MAF Translator Gen-II User manual

Manual Version 1.0 2
MA F Translator Gen - II version 1.02

MAF Translator Gen - II
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Table of Contents
Kit Contents: .............................................................................................. - 3 -
Available Accessories and Options: .......................................................... - 3 -
Introduction: ............................................................................................. - 3 -
Main Airflow Modes ................................................................................. - 4 -
Installation Details .................................................................................... - 4 -
Installation. ............................................................................................... - 6 -
Using the Keypad ...................................................................................... - 6 -
MAF Translator Gen- II Pages: ................................................................ - 7 -
MAF Translator Gen - II Setup ................................................................ .- 8 -
Standard Connections ............................................................................... - 9 -
Paramet er setting details for all pages: .................................................. - 10 -
Tuning with the MAF Translator Gen- II .............................................. - 14 -
Open Loop vs. Closed Loop .................................................................... - 15 -
AFR Tracking ......................................................................................... - 16 -
Glossary: .................................................................................................. - 17 -
MAF Translator Gen - II Harness Connec tor Details ............................ - 18 -

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Kit Contents:
The MAF Translator Gen - II kit is shipped with the following items.
MAF Translator Gen - II unit
Standard splice harness, 10 pin
Standard splice harness, 4 pin (only 2 wires installed)
Splice and tap connectors
Manual
Available Accessories and Options:
Various MAF wiring adapters.
Laptop logging and tuning cable/ kit.
EGT/thermocouple interface
Wideband AFR sensor and interface (LC - 1)
Accessory power pack (offline power supply, 120VAC)
Introduction:
The MAF Translator Gen - II is a powerful electronic module that allow s the
user to tune the engine p er formance of a modern fuel - injected vehicle. The
unit is configurable for many different types of vehicles. Using its various
operational modes, the user can adjust fuel delivery to extract more
performance from their vehicles' engine.
Warning : The MAF Translator Gen - II is a powerful tool for adjusting the
operation of the engine. It is possible to mis - adjust the settings and cause
damage to the engine. The user must read and understand this entire User
Guide before attempting to install and use the MAF Translator Gen - II .
Adjustments should be made in small increments with continuous testing to
ensure the engine is operating within its mechanica l limits.

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The primary function of the MAF Translator Gen - II is to allow the user to
adjust the air - fuel ratio of their engine. This is accomplished by adjusting
the amount of airflow the Engine Computer Module (ECM) or Engine
Control Unit (ECU) perceives is entering the engine. If the ECM/ECU
senses less airflow is entering the engine, it will command less fuel be
injected into the engine, thus making the Air/Fuel ratio "leaner". If the
airflow signal is reduced by 1%, the resultant fuel delivery will b e less by
1%. For example, an engine is consuming 100 grams of air per second, and
the ECU is delivering fuel for 12:1 Air/Fuel Ratio (AFR). If the airflow
signal to the ECU is reduced to 95 grams per second ( - 5%) , the ECU will
delivery fuel for this amo unt of air. The resulting AFR will be 12.6:1 (5%
leaner).
Main Airflow Modes
The MAF Translator Gen - II sends airflow information in the form of an
electrical signal (voltage or pulse frequency) to the ECU. Frequency signals
are send out on the green, "frequency out" wire of the 10 pin harness.
Voltage signals are sent out on the Brown (V Out 1) or the Gray (V out 2)
wires of the 10 pin Main harness. The unit can be used to tune the vehicl e
using the original MAF sensor, or an upgraded, alternative sensor can be
used . Examples include using a GM LS1 or LS6 MAF on a Toyota Supra ,
Mitsubishi Eclipse, or Ford SVO Mustang. The MAF Translator Gen - II is
compatible with a great number of MAF sensors, both frequency style and
voltage.
Installation Details
This section contains installation details that are not specific to any particular
vehicle. Please refer to the appendix and other installation diagrams
contained in the MAF Translator Gen - II kit. Harness connections are
referre d to by connector desig nation M or A (Main or Aux ) and pin number ,
for example the +12V main power input is connected to the pink wire at M5 ,
Ground at M10 . In this manual, TAP means to connect to a harness wire
without cutting it. Splice means to cut a harness wire and co nnect MAF
Translator Gen - II wires to the cut ends. If a connection diagram specific to

