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The Vitesse MAF system has been in use for over a decade. We are continuously improving our products line. Our goal is to bring you the best designed and safest systems you can find. Our systems have endured years of use, on and off the race track.
Our latest software release for the 951, the V-MAF+TM, includes many new features and enhancements. The features listed below are included as part of the Vitesse MAF software/hardware package. The V-MAF+TM is the new platform we will be using as the infrastructure for many new systems to be released in the near future.
Enjoy the reading and make sure to contact us for additional information.
Your car, in stock form, came equipped with a Vane Air Meter (MAF) also called AFM. Since then, the technology has evolved. Newer high performance cars come equipped with a Mass Air Meter (MAF). There are many advantages to running a MAF instead of the VAF/AFM. A brief overview of both systems will help you make the correct decision.
The Factory Engine Control Module (DME) uses the VAF (or AFM) signal to calculate Load, Ignition and Fuel. The VAF same as the MAF generates a 0-5Vdc however this is were the commonality ends.
General advantages of a MAF vs. AFM/VAF:
- The MAF has no mechanical moving devices like the AFM
- MAF is much less restrictive than AFM.
- Stock AFM does not support hi-flow (kg/hr), once you reach a certain HP level, you max out the stock AFM. (You get max voltage). The stock 951 AFM flows in the 800-1000 kg/hr (or close to it), which limits its ability to support just 320 HP.
A well-calibrated MAF can flow in excess of 2500 kg/hr and can support 1000+hp.
- For more detailed comparison of VAF vs. MAF you can find many articles on the web, so I will not go into too much details.
- For a stock 951 engine with a K26, the MAF gives you better response quicker spool (wider area under the power curve). Once you start modifying your car or upgrade the turbo, the gains will be clear. A well known 3.2L 951 in the UK gained approximately 60rwhp by switching to our MAF. Ask any of our customers, they all love our products.
Key features of the Vitesse V-MAF+TM
Our MAF kits have been in use for over a decade. We started by rewriting the Motronic software to offer you a true MAF conversion packed with innovative features. We are the first to offer you: the most advanced software with boost based engine control with built-in safety; user selectable over-boost and rev-limit; semi-batch injection; multi externally selectable maps for pump gas, race gas or E85; dual rev limits, as well as many other features.
Our development didn’t stop, over the years we continuously made enhancements. When you get the Vitesse MAF software and hardware, you are getting a stable, well designed, well engineered and well proven product.
Our MAF kits are designed to be a plug and play setup. Each kit is designed for a specific engine configuration. All of our MAF sensors are calibrated to handle in excess of 700 hp, so if you increase your HP output, you will not have to replace the MAF sensor. The MAF sensor comes with the integrated Air Temp Sensor.
Each kit comes complete with sensors, the appropriate Software, 3” J-pipe, wiring harness, hoses, clamps and installation instructions.
For those wanting the performance of the MAF, yet want to retain the factory appearance, we offer the “stealth” MAF kit. It replaces the stock AFM with a MAF in the same location. The Stealth kit comes with a MAF sensor, wiring harness, hose, clamp and adapter plate.
The Vitesse MAF system has been in use for many years. Hundreds of happy customers are using the Vitesse products for ten years now, with many street and racetrack miles. We are continuously getting feedback from our customers to bring you the best designed system you can purchase. Over the years we made many enhancements and added new features. No other system offers you so many features. We target performance and safety!
With Vitesse you get innovation not imitation!
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Features offered by Vitesse only!
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Vitesse
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Others
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Well designed feature rich software. In the field for over a decade with a proven record. Our customers have logged tens of thousands of miles on the street and race tracks with many race victories.
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Yes
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No
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Support for both 24 or 28 pin DME. No need to convert the 24 pin DME to 28 pin. Easier installation and no risk of damaging the DME when modifying it. No Need to spend the money to have someone perform the modification.
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Yes
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No
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The chipboard comes standard with 6 images (a image is the content of a chip). You get support for pump gas, race gas and E85. For pump gas you get support for 91 and 93 octane fuel. For E85 you get support for summer and winter blends. You select the image you want, all on a single device, just flip a switch. Additional images can be added as needed up to 16 images total.
No need to carry multiple chips.
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Yes
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No
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Support for large injectors with factory like 850 RPM idle.
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Yes
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No
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User selectable over-boost limit. You can set your own over-boost limit.
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Yes
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No
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User selectable Rev limit. You can set your own rev limit.
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Yes
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No
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User selectable Engine and Intake Temperature limits.
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Yes
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No
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Support to a Mechanical Boost switch. Now you can set your over boost protection without needing a Piggyback or a third party system. The mechanical boost switch works in conjunction to other systems.
