| The '95 FSM indicates only one pressure sensor T-ed to measure pressure just upstream of both throttle bodies, not two. And it doesn't make sense that it cuts boost when it's not an input to the Wastegate solenoids according to the FSM. Just sayin'. .. the '95 ECU may do that but it goes against the manual. How many times has the manual been way wrong? I've done the Google search on MAP sensors long ago and now again after your prodding but conclusion is the same. MAP sensor is about equivalent to a MAF sensor. A MAF sensor has an inherent error because it can't accommodate changes in atmospheric pressure and/or altitude. If you're car is dynoed the same place you drive it altitude error is washed out and atmospheric pressure changes due to weather, really?? A MAP sensor requires a precise temperature measurement and assumes RPM/CFM is constant always. Some math manipulation and calibration and you measure mass flow just like a MAF. Then what additional benefits are there to MAP? Google says 2: less blockage than a MAF, but that's no advantage relative to a slightly oversized MAF sensor, and slight throttle response accuracy. That one depends on the sensor responsiveness of the MAF compared to the MAP. Although valid, this minor benefit could be a little washed out in a dyno tune. Disadvantages list for the MAP in the above 5-minute link answer are greater. Either Google is right that MAP is another way of doing the same old thing and there's a lot of hype out here, or I need real help -- not Google help -- seeing an advantage that ain't obvious. I'm strongly considering the 8-bit exchange for the RLTC. :)
OverZealous (CT)
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04:09:41 07/06/12
