I didn't come here for an argument... I came here for abuse 
S2 MAF and RS2 MAF are identical electrically. Mechanically they can be swapped in/out of S2/RS2 airboxes. The only physical difference is the much talked about screens - tight metal mesh on S2 - much less restrictive plastic mesh on the RS2.
I don't have data for that VR6 MAF but the scaling on it will be very different from the S2/RS2 item. Lets say the RS2 MAF gives a 5V output at 40lbs of air per minute (just a nominal number here)... The VR6 MAF will be scaled such that 5V is for a lower air mass - so when using it on the S2/RS2 the MAF is telling the ECU that a much higher amount of air is being ingested than reality... Its saying the load is higher for any throttle position than reality - consequently the ECU provides more boost and fuel. All sounds good until you realise that if you max the MAF voltage too soon (and I feel you will with this MAF) that after a certain point the ECU just uses throttle position to determine load - cos you get no more info about air mass after it exceeds 20lbs/min... So this is probably OK iduring cruise conditions if lambda adaptation stays within limits.... But at WOT you run the risk of running direct off the maps without accurate MAF inputs....
To cut a long story short, I reckon you'll be running more lean (and with more advance). More lean produces more power - but TOO lean can cause knocking and high EGTs.
Its an interesting one - get some wideband AFR measurements on cruise and WOT to find out for sure.....
Paul
S2 MAF and RS2 MAF are identical electrically. Mechanically they can be swapped in/out of S2/RS2 airboxes. The only physical difference is the much talked about screens - tight metal mesh on S2 - much less restrictive plastic mesh on the RS2.
I don't have data for that VR6 MAF but the scaling on it will be very different from the S2/RS2 item. Lets say the RS2 MAF gives a 5V output at 40lbs of air per minute (just a nominal number here)... The VR6 MAF will be scaled such that 5V is for a lower air mass - so when using it on the S2/RS2 the MAF is telling the ECU that a much higher amount of air is being ingested than reality... Its saying the load is higher for any throttle position than reality - consequently the ECU provides more boost and fuel. All sounds good until you realise that if you max the MAF voltage too soon (and I feel you will with this MAF) that after a certain point the ECU just uses throttle position to determine load - cos you get no more info about air mass after it exceeds 20lbs/min... So this is probably OK iduring cruise conditions if lambda adaptation stays within limits.... But at WOT you run the risk of running direct off the maps without accurate MAF inputs....
To cut a long story short, I reckon you'll be running more lean (and with more advance). More lean produces more power - but TOO lean can cause knocking and high EGTs.
Its an interesting one - get some wideband AFR measurements on cruise and WOT to find out for sure.....
Paul
(by stuck open i mean it stays low temp on the motorway, but in traffic sits just above the 90 deg, then back on the motorway it cools right down again)
would that make it run more rich?
i know it was very thirsty before i killed the S2 MAF, not sure if its better/worse as havent really driven it since last night...
Comment