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Yes
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No
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Automatic, non intrusive, soft over-boost limit. A built in second layer of protection to work in conjunction with the user selectable over-boost.
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Yes
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No
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Automatic dual Rev limits. A built in second layer of protection to work in conjunction with the user selectable Rev Limit.
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Yes
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No
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MAP sensor fault detection and automatic recovery with non intrusive user notification. If your MAP sensor fails while driving, you will know it, but you will be able to complete your race or drive your car home.
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Yes
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No
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Use of the MAF sensor built in Intake Air Temp sensor (IAT). No need to add a external IAT sensor.
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Yes
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No
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Interface to V-KNOCKTM. Allowing the DME to alter the ignition and fuel based on engine knock, without altering the knock control functionality in the KLR.
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Yes
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No
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Interface to third party software/hardware systems, offering you additional flexibility and safety. Our system interfaces to many system such as Zeitronix Complex Alarms and AEM Wideband Failsafe Gauge as well as others.
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Yes
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No
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Compatible with Motronic Monitor (MoMonitorTM).
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Yes
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No
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Support up to 30psi boost. If your engine can take the boost and you have the correct fuel/octane, the vitesse software/hardware will not limit you.
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Yes
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No
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A list of Vitesse V-MAF+ most advanced features.
- TRUE MAFTM software
- MoMonitorTM Support
- Semi Batch Fuel Injection to support large injectors
- Boost Based Ignition control
- Boost Based Fuel Control
- MAP sensor Fault Detection
- MAP sensor Fault Automatic Recovery
- MAP Fault Mode User Warnings
- User Selectable Over Boost limit
- Automatic non intrusive Over Boost protection
- User Selectable Rev Limit
- Automatic Dual Rev Limits
- Multi Images to accommodate for various conditions, individually selectable
- Pump Gas and Race Gas support – Externally selectable
- Pump Gas and E85 support - Externally Selectable
- Pump gas 91 Oct or 93Oct
- 24pin and 28-pin DME support - Chipboard is compatible with both
- Built-in Intake Air Temp (IAT)
- Support to Third Party Systems
The Hardware
Each Vitesse MAF kit is configured to provide you with years of trouble free and solid engine management solution.
- The Vitesse MAF kit comes complete with the MAF sensor, MAP sensor, software on a ChipboardTM and all associated items (hoses, clamps, air filter.)
- We tested many MAF sensors. The MAF we selected is very accurate, generates a clean signal, reliable and very consistent between one sensor to the next. This translates into consistent engine performance and great drivability. With hundreds of applications in use; many performing under race conditions on race tracks around the world.
- We use a custom calibrated MAF that can support lots of flow (measured in Kg/Hr) - Our MAF flows well over 2200 kg/hr -
(FYI - 500 kg/hr is approx. 160 hp, 1000 kg/hr approximately 320 hp, 2000 kg/hr approx. 720 hp).
- The MAF sensor we use can support in excess of 700 hp. As a customer, using our MAF means when you increase your engine’s performance or upgrade the K26 to a larger turbo you can still use our system. A MAF that flows low kg/hr will be maxed out (same as the AFM) and becomes useless for your performance application.
- The MAF sensor we use has an integrated Intake Air Temp sensor (IAT). This IAT differs from the factory IAT inside the AFM. Instead of adding an external IAT to be compatible with the factory software, we rewrote the software to handle the new type IAT sensor. There is no need to add an external IAT. To our knowledge, our software is the only software to support the various type of IAT sensors.
- We use a chipboardTM vs. a chip. The chipboard is designed and developed in house. No one else offers the Vitesse chipboardTM.
By using the chipboard we are able provide multiple images all at once (a image is the content of a chip) in a single device. Assume you have a 2.5L engine, but you plan to upgrade to a 3L in the future. You get 2 images on the chip/board one for 2.5L the other for 3L; select the one you want via a switch on the board.
The Software (V-MAF+TM)
Vitesse software is the most advanced software you will find for your Motronic system. We actually rewrote the code to offer you many features not found elsewhere. Our systems have been used for years, we continuously add features and make enhancements to meet your demands. Hundreds of happy customers are using our software; many drive their cars on the track where performance and reliability counts the most.
- TRUE MAFTM Software -
The air mass is directly measured by the MAF, which is then interpreted correctly by the custom Vitesse MAF software in the DME. The factory AFM software does not understand Mass Air. With our software there is no need to use external signal massagers to convert the signal to look like an AFM signal to be understood by the DME.
