Thought some people might find this interesting.
I reverse "engineered" the miller encryption on the W.A.R chip files for the miller gen 3 MAF (3" tube) for the M20 and found something interesting with the AFM/MAF scaling.
The chart below shows three curves:
1. Stock M20 AFM
2. Miller Gen 3 MAF
3. Ford Lightning MAF in 3" tube (same part used for the miller conversion as per https://www.m5board.com/threads/s38-...-heavy.322098/
As you can see there are a couple of issues:
- The scaling used for the Miller G3 substantially differs from the Ford Lightning MAF (1L3F-12B79-AB). Now i do believe they still use this MAF but happy to be proven wrong which would make this issue irrelevant.
- The Miller G3 values used in the transfer functions result in significant dips (5-10%) at at regular intervals. Maybe not an issue for most builds but a drop in 10% at 4.3v ~530 kg/hr could cause a lean spike for forced induction setups during spool or for N/A builds at peak RPM.
Anyway, thought people might like to see what goes on with this setup as im currently looking to design a MAF setup for these cars and was interested in what Miller had done and where it can be improved.
And, yes, i have found the tables that make corrections to the airflow measurement based on IAT and have zero'd those out because a MAF already takes into account the IAT in the measured airflow.
I reverse "engineered" the miller encryption on the W.A.R chip files for the miller gen 3 MAF (3" tube) for the M20 and found something interesting with the AFM/MAF scaling.
The chart below shows three curves:
1. Stock M20 AFM
2. Miller Gen 3 MAF
3. Ford Lightning MAF in 3" tube (same part used for the miller conversion as per https://www.m5board.com/threads/s38-...-heavy.322098/
As you can see there are a couple of issues:
- The scaling used for the Miller G3 substantially differs from the Ford Lightning MAF (1L3F-12B79-AB). Now i do believe they still use this MAF but happy to be proven wrong which would make this issue irrelevant.
- The Miller G3 values used in the transfer functions result in significant dips (5-10%) at at regular intervals. Maybe not an issue for most builds but a drop in 10% at 4.3v ~530 kg/hr could cause a lean spike for forced induction setups during spool or for N/A builds at peak RPM.
Anyway, thought people might like to see what goes on with this setup as im currently looking to design a MAF setup for these cars and was interested in what Miller had done and where it can be improved.
And, yes, i have found the tables that make corrections to the airflow measurement based on IAT and have zero'd those out because a MAF already takes into account the IAT in the measured airflow.
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