General Supercharger Thread

Well, just threw another P0101 code. This is the second time in the past year although I haven’t been driving it much over the last few months. Is there any way to convert MAF lb/min to volts? I’m assuming not. I believe I exceeded the 5v limit triggering the CEL. Perfect timing too as I’m due for emissions testing.

Would the @TurboKits.com MAF be the solution for my P0101 codes? This would also require a retune with the new MAF right? I don’t currently have a way to data log to check the MAF voltage - I need to get another laptop for this since I had hptuners installed on my work laptop and it was replaced recently. The new work laptop has less permissions and I can’t install any programs. Hope everyone else’s weekend is going better.

 

Sent Sniv a file after the DP install, truck is ok but he made some tweaks.

It's still 105 @ 7:35 so I'll flash and get a new log when it's "only" 90 at 4am.

Turbokits maf solved my P101 100%

I'm living in a wind tunnel with 70% of a kitchen after my dishwasher feed hose seeped for weeks and caused the sink area to need demolition.




Why are dogs crazy? He likes the noise and wind.

It's almost 90db, thank God for noise canceling earbud.

 

I'm looking in hpt at maf vs airflow, 17lb/min is about 3.13 volts and 67.7 lb/min is 5v.

 

You could always bring up your IC like 15-20% and drop MAF 15-20% to get you into range. I have done this multiple times to get MAF scaled back on track below our 5V.

 

1. Yes you can convert flow rate to volts. Pull up the MAF graph for your tune and you'll see flow rate and the corresponding voltage.

2. If you can view flow rate you can view voltage directly. If anything you should be able to view voltage because flow rate is derived from voltage based on the MAF table, the voltage is the raw input from the sensor. If you have an OBD2 scanner it should just come up as MAF Voltage I think.

3. If the code is thrown it doesn't really matter either way. It's hitting 5V most likely.

4. TurboKits MAF will fix it but require the tune updated, which is easy.

5. If it only rarely does it, I would NOT worry about it. Throwing the code doesn't do anything. Maxing the voltage most likely doesn't do anything. The truck will use the last known MAF values (is the 5V values) for all the calculations past that. I've done lots of tunes where the MAF maxes right at the top end and it makes no difference. Hell I've had lots of people where the MAF maxes below 5000rpm and you can live with it. If it's a rare occurrence, just clear the code and don't sweat it. The truck won't run any differently after it has blown the code. For all the hassle to "fix" it's probably easier and certainly cheaper to just ignore it.

 

That shouldn't fix the voltage issue. The voltage hitting 5V is what throws the code, that is independent of the MAF flow rate values. Granted those have a limit also of 67lb/min (512g/s) but those can be maxed out without throwing a code. The code is due to the raw physical limits of the sensor, not the conversion of sensor voltage into flow rate.

Everything else you said is correct, but won't fix his issue sadly.

 

Oh shoot I thought that bringing the IC up and inversely bringing the MAF volts down keeps us under the 5V limit. It's been a while since I've adjusted so apparently I am wrong and remembering incorrectly

 

So does the turbo kits MAF sensor have the same range as the stock MAF sensor? Looks to match the 0-5V.

 

Thanks Sniv. Unfortunately I can’t view my tune files since they were calibrated at Dyno Comp last year after the issues that came up while trying to do the pulley, coupler, injectors, and fuel delivery mods.

I know it’s really more of just an annoyance when the CEL triggers and not so much a cause for concern. I was just considering going the new MAF route and tweaking the tune if that would cure it. I’m sure if I were driving the truck more I’d see it happening more frequently. Both times it triggered was merging onto the freeway and I was moderate throttle and building boost from maybe 30mph to about 70ish mph. I’ll be driving a lot more starting mid July when I have to return to the office 3 days a week.

Looks like the MAF sensors are currently out of stock and noted as 2-3 weeks right now.

 

I’ll try not to let my ignorance show here, but 0-5v is the voltage range for any MAF hooked up to the stock ECU. Many vehicle sensors are 5v. Whatever MAF you use will max at 5v, but the physical airflow required to reach that limit differs - like a heavier spring sags less even though the max suspension uptravel is the same.

The stock MAF will only read ‘x’ amount of airflow whereas the TurboKits MAF will read ‘2.5x’ airflow (those are hypothetical numbers BTW). You can swap in a MAF that is built differently for more airflow before maxing out voltage, or you can increase the intake diameter which effectively slows down the airflow. This requires some software changes to rescale your MAF voltage/Flow rate to let the ECU know the MAF signal means more air flow than the stock intake size. That is what I did - change to the Magnusson upper intake lid with a larger diameter tube where the MAF resides - so that I could increase pulley size while staying below MAF voltage threshold with more airflow. I’m at altitude so the beast needs more air volume since it is less dense.

 

Understood. I had triggered the P0101 a few times before getting a new OEM MAF sensor. I had to scale a few times but haven't pegged 5V recently. Most I usually see is around 4.36-38V. I wasn't sure if the TK MAF somehow went over the 5V and/or could handle over 5.

 

Email @TurboKits.com since their website seems off. I had a guy a week or two ago say the same thing and then he ordered one and got it two days later.