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your vehicle is not contained in the kit, contact your distributor for a
diagram.
Wire Splicing and Tapping information
The MAF Translator Gen - II is installed by conn ecting wires into the
vehicle's wiring harness. Good connections are absolutely necessary for
proper, reliable operation. A loose or intermittent connection could cause
improper fuel delivery at full throttle resulting in engine damage. Squeeze
style ta p connectors are included in the kit due to their popularity, but are not
the most reliable means of connection. To use the squeeze style properly
they must be installed firmly . Regular slip - joint pliers are best for this. If
there is doubt about the us ers ability to install the squeeze taps properly, or
the wiring area is subject to vibration , soldering the connections is
recommended.
The pink spade connectors included in the kit are of the best quality and will
provide good reliability when properly c rimped. Inexpensive crimpers may
not crimp firmly enough. Tug on the crimped connection to ensure there is
no looseness and the wire does not pull out. When in doubt , solder the
connections.
For additional details on soldering the connections , refer to this guide:
http://www.mmxpress.com/technical/connections.htm

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Installation.
If upgrading the MAF sensor, r emove the vehicle's original MAF and install
the upgraded MAF. If a plug - and - play harness is available, follow the
instructions included with it . Otherwise wire the new MAF such that the
signals use the original vehicle wiring. Install the MAF Translator Gen - II
wiring, splicing in to the MAF signal wire so the MAF Translator Gen - II can
alter its signal. If the original MAF had extra signals, wi re the analog
outputs to those ECU wires so the MAF Translator Gen - II can generate
those signals. Tap the TPS and RPM signals .
Using the Keypad
The MAF Translator Gen - II is equipped with a 4-key keypad and LCD to
allow the user to make tuning adjustment s to the unit without needing a
laptop computer or other external device. Most tunable parameters are
accessible from the keypad. There are 3 main sets of data that are
manipulated with the keypad: page , range , and setting. The page is selected
by hold ing the PAGE key, then pressing either Up( ) or D ow n( ) to
select the desired page. The page description is displayed while PAGE is
depressed. On any page, hold the RANGE key and use the Up( ) and
Down( ) buttons to select the range to be adjusted Use the Up ( ) and
D ow n( ) by themselves change the setting of that range.
For example, to adjust the airflow (and consequentially the air/fuel ratio) at
idle, se lect the AF Lo page by holding PAGE and using Up( ) or
Down( ) to select the Airflow Low page. Then hold the RANGE key and
use the Up( ) and Down( ) buttons to select the RPM range that s closest
to idle speed. Then use the Up( ) or Down( ) buttons alone to adjust the
setting.
The Config page is used to configure the unit for a specific kind of car and
airflow mode. Prior to version 1.02 the PAGE button needed to be held for

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10 seconds to enable access to the Config page. This is no longer
necessary and the Config page is accessed in the same manner as all of the
other pages.
MAF Translator Gen-II Pages:
Use this page to set the operating mode for your specific vehicle
Config Select : Set the unit for the vehicle and sensors connected
System Set tings : Settings related to the selected configurations
AF Low: Low load AF tune vs. RPM
AF Mid: Mid load AF tune vs. RPM
AF Hi: High load AF tune vs. RPM.
MAF Sensor Tune : User AF tune vs. MAF flow.
AFR Tracking : Control how the unit uses wideband feedback at WOT
Aux Trig : User AF tune that is activated when the Window Switch output
is activated . This adjustment is only applied to the high load AF tune.
Sensor Monitor : Display operating and tuning parameters.
Spark WOT: Adjust WOT (Wide Open Throttle) spark advance (not all
vehicles)
Spark Aux: Adjust WOT (Wide Open Throttle) spark advance when the
window switch is activated (not all vehicles)
Window Switch: The Aux output (+12volts, 100ma) is activated when the
settings are all true and the delay time expires.

