Z32 VG30DE | N62 | 90 - 96 | HW-2
300ZX CZ32 VG30DETT | N62 | 90 - 96 | HW-2
J30 JY32 VG30DE | N62 | 93-95 | HW-2
Skyline GTS-T ECRXX RB25DET | J70 | ?? - ?? | HW-?
Skyline GT-R BNR32 RB26DETT | ??? | 90 - 94 | HW-3
Skyline GT-R BCNR33 RB26DETT | ??? |95 - 98 | HW-3
Skyline GT-R BNR34 RB26DETT | ??? | 99 - Present | HW-3
240SX S13 KA24E/DE | G60 | 89 - 94 | HW-5
240SX S14 KA24DE | G70 | 95 - 98 | HW-5
Sentra SE-R B13 SR20DE | ??? | 91 - 94 | HW-6
Maxima A32 VQ30DE | N60 | 95 - 98 | HW-4
Altima U31 KA24DE | G70 | 95 - 97 | HW-5
Q45 G50 VH45DE | P60 | 90 - 96 | HW-1
Examples:
Maxima (N60) MAF in 240SX
Maxima = 4
240SX = 5
4 IN / 5 OUT
300ZX (N62) MAF in 240SX
300ZX = 2
240SX = 5
2 IN / 5 OUT
Hope this helps ppl with the MAF Swaps and S-AFC setup's
Last edited by 240-kid; 01-28-2008 at 09:51 PM.
#4
You don't always have to follow the In/Out settings. Although to follow the In / Out specified from apexi it will convert the voltage to be similar to what your settings were to the stock MAF.
I needed to add more fuel and arrange the NE points differently so I used the 2in/5out on the SAFC for my N60 maf, there are no problems with idle. The information you posted is correct as that is from the APEX manual. Do not switch the settings around unless you are on the dyno with a wideband, with out it you can blow your engine adjusting to in/out settings that could make the engine run to lean such as a 6in/5out on an N60.
I needed to add more fuel and arrange the NE points differently so I used the 2in/5out on the SAFC for my N60 maf, there are no problems with idle. The information you posted is correct as that is from the APEX manual. Do not switch the settings around unless you are on the dyno with a wideband, with out it you can blow your engine adjusting to in/out settings that could make the engine run to lean such as a 6in/5out on an N60.
Last edited by BigVinnie; 01-25-2008 at 10:15 PM.
#6
Actually much lower if you want to advance timing. Mine is at a 12.5:1 @ 6500RPM. 12.6:1 on AVG is a pretty good AFR once you get into higher RPMS lets say above 4500RPM. 13:1 is good for gas mileage, it's not going to be qa performance enhancer.
#8
#10
i thought the n60 was 2 also like the n62.. cause from other ka-t people i know are running 2 in and 5 out. Even just recently a guy on my local forum was having problems until i told him to run it 2 in and 5 out..
iono anymore :S
iono anymore :S
#11
You don't always have to follow the In/Out settings. Although to follow the In / Out specified from apexi it will convert the voltage to be similar to what your settings were to the stock MAF.
I needed to add more fuel and arrange the NE points differently so I used the 2in/5out on the SAFC for my N60 maf, there are no problems with idle. The information you posted is correct as that is from the APEX manual. Do not switch the settings around unless you are on the dyno with a wideband, with out it you can blow your engine adjusting to in/out settings that could make the engine run to lean such as a 6in/5out on an N60.
I needed to add more fuel and arrange the NE points differently so I used the 2in/5out on the SAFC for my N60 maf, there are no problems with idle. The information you posted is correct as that is from the APEX manual. Do not switch the settings around unless you are on the dyno with a wideband, with out it you can blow your engine adjusting to in/out settings that could make the engine run to lean such as a 6in/5out on an N60.
#12
When you change the settings to 2in and 5 out it will increase the richness and have the N60 read as if it is a true N60 MAF, this means the SAFC isn't converting the the voltage and limiting it's voltage range, it actually uses a much larger range which tells the ecu that the A/Fr's are much lower. This tells the stock ecu to drop the A/Fr's into the 11.1:1 and 12.7:1 range which is alot richer than stock by over 60%. What this does is changes the correction on the SAFC so instead of using an actual 1% of correction, 1% actually only represents .60% of correction.
Last edited by BigVinnie; 02-01-2008 at 06:44 AM.
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