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

 

some good initial info...... changes a bit with each set up.

 

Yeah but those are like general guide line In/Outs

 

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.

 

A 13:1 AFR is the ideal AFR for N/A IIRC right?

 

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.

 

ah ok

 

oh no doubt brother.. i just was saying that because like vinnie said.. adding the N60 along with turbo etc forced me to changed mine until i got the perfect AFR and Idle.

 

Right, I found out the RB25 MAF Code, so 'ill add that too

 

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

 

^Does that answer your ???

 

I use the 2in and 5out on Natural aspiration for my N60. When the SAFC is converting a 4in and 5out it sets the SAFC to convert the voltage as if you are using the G60 or G70 all over again (well not really the N60 has a larger diameter so it actually takes a little more intake velocity to cool the hot wire). What this does in the conversion is that it allows the ecu to stay within the stock A/Fr range of 14.2:1 to 12.7:1 ratio for a Naturally Aspirated KA engine. This is because the conversion used is fooling the ecu that the hotwire is cooling just as fast as the G60 or G70 did which it really isn't, it's just how the SAFC converted the voltage for the ecu to read. Now using the 4in and 5 out for converting the voltage for the stock ecu will also make the correction of the SAFC much more accurate where as 1 percent really equals 1%.
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.