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MAF Translator Gen-II Setup
The vehicle can be equipped with a larger hi gh performance MAF than was
originally installed. The new MAF is installed and wired to the MAF i nput
wire (yellow) . Configure the MAF Translator Gen - II MAF Input to match
the sensor installed on the vehicle. The MA F Output mode is set to match
th e vehicle and ECU/ECM. Frequency MAF signals are sent on the
Frequency Out wire (yellow), voltage MAF signals will be sent on either of
volt out wires (brown or gray). Be sure to configure the volt out mode for
Volt MAF . Some vehicles have MAF se nsor s with other functions or
signals . These other signals are typically Barometric pressure and Air
Temperature. These MAF sensors are actually "Air Volume" sensors, and
the ECU requires the temperature and pressure in order to calculate the
airflow mass. When using a true MAF sensor, the air temp and baro signals
must be kept constant to prevent double- compensation. These other sensors
can be simulated by the MAF Translator Gen - II , using the V Out 1 and V
Out 2 signals. Set the V out 1 and 2 mode to Use Setpoint in the Config
page, and set the output voltages to normal levels in the Setup page.
Frequency or Voltage MAF
RPM
Throttle Position (TPS)
ECU inputs
Voltage outputs
if required

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Standard Connections
12 34
1
2345 678
9 10
Serial port
Aux trigger or logging
Wideband/O2 input
Wideband/O2 Ground
TPS Input
Frequency Output:
RPM input (5 volt signal)
Ground
12 Volts
on with ignition
MAF Input (Frequency/Voltage)
Aux Output
Analog Output 2 Analog Output 1

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Parameter setting details for all pages:
Config:
MAF- In : Select function and scaling of MAF output
Select from list of available sensor types .
MAF- Out : Select function and scaling of MAF output
Select from list of available scalings.
RPM/Engine : Set to the number of cylinders of the engine
(exception: 96+ LT1, 4 cylinder )
Displacement : Displacement in Liters . Used to calculate Engine Load
Load Source : Determines the method used to determine engine load.
Engine load is used to determine which of the High Mid or Low load tune
settings are used. Selections are MAF/RPM (s caled in KPA), TPS (320 = 5
volts) , or a MAP sensor connected to the Aux input.
Wideband O2 : Select scaling of wideband input from the following list
Innovate LC1
Innovate LM1
AEM Gauge , AFM -1 , other ( 0 volts@10:1 , 5 volt @ 20:1 )
Tech Edge ( 2B02 ) Wideba nd
Zeitronix ZT2 Wideband
Dynojet Wideband Commander (0 - 5 volts = 10:1 - 1 8 :1)
AEM interface (non gauge unit)
DIY - WB
Aux Log Mode: Determin es logging function of Aux input wire .
No Aux Log (Reads only voltage)
Log EGT (requires adapter)
Log 2 Bar (calcul ates and logs MAP pressure from the aux signal)
Log 3 Bar (calculates and logs MAP pressure from the aux signal)
Log 3.5 Bar (calculates and logs MAP pressure from the aux signal)
Log 5 Bar (calculates and logs MAP pressure from the aux signal)

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V- Out1 m o de: Select function of Volt out 1 from the following list:
V- Out2 m o de: Select function of Volt out 2 from the following list:
Use setpoint: Use setpoint setting to output desired voltage
Spark contrl: For 1G DSM and Buick Turbo cars with proper chips
Vol t MAF: outputs voltage signal of MAF Out.
Setup:
Main S cale: adjusts the entire range by the same %
V- Out1 S et: Setpoint for V - Out1
V- Out2 S et: Setpoint for V - Out2
Afterstart: Enrichment for the first few minutes of engine run time
Lo Load Pt: Load for the Lo Load User tunes (~KPA)
Mid Load Pt: Load for the Mid Load User tunes (~KPA)
Hi Load Pt: Load for the Hi Load User tunes (~KPA)
F Out Max: set for the maximum frequency that will be sent out the MAF
output. Can be used to prevent fuel - cut, or intentionally lean out the top end.
Set to 0 to disable frequency limiting.
MAFLim TPS : TPS value below which MAF Flow is limited to the below
settings.
MAF Limit : When TPS is below the MAFLimTPS, MAF flow is limited
to this. This helps reduce decel richness.
MAF /Krpm : Second limiting factor. This setting, multiplied by
(RPM/1000), is added to the MAF Limit and the sum becomes the max
allowable MAF Flow when TPS is less than MAFLimTPS .
Idle Flow : When the MAF reading is below this, the MAF r eading is
filtered or smoothed to help improve idle in cars wit turbulent idle airflow.
Idle Filt : When the MAF reading is below Idle Flow , the MAF reading is
filtered using this factor. Adjusts 0 - 2.50, lower numbers are filtered more
heavily. Do n ot set this too low or the enging may not run properly.

