LS2 MAF Tuning & Removing the MAF Screen

[Yellow Fellow]

Hi All,

This is my first posting here, but I've been trying to absorb as much as possible through these forums in the short amount of time I've had HP Tuners.

I'm getting ready to tackle tuning my MAF, but I was considering removing the MAF screen before doing so. I have an LS2 GTO. I recently witnessed yanking the MAF screen being a 10 rwhp gain on the dyno for a fellow GTO owner so it definitely seems to be a restriction. However, being that I have an aftermarket intake (AEM Brute Force) I'm reluctant to do so because I've read that pulling the MAF screen in combination with an aftermarket intake really screws up the MAF readings on the LS2.

My question is, can this be remedied via tuning? If so, does this significantly increase the difficulty of tuning the MAF tables? I'm still really new to this and don't want to get in over my head if the gains aren't worth the trouble.

Thanks in advance!

[orange ss]

the gain was probably from wot lean out, not necasarrily form an airflow restriction

[Yellow Fellow]

the gain was probably from wot lean out, not necasarrily form an airflow restriction

I believe the a/f ratio for the two runs were fairly consistent with one another, but I'll double-check the graph when I get home tonight.

[jimmyblue]

The screen is a significant restriction that gets worse
with airflow. However removing it can bend the MAF
calibration if you have an intake air path that is not a
straight shot, curves near the MAF will bias airflow to
the outside and the calibration presumes uniform
distribution. Corvettes and trucks have shown some
sensitivity to this; never seen a GTO tract.

If you do this modification then try and collect some
MAF frequency & airflow g/s, MAP, RPM data and get
the correlation between MAP*RPM (speed density)
and MAF frequency figured; then afterward you'll
have a good idea of how much descreening changed
your particular setup and can tweak the table values
back.