Now where "issues" start to happen is that the ECU can only read that max airflow value, so you may require physically more airflow to reach 5V like @blenton said, but you can't tell the computer that. Which at that point is when you need to scale the injector constant like you described. For example if your current tune reads 512g/s at 5V, and the TurboKits MAF requires 30% more air to reach 5V, you can't just scale up that 512g/s number in the MAF table since it's maxed, so instead you'd want to scale the IC up by 30%.

 

I have another one coming this week. They have them in stock.

 

And that’s where my understanding stops and the voodoo begins..

 

Okay got you this now makes sense thanks Toby. So the TK MAF airflow range is broader then our stock, but Voltage is the same per the limits of the ECU 0-5V. Once I were to per-say increase Intake and Throttle body size the TK MAF would be needed to compensate for increased airflow and stock may be out of range.

 

That's where the MAP setup talked about yesterday would be ideal, no scaling injector and MAF numbers around if the system can just handle the actual true values. No playing games to make it operate correct would be nice.

 

Uhhhhh kind of. Your wording confused me in the latter half, so let me reiterate:

The MAF takes a slice of air and outputs a voltage. That voltage is based on some type of measuring, say a spring deflecting. Regardless the max reading is 5V. For a stiffer spring in the sensor you need more airflow to hit that same 5V. The stock spring needs so much airflow from that slice of area it's measuring to hit 5V, and the TK one needs 30% more air to hit that same 5V using that same slice of area.

Compare to a larger intake, where that slice of air is smaller (relative to the total intake area) so now the amount of air hitting the MAF is less, thus less voltage reading at the same airflow.

So the TurboKits MAF needs more airflow to hit the same voltage, where as the larger intake has the same effect but by physically reducing the airflow on the MAF.

 

Where you lose me is you say a larger intake and throttle body would need the TK MAF. If the intake area is the same, but it's flowing more air along with the throttle body, then yes. But nornally when people say increase intake size, well that is dropping the MAF voltage on its own so usually wouldn't require a different MAF alongside it, unless you really bumped the amount of airflow like a way smaller pulley or something.

 

I'm sorry sometimes what I say doesn't even make sense to me. What your saying specifically last paragraph, finally clicked, I think lol. TK MAF basically needs more airflow to hit a certain voltage vs where the stock would have required 30% less airflow to hit that volt. Thus allowing more air at less volts staying far below the 5V max. It's a bit confusing to me lol

 

Yes correct I left dropping pulley, pondering the 70mm I have sitting. Say I were to jump up to a 5 inch intake and rcf TB and 70mm pulley I may be okay with the stock MAF then? Now if I jumped to that 70 with stock Maggie intake and the TB, then the TK MAF may be needed. At least this was the scenario I was thinking in my head.

 

Thanks. I’ll place an order for one in the morning.

Edit: Just placed my order for the MAF.

 

P0101 is actually not the code for exceeding the 5v threshold, that is P0103. PO101 is more likely from a dirty or failing MAF sensor, air leaks, turbulence, or poor MAF tuning as I recall. I used to get it as well, and it never happened WOT or near redline which is where it would happen if I was exceeding the 5v limit. I know I kiss 5V even still with the magnuson intake but I no longer get P0101. I attribute it to the air straightening honeycomb before the MAF as well as the tune surrounding the MAF tables being spot on.

 

FWIW, I bought a "refreshed" Dell laptop from an outfit in Peoria last year, $200 and better specs than my work issued laptop. They buy IT surplus gear, refurb, wipe with a fresh windows install. I'm sure I can dig up the details if you wanted them. It's my dedicated HPT and Techstream computer.

 

That's a good one as I forgot about my situation.
I didn't think 16.47 lb/min was at 5v.
I occasionally got a p0101 at low rpm just after startup about 5 miles down the road at 20mph on a hill. It took a few tune revisions but was a discrepancy with my airflow/ voltage after going to a 4.5 inch intake.

 

That makes sense. I haven't seen this code since installing a new MAF sensor. Old one had a cracked screw hole so I attributed air was getting past the gasket since it wasn't tight. No code since then.

 

@AZTundra My company discards computers every 3 years, they "recycle" old hardware in bulk 2x a year. I rescue the usable ones (sometimes take parts from one to fix another) I have a few old (not awful) Dells lying around, I can wipe one & put HP tune on it, you can have it.

 

looks good!

 

Under the hood of TMAP to MAF calculations:
https://www.mathworks.com/help/auto...e-simple-speed-density-breathing-model-1.html

So it does appear to result into a MAF figure. I could see this implemented into redefinition of what 0 to 5v means from the MAF signal and the MAF is no longer the limiting factor.

Still wrapping my head around beyond 100% IDC; most tuners I've seen interpret 100% as maxing out fuel.

 

An injector at 100% DC can have a bad spray pattern and inconsistent fuel delivery. Why we try to stay at 80% to 90%. I did and others ran the 535's at or near 100% until I could get larger injectors. But he could be using his term for "beyond 100% IDC" in a different capacity.

 

Yes. I see on other ECUs it is calculated so you can exceed 100%
The VF guide has some interesting details on how the ECU works and what tables are referenced during operation:
https://cdn.shopify.com/s/files/1/0...ercharger_Basic_Tuning_Guide.pdf?v=1704226390