I too run a MAF screen. And my cars run better with it in. I'm not talking idle quality. I'm talking accelleration runs. I get more consistent and accurate MAF readings with the screen.

That would seem to have answered THAT question pretty well. I will admit that this thread is the first one I can recall that seems to answer the MAF screen question pretty definitively.

Good Thread!

Where are all the guys who HAVE removed their MAF screens (and liked it!) to come and help defend me! :(

On further thought about this issue, it stands to reason that the MAF screen MUST be a restriction. I am no aeronautical engineer or fluid mechanics whiz, but it seems to me that you cannot put an object in the flow of the airstream and have it NOT be a restriction.

Please bear in mind that I am not talking about removing the screen, but, in effect, modifying the screen. I still want laminar flow, just MORE flow.

I guess the question(*) really comes down to:

1) Is the MAF screen the limiting restriction?
2) If so, can that restriction be reduced to the point that it is NOT the limiting restriction, without adversely affecting the functionality of the MAF (or any other component)?

Ultimately, it may well be true what has been implied about #1 above, that the MAF screen is not the (limiting) restriction. Until I test it for myself (or see some convincing, quantitative data), I cannot be certain about that. The note above about the throttle plate being larger than the screen was constructive, thank you.

As for #2 above, that there have been reports of adverse effects (poor MAF function, poor idling, etc.) from attempting to completely eliminate the MAF screen as a restriction; however, I have not heard any reports about attempts to reduce that restriction...thus my idea.

Ultimately, if no one can tell me they've tried this (and can post data), I'll run some tests. I appreciate the concerns and watchouts, and will design with those in mind.

Technically you are correct in that the MAF is an impediment to air flow however as you state in followup it is not enough of a restriction to be the limiting cause of reduced horsepower. At 425 horsepower and MAF frequencies around 11,000 it made not one whit of difference whether it was in or out (other than normal 2-3 horsepower fluctuations between runs).

Please though, feel free to do whatever tests/studies/data gathering you want to do and share with the club. Maybe we will all learn something

Of course you can do what you want and tests are always informative, but in light of the info provided by some of the most modified and fastest members of the club, it seems to me that your time could be better spent looking into another modification that really WILL net some gain for you.

The only way I can imagine that you would truly be able to provide helpful data, as you keep insisting that you will not be convinced until presented with such, is for you to do bench flow testing both with and without the MAF screen. Then you might be able to compare that with other components to see where the "bottleneck" is. Other than that, I can't imagine any "testing" that you can do that will be more meaningful than the real world information you've already been provided with.

Oh, and have you even taken out a MAF screen to look at it yet? Once you do, you will see why we keep talking about it providing smoother (laminar) flow. It'* not really all about volume.

Certainly bench-top flowtesting will tell me whether there is more flow...but short of removing and testing manifolds, heads, etc., can it tell me whether the MAF screen is the limiting factor? Can it tell me whether the MAF function will be affected? (Regardless of that, any tips on how to set up a benchtop flow-testing rig?)

What I am considering testing is WOT volumetric efficiency (using MAF, IAT and rpm data from a scantool). If I don't see an increase in VE versus stock, I'll call that test busted, on account of the stock screen not being the limiting factor.

First I will, for any given test, try to get an idea of how stable the MAF reading is at various rpm'*, so as to try to get some read on whether the MAF is functioning correctly (I assume too-turbulent flow will cause wacked out fluctuations in MAF readings; I guess I can test "worst case" on that first off just by removing the MAF screen). Any test that causes significantly more MAF fluctuation than the stock setup will fail on that account, as I won't be able to get reliable, comparable VE calculations. Could be that this whole experiment will go bust simply because NO replacement screen can prevent turbulence...we'll see.

I am, of course, open to suggestions on how else to test my idea...

I have removed the MAF screen on my 93 SE and noticed an improvement.

i took the maf screen outta my 90 lesabre about a yr ago...it does idle a little rougher (idle at 500 you might hear it idle 50 more for a second and once in a while it may drop to 475 for a split second) but i found after taking it out the car did have some better pickup (like some people say it looks very restrictive) but its stayin out.