| I was considering using an S-AFC II to control 2 MAFs. I have a single-pop chip currently, so I would use the 2-in, ADD function on the AFC. According to Ash, the ECU corrects for (single MAF) nonlinearity approximately according to mass of air (M) = MAF voltage (V)^3.2. So with a dual MAF intake with adding, (V1 + V2)^3.2 = Ma is what the ECU would calculate for airflow. However, the actual mass of air is the sum of that flowing through each MAF, or M1 + M2 = V1^3.2 + V2^3.2 = Mb. So with dual MAF with voltage added by the S-AFC there is an error (Ma - Mb) in what the ECU calculates. This error is mostly at low airflow readings. The AFC curve (or fuel curve) would have to account for this. Also, Ash says that the highest entry in the ECU's table for MAF readings is 5.12V. Does this mean then that simply adding MAF readings with an S-AFC and using a single-POP chip is dangerous at high HP levels, since the reading would saturate and cause a lean condition? This makes me think that it is safer to use the dual-pop chip with dual MAFs and the AVG function of the S-AFC. Has anyone out there successfully done dual MAF with 2-in, ADD at high HP levels?
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