By dealing directly with Air Mass (directly with MAF signal), you can alter boost, temp changes etc. and your AFR will stay rock solid. With our software the DME always gets the accurate information (MAF signal), it interprets it correctly and uses a correct unaltered signal for the calculation. Keep in mind, we are not mapping the MAF signal to look like an AFM signal, our software understands and works with unaltered MAF signal. When you use a hi-flowing MAF and try to map it to look like a low-flowing AFM signal, many compromises and short cuts must be taken. We don't convert the MAF signal to look like AFM signal; we interpret it correctly as Air Mass in the DME. The original DME architecture and software had many limitations; we found them and removed them.
- MoMonitorTM Support
Based on overwhelming demand, we decided to release the Motronic MonitorTM. The latest software release incorporates the changes need to fully support the MoMonitorTM. With the Monitor you can log the engine running conditions as seen by the DME.
- Semi-Batch Injection to Support Large Injectors
Another Vitesse First! Our software enables you to run large injectors (such as 120#) with clean idle. When using large injectors, at idle, you must reduce injector’s duty cycle to a low level where the injectors are no longer stable. In order to increase the duty cycle to where injector flow is stable, we run in semi-batch mode.
Normal batch injection with the stock DME software fires all injectors twice per cycle. Semi-batch fires the injectors once per cycle for twice as long allowing large injectors time to flow properly in low flow conditions such as idle and cruise. The Vitesse DME software automatically switches between the batch and semi-batch operation as necessary while the engine is running
- Boost Sensing with Fuel and Ignition Control based on actual Boost.
Vitesse is the first to introduce engine control based on actual boost. In 2008, Vitesse introduced yet another innovative software, the V-FLEXTM. The name V-FLEXTM stands for “V” for Vitesse, and “FLEX” for flexible.
Up to that point, the factory engine management system did not know nor did it take boost into consideration when calculating fuel and ignition. Vitesse is the first to introduce actual boost to the DME. With the V-FLEXTM the factory DME is able to capture actual boost, allows the user to specify over boost and Rev limit, or critical alarms. The V-FLEXTM was designed for performance, safety and flexibility in mind. We didn’t stop there; we also added support to E85 fuel.
Over time, the original V-FLEXTM software was enhanced and many new features were added. To differentiate the latest software from the original V-FLEXTM, we renamed the software to V-FLEX+TM then to V-MAF+TM.
The Original DME with non-Vitesse software.
The original/stock DME software did not understand boost as in PSI or BAR. Under load or Wide Open throttle, Ignition timing and fueling was selected from a static tables. The ignition timing values and the fueling never changed based on boost; it didn’t matter if you ran 5psi or 20psi boost, you always got the same ignition timing and fuel values.
In reality when running no or low boost, ignition timing differs from when running higher boost. The Stock DME had no idea what “boost” is and for a long time the same static ignition timing was used for all boost conditions.
Static values made the transition from Part Throttle or low load) to Wide Open Throttle very noticeable. At PT ignition can be advanced as much as 30 or 40deg, however at WOT ignition is in the teens or twenties. As you can see, the difference in ignition timing was huge, in the order of 10-20s of degrees. The huge change in ignition, made the car feel sluggish or lazy, till you came on boost.
At the same time, while under load or WOT the Air Fuel Ratio had to be on the rich side to compensate for boost even though the engine was not making any boost.
Vitesse changed all of that! We first figured out a way to monitor and read boost in the DME. We designed the software inside the DME to alter the output based on actual boost; giving you added performance and safety.
To safely extract the most out of your turbo engine, Air Fuel Ratio (AFR) and correct Ignition timing must be used. In a turbo application where boost can vary constantly it’s a continuous challenge to keep both FUEL and IGNITION under control.
This process started in 2008 with countless hours of use and many track miles since.
You get the best of both worlds, performance and reliability.
Using boost to alter fuel and ignition has many advantages
- Enhanced Fueling.
With the Vitesse software, the DME knows actual boost. Now we no longer have to enrich the mixture all at once when you hit WOT or Part Throttle high load. We software calculates the fueling based on boost. The fuel mixture is enriched as needed, which enhances performance, helps spool up and fuel economy.
- Enhanced Ignition.
- Ignition timing depends greatly on the amount of boost you run. Running 10psi boost requires a different timing curve than when running 18psi boost. Using a static ignition value forced the tuner to use a “happy medium” to compensate for the changes in boost. Well that’s the past! The Vitesse software uses the dynamic ignition, always using the proper ignition based on actual boost. This process takes place at Part Throttle or at Wide Open Throttle.