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AF TrDelay: Adjustable delay of 0 - 25.5 seconds that AFR tracking waits
after enabled , before it begins to correct.
AFR Tracking
The AFR Tracking page is used to control how the MAF Translator G en - II
self - adjusts to maintain a desired AFR at WOT. The MAF Translator Gen - II
does not self - tune, but will correct its output while at WOT. See the separate
section on AFR Tracking.
MAF Sensor Tune
The MAF Sensor Tune setting is added to the regular sy stem tune value. It
is adjusted relative to MAF flow.
Aux Triggered
At each RPM point, the set tune percent is added to the High Load user tune
when the Window Switch is activated.
Tune High
Tune Mid
Tune Low
User tune values, load points are determined in the Setup
page. These settings are blended between RPM and load
points and added to the System Scale, Air Temp, and
Aux Trigger settings.

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Sensor Monitor
Displays various sensor and system signal values. Up( ) and Down( )
buttons select the upper display . Holding the range button while pressing the
Up( ) and Down( ) buttons select the bottom display.
RPM Engine RPM
Load Calculated engine load, MAP, or scaled TPS ( 0- 320 KPA)
AFL In Airflow from the MAF sensor (Grams/sec)
Vlt In Voltage of the MAF input (Volt MAFs only)
Hz In Frequency of the MAF input (Hz) (Frequency MAFs only)
Hz Out Frequency of the MAF output (Hz)
UserTn User Tune, the total of the tune and mainscal e (+/ - %)
TPS V Throttle Position Sensor. ( volts )
O2 V Voltage of the O2 input (volts)
AftrSt Afterstart enrichment (%) (100% = no afterstart)
AFR Air/Fuel Ratio
WB Corr Correction used by AFR Tracking (100%= no correction)
AFR Des Desired AFR u sed by AFR tracking
Sprk Commanded WOT spark advance
Aux V Voltage of the Aux input (volts)
EGT Exhaust Gas Temp, use adapter to connect to Aux in. (°F)
Batt V Voltage at power input to the unit (volts)

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Spark Adv @ WOT
At each RPM point, the Sp ark advance that is programmed is what the
vehicle ECU will run once boost is over approximately 6 psi. This feature
only works on vehicles specifically set up for Remote Spark Advance
Control. Currently this is only DSMChips equipped cars with this feat ure
activated, and Buick GN's running the Extender Pro chips.
Spark Adv @ WOT (trig)
The Spark advance programmed into this page will be used instead of the
WOT Spark if the Window Switch is activated . (DSMChips equipped cars
with this feature activated, and Buick GN's running the Extender Pro chips
only)
Window Switch
The unit can be configured to energize the aux output (+12 volts, 100 ma
max) when the input conditions are satisfied. When activated, the other
AUX triggered modes for AFR control and sp ark advance are also triggered.
Min TPS - TPS must be above this to enable the output
Max TPS - TPS must be below this to enable the output
Min Aux Aux input must be above this to enable the output
Max Aux Aux input must be below this to enable the out put
Min RPM - RPM must be above this to enable the output
Max RPM - RPM must be below this to enable the output
Delay Time - once all the above settings are true, this time must elapse
before the output and aux functions will activate. (0 - 2.50 sec)
Tuning with the MAF Translator Gen-II
Generally, once the MAF Translator Gen - II is properly configured, the
engine should start and run. Then the next step is tuning. "Tuning" is the

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term used to describe adjusting the fuel delivery and spark advance (as w ell
as other items) for best operation of the engine and vehicle.
Tuning is accomplished using the MAF Translator Gen - II keypad. Air/Fuel
ratio (AFR) is adjusted in the low/mid/high load tuning pages. "Load" refers
to how hard the engine is working at a certain RPM. Low load means light
throttle operation, idle, and steady speed driving. Mid load refers to easy
acceleration at moderate throttle. High load refers to heavy throttle
acceleration.
The AFR tuning is the sum of the Mainscale, low/mid/hi/aux User Tune, and
MAF Sensor tune settings. This total can be viewed on the Sensor Monitor
page as UT (User Tune). Adjust the Mainscale initially for the best
compromise between idle and part throttle driving. This sets the tune
"close". Then use th e low load page to adjust the tune at idle and light
throttle driving. The mid load adjustments should be set for proper AFR for
moderate acceleration. The mid load sett ings at 800 to 1200 RPM also
affect "tip - in" smoothness. Hi load adjustments are use d to adjust the AFR
for WOT operation.
Open Loop vs. Closed Loop
Modern engine control systems operate in "closed loop" during part throttle
operation. The ECU measures the signal from the Oxygen Sensor, mounted
in the exhaust system, and makes internal fuel delivery corrections to
maintain 14.7:1 AFR. Adjusting the MAF Translator Gen - II when the ECU
is operating closed loop will not affect the AFR, since the ECU will re -
correct back to 14.7:1. This effect can be seen by monitoring the ECU
controlled va riables using a "Scan Tool "or "Datalogger". Tuning part
throttle, closed loop operation is predominantly adjusting for consistent
"trim" or "BLM" values. During warm - up and WOT operation the ECU
operates in "open loop" mode, and tuning changes directly affect the AFR.
Refer to the technical documentation specific to your vehicle for more
details .

