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  1. Roger that. I have yet to physically connect to the unit. Going off a base cal sent to my email from retail , I want to start from scratch ! And see how the base is configured. It's already on there so thank you for the help!
  2. Hey guys, I've previously experienced a vi-pec pnp on my evo ix. V88 based and I enjoyed tuning it as it was very simple. I'm currently installing an ac11 pnp on a 1100 turbo arctic cat. I didn't see an arctic cat base map in the base map folder. Is there one that's downloadable some where?
  3. I have the oem set up, and I've made my own a couple times over. Unfortunately then I was not capturing the data to monitor the systems or even improve upon it. "Here I am";)
  4. I'm using the internal map already for engine load , this is to monitor pre tb pressure. But you bring a good point up the factory maf has iat baro and hz signal so there should be enough inputs ( will double check). I was thinking there was not enough room. The primary purpose of this is researching turbocharger performance when torque request is non existent. I am trying to produce what WEC WRC WTCC etc cars use that maintains a less destructive method than people may be used to, in order to minimize loss of turbo speed. I'm careful to say anti lag as much as people think it turns 4 bangers into v8 torque monsters, I'm aiming at a more linear engine vs turbo response pattern, and not trying to lower the boost threshold like many conceive is the goal. Thank you for the input Dave!
  5. A follow up if anyone could indulge: I will be supplying maf sensor power and ground as well as an auxiliary map sensor from the expansion harness. The oem stuff is shielded. What if any steps are taken internally for signal filtering? The maf signal and map signal will be right next to each other and if I was going to create a shield for these two wires where do I ground it and what ground to use?
  6. Thank you Dave. we agree to see the same light, I am restricted as the function I seek is more exponential than linear. This is something I will deal with for now, using my limited resolution. I already have my car running well by MAP. Was looking for a different way to skin a cat. ( my lord I hope that crosses cultural barriers - for I don't really kill cats). I am in this process to learn. Sometimes I will have questions that don't make sense as much as they should Dana
  7. This is the original scale for a Subaru v7-9 maf as it appears in the factory software. This is my attempt to scale it 1.51 times roughly for the increased pipe size, and with many fewer data points. I wanted to know if I could get more data points for this kind of situation or somehow edit what VTS is using for V7-9 maf scale. I assumed it was more data points than a standard cal table.
  8. Ok I will digest that a few more times and post up how I did it by trial. I know it came out as a curve when I made that trial entry. Maybe you can identify my error. I fully appreciate the help.
  9. I think I understand, but does that make a linear correlation between mafv and g/s? For instance my wbo2 is linear and I have it set up with a cal slot using 2 input points and 2 output points. I'm still wrapping my brain around what you did though and I could definitely be off. I will go through the steps later(after work) myself to emulate what you did.
  10. Thank you Dave for the offer. At this point I do not have a PCL set up to run a MAF. This is my starting rough maf scale for the 80mm intake tube. My turbo is a 51lb/min unit and I am looking to use the MAF primarily as an airflow validation, and down the road in my fresh air anti-lag system. I have been tinkering with that for a couple years. I would like potentially to use g/s for fueling during this systems operation. Im tinkering quite frequently and nothing in stone has been set just yet. I hoped to have airflow be measured correctly, I may be able to just install a smaller intake tube and be done with it. However id obviously like the 80mm one
  11. I have a 80mm intake vs the oem 65mm intake. I cannot use the oem calibration in the software because my intake tube is ~1.51 times the size as stock. A custom cal table offers very poor resolution. I've tried to enter a custom calibration for a sensor but it forces equal spacing which I need specifically more resolution where the change in slope is greatest in order to gain accuracy. I believe at this point there is no solution. But I thought I would ask the pros.
  12. Is there any way to edit an existing maf scaling in the vts? I have a v7-9 Subaru maf in a larger housing and a cal table has poor resolution along with increments that make a curve sharp.
  13. Has anyone set up a fresh air anti-lag with the vi-pec? I have tinkered with my stock ecu and made my own pipes etc. Now I have the vi-pec wired to aux 6 (ecu pin 4) on my EVO 9, and using the factory SAS system. Im trying to see how this set up is typically tuned. Hardware wise I can explore much more later on as I feel the OEM stuff is really limited if not completely unusable.( I have a tial 38mm with an -20 feed line partially constructed, taking my sweet time on the pipes.) I have for testing purposes set up ALS similar to a bypass solenoid using the home position of the TPS as the primary tuning row. I may try using more trailing throttle rows to kick things off. the pin that the valve/solenoid is set up as a GP output with 2 conditions (and). they are ALS ON and TPS<10. degrees absolute with various ignition values has been tried. I don't have a turbo shaft speed meter but I do hope to have one soon. any insight to the function or ecu capability required to accomplish this will be studied intently between my fingers and brain. :idea:
  14. I wanted to know if anyone had set up a "egr" anti lag system either with factory hardware or with commercially available hardware.
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