- The transition from Part Throttle to WOT no longer requires a drastic change in ignition values. In the past the change in ignition can be as high as 15, 20 or more degrees, causing a sluggish feeling. Well it’s no longer the case, we now gradually manipulate ignition based on boost. The engine is more responsive and more efficient, which translates to better performance and economy.
- Enhanced Safety.
As the boost increases, the software continuously alters the fueling and the ignition. It’s all-dynamic to provide you the best performance and safety. Running higher than normal boost on pump gas can cause engine damage! What happens if your wastegate gets stuck or your boost controller fails? Boost will skyrocket in no time, and you are left with broken parts. Our software is programmed to compensate for excessive boost by enriching the mixture and reducing the timing. Consider it as a first line of defense!
- MAP Sensor Fault Detection, Recovery and User Warnings.
To take full advantage of Boost Sensing Ignition and Fuel, Ignition timing is advanced under no load or no boost conditions. When the engine starts to build boost, ignition must be retarded to compensate for the extra pressure.
Since the DME relies on the MAP sensor to know boost, the MAP sensor becomes a “CRITICAL SENSOR”. A failure with the MAP sensor, unless detected by the DME, will cause the engine to run the dangerously advanced ignition timing under boost causing engine damage.
From the beginning, back in 2008, our software was designed to detect a faulty MAP sensor. The fault can be in the form of a disconnected sensor, a vacuum/boost line than came off or is blocked as well as a damaged MAP sensor. We Detect the fault, handle it properly, warn the user and try to recover. and restore the running conditions.
Performance without safety is a disaster about to happen.
- MAP Fault Detection
The MAP sensor can fail, get disconnected or the vacuum line can come loose or tangled up. Unless detected, your will run dangerous ignition and fuel and before you know it you will be picking up pieces. Well unless the fault is handled properly.
Don’t you want the software protection to save your engine? We think so! We spent countless hours developing the fault detection. Now that you know how important it is, we know you insist on having it.
We designed the Vitesse software with safety in mind. Our software monitors the MAP sensor; if it detects a failure, it triggers a “limp mode” condition to save your engine. Go ahead and disconnect the vacuum line or disconnect the MAP sensor. You will see how the software protects you. Actually this is a test we ask you to perform after initial installation to make sure everything is operational.
- MAP Fault Automatic Recovery
Once a fault has been detected, our software continuously monitors the conditions to determine if the fault has been resolved or fixed. Once a fault is resolved, the software automatically reverts to normal operating mode instead of remaining in limp mode. Of course, if a fault is detected again, the software will go back to limp mode.
- User Warnings
When a MAP fault is detected the user will be warned. The user will know there is a fault and that limp mode is active. The warning remains in place till the fault is resolved. The same as the fault recovery, the warning will stop as soon as the problem is resolved.
We spent lots of time evaluating the various warning methods. We selected the least intrusive method. A subtle warning for the racer to finish the race!
We noticed that many drivers do not “feel” the original limp mode we released years ago. We added the user warnings to help the driver recognize the faulty condition.
- User selectable Over Boost Limit
With the stock 951, the KLR controls boost. The DME (which was never aware of actual boost) handles over boost! The DME, based on airflow and RPM, determines what it allowed or not, yet the DME never reads the actual boost??? Once you upgrade the turbo, which flows more air than a smaller turbo even at the same boost level, you can trigger the over boost protection. It’s obvious that once you start modifying your engine the factory over boost protection is not accurate. The factory over boost protection relies on both the DME and KLR, it’s fine for a stock engine, but comes up short when you start increasing the performance.
To get the most performance out of your turbo engine, you must have accurate boost control. One of the first performance modifications to a 951 is better boost control (the KLR is no longer controlling boost). By adding a manual or electronic boost controller and preferably a dual port wastegate, the user is able to get the best boost curve possible.
This is great, but when taking control away from the KLR we just eliminated boost control and any sort of over boost protection. For years the user was left in charge of this, but things can happen and unless you are on top of it, you can get in trouble. How many 951 owner ran higher boost than intended? Again, back to the drawing board.
Starting with the V-FLEX software back in 2008, and with current software the user is able to set over boost at will. You need the Vitesse PiggyBack to set the over boost level (user selectable 1-30psi). The PiggyBack will communicate with the DME and you are set. The user gains control, flexibility and safety!
- Automatic Non Intrusive Over Boost Protection
In addition to the user selectable over boost protection, we provide you an extra layer of protection. Our software monitors your boost level. When it detects abnormal boost levels, based on the fuel type you selected, engine power is automatically reduced.
Our safety features are in place, always monitoring to help prevent engine damage.
