Installing a ProMax MAF & chip
06-06-2006, 10:42 AM
#16
Racer
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Great write up - having cocked up my ECU my chip is still in its box - the ECU incident dented my enthusiasm - but i am nearly re-motivated !
The work marc has done, and the summer sun has all helped
- this has become a very interesting thread - in the face of such enthusiasm I feel quite humble at my lack of energy
The work marc has done, and the summer sun has all helped
- this has become a very interesting thread - in the face of such enthusiasm I feel quite humble at my lack of energy
06-06-2006, 10:50 AM
#17
Racer
964 SciVision MAF Kit
Hi Marc,
What an excellent write up. We have since re-written the instructions but could probably improve them still further with the inclusion of some of your info. Most impressive.
Have a good day!
Regards,
Andrew
www.promaxmotorsport.com
What an excellent write up. We have since re-written the instructions but could probably improve them still further with the inclusion of some of your info. Most impressive.
Have a good day!
Regards,
Andrew
www.promaxmotorsport.com
06-06-2006, 12:41 PM
#19
Rennlist Member
Originally Posted by promax_motorsport
Hi Marc,
What an excellent write up. We have since re-written the instructions but could probably improve them still further with the inclusion of some of your info. Most impressive.
Have a good day!
Regards,
Andrew
www.promaxmotorsport.com
What an excellent write up. We have since re-written the instructions but could probably improve them still further with the inclusion of some of your info. Most impressive.
Have a good day!
Regards,
Andrew
www.promaxmotorsport.com
Nice DIY Marc. Really great work there.
Now if I can just get a chance to put my Pro-max chip in (just the chip!)...
Work... ugh.
06-06-2006, 08:05 PM
#20
Three Wheelin'
Join Date: Dec 2004
Location: Halifax, Nova Scotia , Canada
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Marc,
I showed my wife your comment " Geoff is not a large man by any means " .
OK , compared to some that is definetly true ! but 6 feet tall and 192 lbs, my wife still thinks a little weight loss would be good for me !!
Look , this guy is a Doctor and he says I am maybe skinny !
Rennlist to the rescue - when is the barbecue ????
All the best
Geoff
I showed my wife your comment " Geoff is not a large man by any means " .
OK , compared to some that is definetly true ! but 6 feet tall and 192 lbs, my wife still thinks a little weight loss would be good for me !!
Look , this guy is a Doctor and he says I am maybe skinny !
Rennlist to the rescue - when is the barbecue ????
All the best
Geoff
06-07-2006, 07:41 PM
#21
Burning Brakes
I have a question for the ProMax guys.
Why did you leave the same 4.8 square inches intake restriction at the air box? You've got 7.6 square inches from the the throttle body all the way to the air box, then choke it off with the stock rectangular airbox hole.
What would be wrong with the following?
1. Cut a round hole in the stock air box. (OK, so you lose the stock flute attachment - but whatever laminarization that was providing should be compensated by the fact that you would now have a round "through" hole instead of a rectangular hole flowing into a round chamber.)
2. Change your metal flange so that it has the same inner diameter as the tube and airbox hole.
3. Include a simple gasket to accomodate the change in the airbox hole.
4. Make a cheap, plastic, paper, whatever - template so that the user can put the template over the mounting bolt holes, trace the hole, and cut it.
5. Now that you have better airflow, reprogram your signal processor and DME chip.
Seems to me you are kind of defeating the purpose of better airflow if you're keeping the same restrictor plate effect as the old AFM.
Why did you leave the same 4.8 square inches intake restriction at the air box? You've got 7.6 square inches from the the throttle body all the way to the air box, then choke it off with the stock rectangular airbox hole.
What would be wrong with the following?
1. Cut a round hole in the stock air box. (OK, so you lose the stock flute attachment - but whatever laminarization that was providing should be compensated by the fact that you would now have a round "through" hole instead of a rectangular hole flowing into a round chamber.)