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AFR Tracking
The MAF Translator Gen - II can control WOT AFR to a desired setting using
feedback from a wideband AFR sensing device. Install the wideband sen sor
in the exhaust following the manufacturer s instructions. Connect the MAF
Translator Gen - II wideband/O2 input to the analog output of the wideband
unit. Connect the wideband/O2 sensing ground to the wideband ground.
(use the "analog ground" if the wi deband has one, or connect to the
wideband main ground, close to the unit) The wideband/O2 sensing ground
must be connected or the wideband signal will not be measured correctly.
The wideband input on the MAF Translator Gen - II is a "differential input"
a nd measures the difference between the input and the sensing ground. Set
the Wideband O2 in the Config page to match the wideband unit installed.
Setup or program the wideband unit if required.
When the wideband unit is installed and operating the analo g voltage can be
monitored on the O2 parameter of the Sensor Monitor page, and the AFR is
also viewable. Ensure the AFR displayed matches the wideband unit.
The AFR tracking page is adjusted for WOT AFR control as follows.
Min TPS: - TPS above which the AFR tracking is enabled. Set this high
enough to ensure the ECU will be operating Open Loop whenever AFR
tracking is enabled.
Min RPM: - RPM above which the AFR tracking is enabled . Set this high
enough to ensure the ECU will be operating Open Loop whene ver AFR
tracking is enabled.
Min Load :- Engine load above which AFR tracking is enabled . Set this
high enough to ensure the ECU will be operating Open Loop whenever AFR
tracking is enabled.
Lean Lim%: - The maximum % that the system will lean out to main tain
the desired A/F . It is advisable to set this around 5%, so the AFR will not go
incredibly lean if there is a problem with the wideband unit.

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Rich Lim%: - The maximum % that the system will richen up to maintain
the desired A/F . This can be fairly hi gh (25%) to help protect the engine in
case of a fuel system partial failure.
Gain: - The speed that the system will try to maintain the desired A/F ratio .
Start with 5, and test the operation of the tracking. Setting this too high will
result in unstabl e AFR and a system that "oscillated
AFR 2000R ... AFR 8000R Desired A/F Ratio at each RPM from 2000
RPM to 8000
Aux% - Change to target AFR when The Window Switch is activated
(there is a "AF Trk Dly" parameter on the Set tings page which controls a
delay from when the enabling conditions are true to when AFR tracking
begins.
Note: The tune values can be reset to the factory defaults by holding the
upper right keypad button for 15 seconds while powering up the unit.
When the default settings have been restored, the unit will display "All
data Reset!"
Glossary:
AFR Air Fuel Ratio.
WOT Wide Open Throttle
ECU Engine Control Unit
ECM Engine Control Module
TPS Throttle Position Sensor
MAF Mass Airflow Sensor
RPM Revolutions Per Minute
UT User Tune
OEM Original Equipment Manufacturer

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MAF Translator Gen-II Harness Connector Details
1 2
3 4
1
2 3 4 5
6 7 8
9 10
Serial port
Aux (4 pin) Harness
1
2
3
4
Not used
Not used
Brown -- Window switch, trigger output
Purple -- Aux input
12 34
1
2
3
4
5
6
7
8
9
10
Orange -- O2/wideband input.
Purple -- O2/wideband sensing ground
Blue -- TPS input
Green -- MAF/Frequency signal output
Pink -- +12 volts ignition power
Brown -- Voltage signal output #1
Gray -- Voltage signal output #2
White -- RPM signal input
Yellow -- MAF / Frequency signal input
Black -- Ground
1
2345 678
9 10
Main (10 pin) Harness