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Originally Posted by Richard L
I think there is a bit more to it. The MAF is temperature compensated but wet air will give a different read on the hot wire type.
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But the air at the MAFS should not be wet. The spray would still be well downstream of the MAFS (at least, on most engine types). The data I'd like to see would be whether this practice can affect a real efficiency improvement from the compressor. That is, at the same PR & flow, there's a greater mass of air in the charge. If more air-mass exits the compressor, it had to enter the compressor, and that should be suitably measurable by the MAFS. Or am I missing something?