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Old 10-13-2005, 10:43 AM   #1
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Default Maf screen removal the pros and cons?

What does it all involve what does it all improve? Down sides worth doing? I'm just tring to do some no-money mods (so far just a gutted airbox)
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Old 10-13-2005, 10:45 AM   #2
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I also have no emission testing where I have my car registered so if I remove my cat and resinator... whats the pros and cons of that thanks
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Old 10-13-2005, 10:47 AM   #3
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do a search for the MEF screen. there are a lot of threads on that topic.

The cat and resinator, I would get a high flow cat. The resinator would be a sound preference thing. W/o it you may get a lot of highway drone.
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Old 10-13-2005, 11:17 AM   #4
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The maf screen removal will give you more flow into the TB. Many have done it with differening results.

Identical cars side by side both remove maf screen, one idles great..one doesn't. It all has to do with the laminar flow.
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Old 10-13-2005, 11:26 AM   #5
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I'm one of the "Pro"*. I took mine out shortly after finding this place, and have never had a problem. I even tried putting it back in for a bit, based on another member'* advice. Didn't like it.

BUT, I tried the same thing on The Missus'* vehicle, and it hated it. So, your results may vary.....
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Old 10-13-2005, 11:42 AM   #6
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My theory is that an L27 or L36 can't outflow the MAF screen anyway, but you MIGHT get snappier throttle response.

I ran 2 years with none in my 93, but it'* back in for the time being until after the fuel pump hopefully fixes my lean condition (I'm hoping that the screen blocks a little air to compensate right now) then it'll come back out.

I'll remove the screen from the 95 when and if I ever pulley the SC and see how it does. Some time ago I was going to calculate the flow restriction. I may still do that.
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Old 10-13-2005, 11:47 AM   #7
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Quote:
Originally Posted by willwren
Some time ago I was going to calculate the flow restriction. I may still do that.
I thought I alrready saw numbers on that Bill.
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Old 10-13-2005, 11:49 AM   #8
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There is flowbench data, but I'm talking about actually measuring and calculating the flow restriction by the cross-sectional area.

The flowbench data is misleading. That'* what it CAN flow on a bench, but can a 3800 draw that much flow? Debatable.
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Old 10-14-2005, 11:17 PM   #9
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Wilwren, you are absolutely correct in your statement...it follows the same premise as the debate of flow vs. velocity. Velocity always makes more power than large flow numbers. Many times an obstruction will improve the velocity of the port.
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Old 10-15-2005, 01:08 AM   #10
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Quote:
Originally Posted by ssei1995
Wilwren, you are absolutely correct in your statement...it follows the same premise as the debate of flow vs. velocity. Velocity always makes more power than large flow numbers. Many times an obstruction will improve the velocity of the port.
Two great minds think alike. Fluid dynamics is a funny science until it sinks in and becomes second-nature.

Flowbench data is worthless in comparison to many automotive parts simply because it'* rarely done in a manner that is comparable to another application. Case in point the recent talk about air filters. I could care less how a Mazda Miata prefers filters. My application is TOTALLY different.

95, we are freaking geniuses. This is why you can develop more hp on an L67 with a 3" intake pipe than a 3.5 or 4". Until your top end is capable of MUCH more flow.
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