inversion of airflow (similar issue to agressive CAM above).worse precision (surprised? read below).slower (responsiveness: quite obvious, measure distance from valves).
Normally you can make better resolution, speed and reliability with Speed-Density (MAP). Especially if we want to support an asis harness like PlugAndPlayEEC controlled CAM (VTECH, VVTI*, VANOS pneumatic valves, etc.) changes VE, MAP is hard there.agressive CAMs can disturb the MAP measurement (see AlphaN).people who cannot tune (MAF based system needs less work on fuel tuning).(so WideBand in both the intake and exhaust is the best for cars equipped with EGR) Alternative is to measure MAP and O2 content of intake with WideBand after EGR valve. EGR (the inert gas makes MAP-alone reading less useful: MAF is measured before the inert gas added).Why MAF - should we split this comparison to a separate page of fuel-calc strategies (adding alpha-N) ? Pressure difference (between too points of a special pipe) is not used too much in gasoline engines as far as I know, except in airplanes and industry. Usually very expensive (many build cars for less :-) From time to time the wire is heated to higher temp to remove deposits.įilm type is an advanced version of hot wire. Algorithms very similar to those used for WideBand O2 could be used to drive a dummy wire. Hot wire heats a (very thin) wire to target temperature (measuring its temperature from the resistance), and finds out the airflow from the needed heat (current*voltage). The ' flap type was the old technology, slow, restrictive, and everyone likes to forget it. One would think that measuring airflow directly (instead of the indirect Speed-Density) is the best way. This page is about mass airflow sensors (or in short: MAF) technology, availability, specifications.Īir flow is a main input parameter for the fueling calculations.