How do you wire a second MAF help

This is a ops scenario that I came up with based on what I read about the MAF's operation.

"A"=Thermistor
"B"=Platinum Hot Wire
The stock MAF can only meter so much air based on its operating principle of trying to maintain a common resistance between "A" and "B" by adjusting the voltage to the platinum hot wire. The more airflow you have = cooler hot wire = less resistance = more voltage to keep the resistance equal to "A". The system can only provide so much voltage to keep "B" at the desired temp./resistance before it maxes out and there is not enough voltage left. This would be the scenario when upgrading to a large single turbo that flows more air than the stockers.
Running a dual MAF set-up would divide the load, so to speak, thus utilizing less voltage to keep the platinum wires hot. The voltage used to maintain the wires temp. is also what's measured by the ECU, which in turns adjusts the fuel accordingly. This can also lead to a false signal. If dual MAF's are requiring less voltage to keep the wires hot, the ECU will read this and assume that the airflow is less than what it actually is.
There was a previous post on here about the idea of fabricating a non-inverting amplifier to boost the voltage signal when using dual MAF's. It's an op amp circuit which you can find the schematic for on the National Semiconductor web page, just use a search engine to find the site. As far as the signal not being linear to airflow, the op amp circuits output is determined by its input. It's only job is to boost the voltage/signal.
Sorry for the long post and if there are any discrepencies please correct me as this is only my analysis of how a dual MAF set-up would be successful.
--B--

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was that professionally sprayed on, or is it spray paint I can pick up at a store?... looks really clean.

Tom,

I got your email. Basically, I've decided to scrap this idea. My goal was to match the airflow to my 720cc injectors which flow about 30% more fuel. I was going to use a second maf so I would be dealing with a known volume of additional air (100%). Then I was going to make adjustments with an AFC (-70%). Instead I found a much simpler solution of just creating a bypass around the MAF. Right now I just have the return port of the bov open so additional air is sucked in there on the other side of the MAF. That hole is about the size of a quarter and seemed to work out just about right. In closed loop the O2 is going to have the computer adjust fuel accordingly. If you've really got it out of whack the fuel maps will get adjusted also. I'm getting ready to go single and will do the same with a bypass about the size of a quarter. Even if you get two maf electically working you are still limited by what the computer can work with. The maf signal is only good to 500~550 rwhp range from what I've read. With a simple bypass you're not electrically limited. Hope this makes since. I can't remember their names, but there are a few high hp cars around using the bypass method. That's where I got the idea from.

It just ended up being to much of a pain in the ass, physically fitting 2 mafs, electrically getting them to work and then if my understanding is right, the computer can only deal with a signal in the 500~550 rwhp range. Too low for me since I'm after 600 at the wheels.

Let me know if anything didn't make sense. ATLSUPDAWG#2 made some good points and explained it better than me probably.

Yes the ECU can only read ~550 rwhp. But thats because injector duty cycle is approaching %100 at those levels. Bypass tube or not, you can't get the ECU to recognize that amount of airflow, you need to balance the injector size with the size of the intake leak. Personally I'm going with dual MAFs, because I don't want drivability issues with a bypass tube.

The voltage from one maf is Vout = a + airflow^.5 (There are other variables, but they can be ignored for our purposes, they can be ignored for now. See the NCF for more details.).

'a' is a constant, and hopefully pretty small.

So if each MAF gets 1/2 the airflow, you've got (a + (.5airflow)^.5) from each MAF. Average the signals, and you've got:

.707*airflow^2 + a = Vout

So the new airflow needs to be corrected by 2^.5, adding 41.4% fuel. This is why Clint's setup works, the ratio of his injector size to the stock ones is close enough to 41.4% that the ECU can make up the difference in fuel trims, plus his own tuning.

I have a circuit to multiply the voltage by different amounts by ajusting a pot (a few $$ from Radio Shack). Problem is, your multiplying 'a' with it. So with stock injectors, for getting (1+(2^.5)) * a. I've also added an ajustable voltage subractor to try and subract the extra 'a'. Will it work? I kinda doubt it I'll post about it if I get it working correctly. 'a' might not even be big enough to make a difference. If it does work, I should be able to control any size of injector and keep the stock fuel curve.

See here: http://www.vache.org/supra/dual_maf.htm