Looking for characteristic curve for MAF 0280217114

Thats a point Im trying to figure out for a long time. I ve only found the sheet that you attach. Guessing on how the codes go, the -114 code should be very close to -120 code and curve #2. Main differences between codes as you see, are not the sensor itself but secondary dimensions in the housing. Of course these dimensions are critical on how quick the sensor cools (thats a reading) depending of the possible air mass passing. (D and H dimensions)
My other thought, is to stick voltmeter and test on run, not on idle, to avoid bypass open, and at the same time, check the live data and ecu's maf read. If the range of low and high value and 1-2 values in middle volts is according to that graph, then they match.

Billy22Bob said:

Would be good to get the chart. I noted that this is only Pages 55=57 of some larger Bosch document. There might be others on pages 0-55...?

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Yes probably, but I think other pages should be other Bosch products.

Billy22Bob said:

Not sure what you mean about "test on run, not on idle, to avoid bypass open". Surely everything goes through the MAF for your fuel algorithms.
I cant recall - is g/sec air shown up on the OBDII live data? I don't have a logger.

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Sorry, I meant to read the volts on car moving. My logger gives g/s, but whatever the OBD sends can be converted to another unit, I dont know if it is software feature or the initial signal from OBD.
If we look to -120 code gives max 480 kg/h, that is 133 g/s. Here's another question. I ve read up to 120 g/s, so Im in range. Some weeks ago in another thread users wrote above 133 g/s. I think it was user dandywarhol with prefacelift, not sure. So, is the max 133 or the -120 code has different range?

Billy22Bob said:

Some run these 230's upto 170kW 220bhp without either reporting or knowing if the MAF is reading incorrectly at the requisite 183g/s (660kg/hr).

I guess they're still working ok but someone may have reported a problem elsewhere....??

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Im also in this setup, revving supercharger up to ~14500rpm, but I havent clamped my MAF, so it hits the maximum volts, as it should be. Nevertheless, there are no CELs, the car performs good in all rpm range, LTFT, STFT, O2 Volts are ok. Guessing, the safety gap of ecu, gives room to increase air up to 25%-30% more than stock. But for sure there is a problem with the MAF's signal and the real air mass at top end.

Billy22Bob said:

2. I had a bit of think. I figured the HFM-5's* "may" all use the same element, and the element is simply influenced (as a very rough assumption) by the velocity through the throat/venturi.
So I analysed the kg/hr, worked out m3/s and then divided by the throat m2 to get m/s throat velocity. I then read off the Volts at 100, 300 and 48kg/hr for each of the 5 curves. Then I plotted velocity versus Volts output and voila....a reasonable fit.

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Good catch, venturi is the key.