I know, I meant my idea about setting the MafID to where the airflow/load match between X1 and ECU and then using the MafADJ table to correct any remaining error.

I don't think that fiddling with the Inj ADJ table will do anything for my shifting issues. I agree that it is necessary when using the X1 with something other than a Toyota 4.0L truck engine but the tranny hanging in 1st gear occasionally under light acceleration seems indicative of a load calculation error by the ECU. I'm not convinced that my scalar values are correct yet and want to nail them down before tuning Inj ADJ.

 

That could very well be true it wont hurt to try. I know after setting the injector size i went directly to injadj and that solved a ton of drivability issues with me.

 

make the drive over here or give me the measurements.

also my MAF sees 4.8-4.9v and im only at 8PSI at the moment. Blow through

 

Since the MafID function in the X1 doesn't compensate correctly for my smaller ID intake piping, I think it's best to replace my intake before spending a lot of time tuning the injadj table only to have to re-tune it again for the new intake piping. I might be wrong but I think that I need to get my MAF readings closer to the X1 programming than they are before I can start fine tuning the injadj table. After some thought it seems to me that using the mafadj table would work but it would be a huge time-consuming PITA to do.

 

Thanks for the offer but where is Milton?

That sounds reasonable for a TC MAF that reads 4.3V at atmosphere in a 64mm ID pipe. What ID is your MAF pipe? I'm guessing 2.5" OD or 62mm ID. Or are you running 2.5" ID steel pipe instead of AL tube?

Mine reads 3.8V at atmosphere and 4.3V at 6-7 psi boost or roughly 180 g/s.

 

Milton = 12547

I have a 2.5" OD pipe with a .065 wall making it a 2.37" ID pipe (60mm)

Ill let you know my readings when i turn the boost up

 

It compensates, just not correctly for what you want.

Correct.

I'd recommend a 2.75" or even a 3" pipe for you Brett.

 

There's only one state between us but it's still a loooong drive. If Dezod wasn't so far away I'd have driven up there a long time ago to have Paul tune this thing.

I found a local shop that can make the intake and a company that sells very nice MAF adapters, custom milled for common tube diameters. Is this sort of fabrication something you do often? I'm interested... I'll PM you.

 

Thanks Paul. Since my intake is 2.75" OD now, I'm inclined to go with 3" to match my compressor inlet and keep the MafID closer to stock.

BTW, I've been looking at airflow readings again and am seeing some more weirdness. Even when the X1 and ECU see the same idle and WOT airflow, there are points in between where they differ by as much as 20%. If idle and WOT airflow match up, shouldn't their airflow readings also match at points in between? If I try to adjust for this using the MafADJ table, what is affected? X1 airflow readings, ECU readings or both?

 

Yes its something we do often. If you give me measurements I can make the part no problem.

 

Yes. There is always problems with load readings using a drastically different sized pipe for the MAF. Treadstone uses a very small MAF pipe on their tC kit to skew the load readings to try to work around using engine management.

What MAF settings are you running right now on the X1?

 

I was testing 74mm MafID but just changed back to 73mm.

 

Why?

Try 76 for me when you get a moment.

 

You could take the intake to a band saw and remove the larger section and get a proper size filter or run no filter for testing purposes to see if your maf readings correct themselves. I really think that sharp edge in the intake is your issue, it could be causing massive turbulence sending very turbulent air into the MAF. That's all I have to say on the subject and will say no more. Good luck Brett!

 

I tried 76 MafID and it didn't work well at all. I'm back at 74 MafID again since that is supposedly the oem MafID for the 4.0L V6. It seems logical that 74mm MafID should provide a 1:1 MAF signal to the ECU.

However, I'm now more confused then ever about how the X1 handles MAF signals. I downloaded all 24 APR maps for the Tacoma and FJ tonight. I then checked the MafID used and all 24 of them are using 65mm for their 74mm MAF pipes. WTF??? Did someone make a data entry error when programming the X1?

I really wish someone could enlighten me to the logic used to calculate MAF measured airflow in the X1 so I could have a snowball's chance of tuning mine. In my mind MafID should be a critical setting and seeing an 11mm (15%) deviation in the MafID with injector sizes entered 1:1 and MafAdj and InjAdj tables all set to 1.00 defies logic.

Also, I have one more question. Does the X1 calculate load the same as the oem ECU? They both measure load in percent of something and you've stated that the X1 load value equates to KPA. Does the OBDII measurement of absolute load also equate to kPA?

 

I took your advice today. I cut that 3" piece off the intake and did some testing. It ran like isht without a velocity stack and/or air filter to smooth the airflow but I couldn't find a 2.75" filter locally so I (you'll love this) cut a piece of 2.75" single-ply silicone coupler leftover from my previous CAI setup as filler and installed my 3" AEM filter onto it. Perfect fit but only temporary. I ordered a new K&N filter today because the AEM doesn't fit very well now due to the shortened intake pipe length.

Anyway, it runs even better than it did with my silicone coupler stuffed into the 3" end-section to reduce turbulence and much better than it did with that coupler removed. I actually have some hope that this 2.75" (66mm ID) intake might actually work with the X1 if I can ever find out how to determine the correct MafID for the X1 (see above post).

Thanks Don. I hope you will continue to offer your sage advice despite your statement about "saying no more". I wish I had tried this sooner. It's too early to say that it's fixed everything but it did make a very noticeable improvement. I'll know more in a few days.

 

David from APR, myself and Don had all informed you this was the case at one point or another. You had finally listened to the advice and now you are making progress. Had you listened prior, you would have saved yourself lots of time, headaches and stress Brett.

To answer you MAF ID Q, it's simple. Start with the known size of the pipe of the pipe you have. Compare air flow readings with a scan tool at idle, cruise of 45 and 60, then at WOT. Find the best suited size that accommodates all three conditions to be close and begin tuning the rest of the system.

 

It's not quite that simple, Paul. David said that he could tune the X1 with my current intake and I who am I to question him about that. He did agree that a new 3" intake would probably work even better. So I had been busy trying to find the necessary parts and a local shop to fab a new intake. The first suggestion to cut the 3" end off the existing intake came from Don just a few days ago.

Anyway, like I said, it's an improvement. The airflow readings still don't match perfectly but they're closer. It's too early to say whether the intermittent shifting issues are any better. I'll do as you suggest and see if a different MafID produces better results. Thanks, Paul.

BTW, I apologize for what's turned into a massive threadjack. It wasn't my intention.

 

No worries. Once you have gotten all of your mechanical issues sorted out, and get even some-what of a tune on the X1, you will be a huge advocate of it.

 

What mechanical issues?