MAF Users!! Heads Up!

[RednBlack]

PCM won't recognize it. LS1 is a V8. Ben is the tuner. He got my LS1 MAF/LQ1 internals adapted.

Not a stupid question.

[RednBlack]

I'll have the roast duck and mango salsa

I lost my appetite. Thanx. :P

[nocutt]

You are completely wasting your time...the immediate gain is from this mod leaning out the engine...
67mm is PLENTY...I don't know what the MAX value the PCM sees, but I am willing to bet the LQ will read more than 300g/s at a ceiling between 10.X-11.5kHz...someone who has seen the innards of the PCM code should know...
Except if you a) have reached the upper range of this code or b) like headaches on a perfectly idling, drivable etc PCM you can try it.

Remember if you change the MAF, bore etc and can recalibrate it...then rock on...the gains aren't worth it on a natural aspirated engine...if you are FI'd then you need to first know the limit of the software rather than buying something you don't need...

[SappySE107]

Stock hits about 155 g/s, code goes up to 255 i believe (i didnt map out the 8th table cause the motor never needed it).

How is 67 enough when you can bore out the TB to 70mm or so? What about those with the 96+ intake swap and an LS1 TB (75mm). Think of the future. I think this is something worth noting. Yes, reprogramming the ECM makes a good difference but doing this mod isn't gonna fuck up your idle. Im pretty sure it was reading more air coming in...which gives a rich condition until the ECM adjusts. If you want it to run perfect without tuning, you best leave it stock forever.

[nocutt]

Stock hits about 155 g/s, code goes up to 255 i believe (i didnt map out the 8th table cause the motor never needed it).

So at this point 255g/s "might" be the highest value...@ what frequency?
In any regards 255g/s translates to ~30lb/min of air...which equates to about 300hp...I believe there is more, as you elluded to another cell been available.


I have been doing a lot of MAF research for yrs now and actually used the LQ's MAF sensor in my 3800 turbo project a while back
here...



The MAF is not the problem...it is the ability to unlock the software that seems to be the crux...especially on OBDgod equip'd vehicles. On OBD2 you actually waste time as the PCM 'learns' this out if you do not place a hard value in the code...saying that does not mean one cannot do all the rigors of changing bore size and what not...the point is...the feeling most get is from a lean condition period!! Which after a couple of drive cycles gets compensated for, importantly your stock tune can potentially be off...the MAF is tied into timing, shift capabilites on the 60E series trannies etc. If you have the capability to exert the changes into the PCM then disregard this...if not, especially on NA cars don't bother...for FI it is another different matter...if you are saturating or pegging the MAF you can do several things to get by...a bigger MAF/bore however will necessitate a known or the aforementioned unique transfer function...

[95whiteprix]

Bought GMS MAF sensor last week and put it on today. Need and damn dyno to test. Can't really feel much difference. Also need to run full cold air. Just basically gave a shitload of throttle response. I need time and equipment to tune. I don't know if it was really worth it or not. Need to tune the car definitely. Also need a chip.

[OldSkoolGP]

You can run an LS1 MAF on a 3.4 without changing the internals. BUT, it has to be a 96-97 setup. With the proper tuing software, I've discovered you can simply look up a car which uses the LS1 MAF, copy the hertz table, and paste it right into your 3.4 computer table. Granted, you could still swap internals and not have to change anything in the computer, but if you have the ability to tune your computer, this is even easier.

[EspanolaGuitarista]

MAF...

I would have to agree with Nocutt here. Simply changing the MAF is not going to it on a N/A engine. There is a direct correlation between throttle body size and intake plenum volume. Too big a TB and you'll lose velocity and lower end torque, creating a drive-ability problem. The focus should be on getting straight air into the plenum. The MAF should have a smooth radii tapering down to the SMALLER throttle body radiused into the plenum. That is how you get maximum velocity. The runners should be radiused into the plenum also but that may not be possible with manual porting. The air cleaner assembly should also have a radii on the base. Moderate gains can be seen from this. Popular Hot Rodding is a great resource for information. I highly recommend a subscription. Anyways, that is my .02 cents.

[OldSkoolGP]

Still, there's something to be said for the physics of going from more to less volume from point A to B. If space for air to move decreases in volume as travel progresses, air speed must increase to compensate. At best, it's a mixed bag, but a worthwhile upgrade especially if you plan to seriously ramp up your motor.

[RednBlack]

Well, I'm not a computer genius by any means, although I do understand the basics. But I have had the seat of my pants for over 48 years, so when it talks, I listen.

I've been running the LS1 MAF for about 8 months now, and my SOP likes it. No, it didn't gain 50HP. But it was tuned, and it did make a difference in throttle response. This was done with Bens new chip for the 94-95. Again, no dyno results, but SOP likes it as well. It does open the door for future modifications, where I will have to have it. (reference to my next post)

The good part, is that it is tunable to whatever comes next. It all adds into the big picture. I started with a 17 second car, and I am now into mid 15s. New time next weekend, when our track opens, and after some winter mods that I've done.

[95whiteprix]

OK the MAF did make a small difference. The car runs much smoother now and I gained about 2 MPG. It just took a little more driving to notice. It will probably work better when I get the cold air run cause right now my setup is kinda crappy.