2. Change your metal flange so that it has the same inner diameter as the tube and airbox hole.
3. Include a simple gasket to accomodate the change in the airbox hole.
4. Make a cheap, plastic, paper, whatever - template so that the user can put the template over the mounting bolt holes, trace the hole, and cut it.
5. Now that you have better airflow, reprogram your signal processor and DME chip.
Seems to me you are kind of defeating the purpose of better airflow if you're keeping the same restrictor plate effect as the old AFM.
Last edited by chancecasey; 06-07-2006 at 07:57 PM.
06-07-2006, 08:44 PM
#22
Three Wheelin'
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Nice how to article. Now I want one..
.How does the cost compare to the Autothority unit?
I hear there is some stability issues with theirs.
What would the results be if one did not have a Hammer to reset things?
.How does the cost compare to the Autothority unit?
I hear there is some stability issues with theirs.
What would the results be if one did not have a Hammer to reset things?
06-08-2006, 11:45 AM
#24
"Now that you have better airflow, reprogram your signal processor and DME chip."
It's questionable that the airflow has really been affected such that a torque
improvement will result because of a switch from a AFM to a MAF. The key
advantages of the MAF are its more precise measurements and its ability to
measure air mass versus just air flow.
With a change of the engine, e.g. the CCs, CR, exhaust, or without forced intake,
e.g. turbo/supercharger, no real gains result by enhancing the intake, which
assumes Porsche didn't design an inadequate intake system which I doubt.
The signal processor implementation (masked/OT uP) used in the 964 DME controls
the knock system and is NOT reprogrammable. The DME fuel maps MUST be
changed or a translator input device must be used when converting from the
AFM to a MAF. Usually (most always) the ignition timing is advanced too to
give the impression that the conversion to a MAF provided the real benefit.
This results in a better overall ASP (average selling price) for the performance
marketing effort versus just selling a performance chip.
It's questionable that the airflow has really been affected such that a torque
improvement will result because of a switch from a AFM to a MAF. The key
advantages of the MAF are its more precise measurements and its ability to
measure air mass versus just air flow.
With a change of the engine, e.g. the CCs, CR, exhaust, or without forced intake,
e.g. turbo/supercharger, no real gains result by enhancing the intake, which
assumes Porsche didn't design an inadequate intake system which I doubt.
The signal processor implementation (masked/OT uP) used in the 964 DME controls
the knock system and is NOT reprogrammable. The DME fuel maps MUST be
changed or a translator input device must be used when converting from the
AFM to a MAF. Usually (most always) the ignition timing is advanced too to
give the impression that the conversion to a MAF provided the real benefit.
This results in a better overall ASP (average selling price) for the performance
marketing effort versus just selling a performance chip.
08-16-2006, 01:16 PM
#25
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Marc-
After you installed and had run for a while (3 days or so) did you have your "check engine" light come on??
I ordered and installed with some intake mods at the cone. Also noted that the silver rectangular box is now a plastic tube housing. About 3 days after installing my "check engine" light came on - it goes off evey now and then for about 30 minutes, but the minute I go WOT the "Check Engine" light comes back on. After reset ( disconnect abttery) it stays off for an hour or so -
Any problems on your side???
After you installed and had run for a while (3 days or so) did you have your "check engine" light come on??
I ordered and installed with some intake mods at the cone. Also noted that the silver rectangular box is now a plastic tube housing. About 3 days after installing my "check engine" light came on - it goes off evey now and then for about 30 minutes, but the minute I go WOT the "Check Engine" light comes back on. After reset ( disconnect abttery) it stays off for an hour or so -
Any problems on your side???
08-16-2006, 03:13 PM
#26
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Originally Posted by Gus
Marc-
After you installed and had run for a while (3 days or so) did you have your "check engine" light come on?? ...Any problems on your side???
After you installed and had run for a while (3 days or so) did you have your "check engine" light come on?? ...Any problems on your side???
Nope, no problems at all.
I have not seen the CEL since my alternator died in the spring and I have been to WOT a few times since.
Do you have a Hammer to read the codes?
Marc