- User selectable Rev Limit
The factory software allows the tuner to select a single rev limit. This is a static value! A few years back, when we introduced the first generation of the Vitesse software, we introduced a second Rev Limit value. The user was able to select either externally. This is an improvement, but why stop here?
When using the Vitesse software and PiggyBack, the user is able to select his own Rev Limit. You set it in the PiggyBack, which in turns communicates with the DME to handle the actual Rev Limit. The same Rev Limit procedure is used, except the user will decide the actual RPM at which he/she would like to set the Rev Limit. For protection, we will keep 2 Rev Limits inside the DME, you will not be able to exceed them, but you can set a lower rev limit.
- Dual Rev limits
In addition to the user selectable rev limits described previously, our software comes pre-configured with two separate rev limits that you cannot exceed. Each of the dual maps has its own rev limit, preset for you.
If you forget to set the rev limit yourself, no worry, we are looking out for you. The preset rev limits will trigger to save your engine.
- Multiple User Selectable Images
An image is the same thing as the software on a regular chip. Our chipboard can hold as many as 16 images (16 chips on a single chipboard). In addition to the images we provide, if you have a need for multiple images, you can order them and have them ready to be selected when needed. We have customers running 2.5L engines, but plan on upgrading to a 3L engine. They can order 2 images, one for 2.5L and one for 3L then select the image they want to use based on their engine. We supply you with multiple images, pump gas and race gas, pump gas and E85, 93-octane or 91-octane pump gas. E85 support is designed to compensate for various E85 blends as they vary from one place to the next and depends on the time of the year. Of course, we can also add custom images to match your configuration.
- Dual Running Maps
Our software provides you with two distinct maps per selected image (you get multiple images on the chipboard). You switch between maps, on the fly, externally via a switch. Each image you select will have a pump gas map. The second map can be for race gas, or E85. We make it simple to switch between the different types of fuel, just flip a switch. Of course if you need a custom configuration, let us know.
- E85 Support
With the introduction of E85, many customers expressed interest in experimenting with E85. When using E85, ignition and fuel vary greatly from generic fuel even race gas. With the new software, the user will be able to select pump fuel or E85.
For E85 we supply you with images to handle the Ethanol blend that varies during the year.
- Race Fuel Support
Many of our customers are racers. Our software provides the user the capability to run race gas instead of pump fuel. Race gas can be selected externally, a simple toggle switch will do. Due to its higher octane ratings and excellent stability, race fuels allow the user to run higher boost and more aggressive ignition timing. Our customers have been using our products on the race track, with many wins and podium finishes. The same product you drive under the harsh conditions of the racetrack can be used to take you to the grocery store. The best of both worlds.
- Various Fuel Octane Support
The fuel octane ratings varies based on your geographical location. Some of our customers have access to 93-octane fuel, while other are limited to 91-octane. We provide you software, on the chip/board, for both 93 and 91-octane fuels (in addition to race gas and E85). You are covered!
- 24 or 28-pin DME Compatibility
Our Chipboard(TM) runs on either the early 24-pin or the late style 28-pin DME. If you replace DME boxes or change cars, the same chip/board works in either 24 or 28-pin configuration. With the Vitesse chip/board you do not have to convert your 24-pin DME to 28-pin. No need to solder the DME and risk damaging it.
If you need a spare DME, or you need to replace your damaged DME. You can select either a 24-pin or a 28-pin DME, expanding your selection.
- Drivability and Performance
When you use the most advanced software, and the most robust hardware the drivability and the performance are second to none. Hot or cold, on the race track or during rush hour traffic. You get the best. Our products have been used for years under the harsh track environment.
- No Limitations
By using Air Mass in the software, we are no longer bound to the limits of the AFM and the original AFM software (which has many limitations as it was designed to work with the limited and restrictive AFM sensor).
- Interface to Third Party Systems
Vitesse offers an interface to various third party vendors such as Zeitronix. The Zeitronix wide band system offers complex alarms. When used correctly, the alarms provide a extra level of safety. A user defined complex alarms can be in the form of: If AFR are leaner than 12.5:1 while under boost, trigger a alarm.
With the Vitesse software, you can interface the Zeitronix system to the 951 DME to handle the complex alarms the proper way. Yet another safety layer for your protection.
For additional flexibility and tuning capability, we recommend getting the Piggyback with your MAF kit. If you have a unique setup, we offer custom tuning, just ask us. Existing customers using the original Vitesse MAF kits with a chipboard are able to upgrade the latest software.
In summary, with the Vitesse products we push the limits. You get safety, performance and flexibility.
Insist on Innovation not Imitation!
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