Well my system is still throwing up a maf code every now and then, I have access to a 1990 lexus 400 one, am I able to use the electronics in that one?
Well my system is still throwing up a maf code every now and then, I have access to a 1990 lexus 400 one, am I able to use the electronics in that one?
From what I was "told", they are plug and play, but they do, in fact, make the car run leaner.
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Light moves faster than sound. That is why someone may appear to be bright, until you hear them speak.
1987 Toyota Supra Turbo.
Jesus Christ, no one NEEDS a wideband, get off the wagon and use your brain.
People who plan on tuning cars need a wideband to do it properly.
People who are doing Lexus + 550cc's typically do not. You should reuse your 7M electronics as Reg Riemer stated:
Quote:
-The Karman Vortex Electronic Sensor The electronics module on the Supra and the Lexus air flow meters have numerically different part numbers but are dimensionally exactly the same size. Due to the part number difference on the electronics module on the 7M-GTE and Lexus air flow meter, I only recommend the use of the aluminum body of the Lexus air flow meter for this upgrade.
The problem is the adjustable air flow screw in the bottom of the chamber. Since there's no way to know what your air/fuel ratios are looking like, there's now way to know what they look like at WOT w/o a Wideband O2 sensor. Hence Razo's recommendation.
Plain and Simple.
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
I still say there is no real need for a wideband with relatively stock set ups. Jeeves, we need to meet up sometime, lowband can read wot. Car tuning has been around alot longer than wideband has, just remember that.
I'd say, if the OT was having problems with the original MAF, then using the Lexus MAF wouldn't help his problem. I would suggest using: http://www.horsepowerfreaks.com/perf...AF_Translators and use that with a inexpensive GM MAF.
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Light moves faster than sound. That is why someone may appear to be bright, until you hear them speak.
1987 Toyota Supra Turbo.
Awwww, now I feel special everybodys fight over me. Im just kidding, no, I appreciate every single persons input on here. I am just going to go with the maf pro though, becasue later down the road I will need it anyway. And a wideband will reduce tuning time. I could probably do it without it, but time is money. I just wondered if the electronics from a lexus could be used on my 7mgte maf body. I have been advised not to, and reg reimer has been said to discourage it as well. Thanks though!
I still say there is no real need for a wideband with relatively stock set ups. Jeeves, we need to meet up sometime, lowband can read wot. Car tuning has been around alot longer than wideband has, just remember that.
I'd say, if the OT was having problems with the original MAF, then using the Lexus MAF wouldn't help his problem. I would suggest using: http://www.horsepowerfreaks.com/perf...AF_Translators and use that with a inexpensive GM MAF.
OT = Off Topic
OP = Original Poster
The OP asked a question, I answered it. I have no clue what his question even pertains to and wasn't about to make an assumption.
I think it was pretty clear that using the Lexus electronics wasn't advised.
Does a stock user need a wideband? No. I'm also sure I've already had this discussion with you. The narrowband doesn't have the resolution to read AFR's accurately that far away from Stoich. You get a stereo or a blower motor having power problems and suddenly you've got a signal ground that can't be trusted and effectively an instrument (the narrowband) that relies on tenths of a volt to be accurate. Wave goodbye to your accuracy and what you believe to be a proper tune.
You do know what an EGT is correct? EGT's were first patented in the late 20's where as the first patents for oxygen sensors (narrowband sensors) didn't hit until the early 70's. The early 90's saw the first patents on the wideband oxygen sensor. I'm also assuming that you have heard of tuning an engine based on EGT's (something that can still be done). It's a very 'old school' method but EGTs paint a slightly different picture that O2 sensors can't. Combine the two and you've got an even more interesting picture. So, with that information in mind. Who was tuning what with what devices? EGT tuning has been around far longer.
Back to the OP, since this is the same user talking about MAFT Pro. It's simply a question of goals. If he is going past the limits of the Stock MAF or the Translator then it's his decision to make. He came on discussion the two options (Maft -vs- AEM) and the topic was addressed that the AEM was neither feasible nor cost effective.
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
You get a stereo or a blower motor having power problems and suddenly you've got a signal ground that can't be trusted and effectively an instrument (the narrowband) that relies on tenths of a volt to be accurate. Wave goodbye to your accuracy and what you believe to be a proper tune.
You do know what an EGT is correct?
Wideband reads from 0-5 volts and yet it gives out more than just 5 readings, so what your stating holds true for widebands as well since they also read in tenths of a volt. I think you were trying to say that lowband reads in milivolts, but your arguement condemns wideband as well.
Yes, Exhaust Gas Temperatures. EGTs are a lot more accurate than 02 sensors as long as there is one per cylinder, I've seen some people use just one like a 02 sensor, which doesn't indicate a cylinder problem and again, if one cylinder is running rich, one may be running lean and you'd never know running that way.
__________________
Light moves faster than sound. That is why someone may appear to be bright, until you hear them speak.
1987 Toyota Supra Turbo.
I let the last discussion go as long as you wanted. If you would like to continue the debate there, please feel free. Lets not start scattering the discussion all over the forum. Now, that said, I think the only thing we can all agree neither of you is going to change the other's mind, and we keep revisiting the same basic issue: Jeeves prefers the wideband tuning method, and you insist there are other tried and true methods to get the same job done.
Wideband reads from 0-5 volts and yet it gives out more than just 5 readings, so what your stating holds true for widebands as well since they also read in tenths of a volt. I think you were trying to say that lowband reads in milivolts, but your arguement condemns wideband as well.
Yes, Exhaust Gas Temperatures. EGTs are a lot more accurate than 02 sensors as long as there is one per cylinder, I've seen some people use just one like a 02 sensor, which doesn't indicate a cylinder problem and again, if one cylinder is running rich, one may be running lean and you'd never know running that way.
Of course it holds true for a wideband but since the voltage range 5 times larger and the readings are linear (narrowbands are nowhere near linear) a minor fluctuation has a very minor effect on the AFR reading output. By comparison it's worlds safer than a narrowband.
The EGT problem holds true for all measuring issues. If an injector is clogged you'll never know til the cylinder burns, but the broad picture will look lean.
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
The problem is the adjustable air flow screw in the bottom of the chamber. Since there's no way to know what your air/fuel ratios are looking like, there's now way to know what they look like at WOT w/o a Wideband O2 sensor. Hence Razo's recommendation.
Plain and Simple.
Staying on topic, Don't the factory Supra Air meters have this too?
__________________
Light moves faster than sound. That is why someone may appear to be bright, until you hear them speak.
1987 Toyota Supra Turbo.
Yes, but from the factory it's in a fixed position and has a plug over the access. Once you step up to the larger AFM Reg talked about adjusting it, it's expected.
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
Yes, but from the factory it's in a fixed position and has a plug over the access.
Hope you had fun while you were there! Thanks, I was begining to wonder if I had a lexus MAF! GM did the same thing with carb adjustment screws, wax/plastic seal to satisify EPA regulations.
I'd have to ask if the factory tuned every engine individually before they did so?
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Light moves faster than sound. That is why someone may appear to be bright, until you hear them speak.
1987 Toyota Supra Turbo.
I'd have to ask if the factory tuned every engine individually before they did so?
The Lexus ones have a larger screw to allow more air than the Supra units.
I'd assume since it's a mechanical limitation they could crank it down to the same distance in every unit, test batches of MAF sensors and be fine. One thread up/down in the stock bypass isn't what'll destroy the tune.
__________________
1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
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Thanks, I was begining to wonder if I had a lexus MAF! GM did the same thing with carb adjustment screws, wax/plastic seal to satisify EPA regulations.
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