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We have appropriated the HPX sensor for every boosted application we can. From draw-through turbo to blow-through supercharger (both of these are nonstandard), to the conventional blow-through turbo and draw-through supercharger configurations.

We like the HPX, our scaling works well. It’s based off of figures provided by PMAS. The failure rate for these seems low: none of the cars operating with our software with this maf have reported maf failures as of time of publishing. The metal housing can be welded. It reads a lot of power. The wiring for it is a simple harness that we offer. The MH-30 housing is a natural fit for most m5x setups, which will reasonably run a 3″ cold side charge pipe. But this maf is flexible in that it can be put in a larger housing and it’s viable to scale the maf to read more air.

Also, should you want to do the wiring yourself: on the chassis side: pin 1 is ground, pin 2 is signal and pin 3 is 12+. On the maf side: pin 3 is signal, pin 4 is local ground, pin 5 is harness/dme ground, pin 6 is 12+.

I like to wire up the local ground to the chassis, but plenty of people have success twisting the ground together and sending back to the dme.

We have only had one maf failure with the Bosch Audi maf. But abuse was involved, I don’t blame the maf. The plastic housing is more robust than the factory e46 mafs, and thus the Audi maf doesn’t fail as easily as factory e46 mafs. But they’re both 3.5″ and fit poorly in what should usually be a simple 3″ charge pipe from intercooler to throttle body. This works well for some draw-through intended supercharger kits made for use with the stock 3.5″ maf as part of the precharger filter pipe. Getting the 5v signal for pin 4 is one of the complications of this maf.

This maf is Bosch part number 0 280 218 067 or 0 986 280 219

on the chassis side pin 1 is ground, pin 2 is signal and pin 3 is 12v+.

For the Bosch maf: pin 2 is 12v+, pin 3 is ground, pin 4 is 5v signal, pin 5 is

the maf signal

Conclusion: They both work and should be used in applications that make fitment pleasant. Turbo cars should probably run HPX sensors with MH-30 housings. If you’re game to source a 5v signal and like the 3.5″ paradigm that mimics the factory design, but is much longer, the Bosch maf might be a great fit for you.

Our process of logging and editing would be no different in person. The difference is that the end user is flashing and logging the car.

You’ll need a cable:

The absolute first thing is a way to connect your windows computer to your car’s dme. The OBD2 interface we use is ‘K+DCAN’ or often ‘INPA cable’ The most trusted version of this cable is the bimmergeeks cable, the yellow-button cable from amazon is our most trusted cheaper alternative.

You’ll need a flashing tool and a logging tool:

We use romraider to log.

For flashing ms41, ms42 or ms43 our ‘be racing tuning flasher’ will be included with the purchase of any ms4x tune we offer. We will also provide a copy of logger and ecu definitions for this purpose. But it is necessary for logging to have RomRaider functioning on a computer that can be put into the car and connected to the OBD2 port.

For logging, we use RomRaider, we will provide logger definitions.

To log AFR, a compatible wideband is needed. After you install romraider, open the logger and check out that list of plugins in the top bar menu. That’s a list of compatible widebands. We recommend Innovate or AEM.

A serial to USB adapter (us amazon product link) is necessary to get a signal from your wideband to your laptop, these are extremely inexpensive. The ones with ‘prolific’ chips seem to last.

Voltage: To avoid any possible issues, use something like a battery charger on the car to ensure good voltage. A dead or nearly dead battery with a low amp charger can still pose problems.

HPX or Bosch Mass Airflow sensor (maf)?

The BE RACING TUNING remote tuning process