AndyTA

It is there to help even out flow in circumstances where the flow to the intake manifold is turbulent or rough - caused by sharp angles in pipes before hitting the throttle body.

In a good flowing setup with straight/light bends, I feel like it is indeed a restriction.

I say ditch it, go SD, and enjoy the gains.

Anyway, correct me if I'm wrong on any of that.

LSX454G8

Actually the more I think about it, I wasnt showing a restriction at WOT as it always shows about 97ish kpa across a pull. Damn! Thought I had it...

AndyTA

You mentioned though it was "sitting sideways" ? Was it lodged in there all weird?

stilealive

Either way, that’s not where your possible 75 HP extra is hiding.......

ddnspider

iTrader: (26)

Who the heck puts in a Saxon air straightener without glue/jb weld????

G Atsma

Someone who thinks, "yeah, it's stuck in there pretty good. It ain't going nowhere!" Famous last words.... lol

ddnspider

iTrader: (26)

I guess at least the multiple threads here lately about MAFs and airflow straighteners prompted the thought.

LSX454G8

Drove the car today with a new speed density tune, as I unplugged the MAF just to try something new, and I'm not seeing much difference. I still dont know why I'm down on power, especially torque. I know my dyno charts are all in SAE vs how a lot of people show theirs in Standard, which usually shows a higher number. Still doesnt add up though. I guess I will throw in the fuel pump when it gets here and head back to the dyno, but I dont see how I will gain the 60-70 hp back. My fuel pressure does drop 20lbs up top, but it only drops a couple at peak torque so I dont think that's the issue. I should have big torque with this motor, especially considering the smaller cam.

slowpoke96z28

iTrader: (2)

I’ve seen probably over 100 posts about de-screening MAFs and have yet to see any consensus on the topic... my question would be how is the AFR maintaining when the fuel pressure is dropping off? That seems odd. What fuel rails are on there? And everything else between the pump and injectors? Also, I may have missed it, but how aggressive/conservative is the timing at WOT?

Darth_V8r

iTrader: (4)

When fuel pressure drops off you maintain AFR by increasing the calculated air in the Tune. This only works until the injectors go static. Basically, if you are going to try to use airflow numbers to correlate to horsepower, they will not correlate.

Loudmouth_t/a

Any updates on it

LSX454G8

no updatesupdatethe car has been sitting. I'm ordering a new fuel pump here in the next week, then will work on re-tuning and going back to the dyno. From what I saw, the injectors weren't going static, and IDC hit around low 80%. Fuel pressure does drop a little over 10psi during a pull, but it did about the same thing with both intakes that I tested. The ported MSD LS7 did show higher airflow values, and I had to readjust my MAF curve to compensate. I still feel something else is contributing to the zero gain in power between two different intakes. The 10ish psi loss in fuel pressure cant be the only reason I got the exact same result with two intakes that had much different runner lengths. My dyno results were shown in SAE vs standard so I guess that can make a small difference in total power as I only made 528rwhp with this setup that should make noticeably more. Maybe my Nick William's DBW throttle body has an issue and is starting to close? I shouldnt hit 528rwhp and 518torque with these 2 very different intakes.

bortous

I have had a similar issue with power.
I went to a larger low lash solid roller camshaft from a hydraulic and a mezeire electric water pump, more lift a slightly looser stall converter and now my power is lower.