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I thought this might be of interest especially those who chase precious hp numbers. I'm just in the process of doing this to my LS2, this very same motor started it's life in my 2001 C5. Also had the LS3/7 MAF conversion in the C5 with very good results. In the C5 this motor made excellent power & I was striving for near perfect street manners. It started idle'd perfectly & drove nicely in either MAF or SD.
This very same motor is now in my 2006 C6 using the the stock TB & round MAF. Power is down considerably & I could see vacuum building when comparing C5 dyno numbers. The reason for upgrading the air intake & MAF, all air intake system have been Halltech. They make conversion kits for the C5 & C6, you have to re calibrate & re tune. I had forgotten how much easier the card style sensor dials in & how quick it was.
Should have dyno results this week for just the conversion using the stock TB. I have a NW 102 TB laying on the bench that will be installed afterwards. What I was able to do is make a screen shot of a fourth gear dyno run using the stock TB & round MAF(Halltech intake) & a screen shot of a third gear WOT street run(Halltech conversion)
When I compare the numbers the conversion looks very promising, 2-4% increase IDC. Airflow numbers MAF g/sec is up 10% in the peak torque area & cylinder airmass is up notably as well. The LS3 MAF airflow numbers are much cleaner & smoother, the reason it tunes so much easier.
Once I have dyno numbers I will post the results good or bad.
Your "after" log really needs to show MAP if we are to compare a drop in restriction. If you really uncorked it, you should see MAP get closer to your local barometric pressure at WOT. The previous log showed 92kPa, so I'm curious what you saw in the "after".
Your data would work if you knew 100% that both MAF transfer functions were perfect. But there's several factors that may skew that, which will also change your injector duty cycle, so that alone might be misleading.
Ideally, you'd see an increase in MAP *and* an increase in MAF (based on known good transfer functions) to correlate the improvement.
LS3 card style MAF & adapter harness from the LS2 connector to LS3 MAF. Halltech build two kits, both require the scales changed for Intake air temp & MAF. If you tune yourself it is very straight forward.
Both Halltech kits have what you need including there Beehive that really helps keeping air intake temperatures down.
I'm sure you could build your own intake system, the MAF card & harness are easy to get.
I'm running TSP's 100mm MAF body on my LS2 with the card style MAF there are cheaper MAF bodys, BUT I have seen a side by side (same car) dyno 17 HP difference between stock LS2 MAF and the 100MM card style MAF body. my tuner started with the LS3 maf tables and tuned from there.
2006 Corvette MN6 LS2. Comp cam 231/239 113+4 LSA .617/624, Trick Flow "fast as cast 220's" designed for the LS2, Harland Sharp Roller Rockers 1.7, FAST intake manifold Cathedral port, 90MM TB,100mm MAF, Kooks 1 3/4 LT headers, 3 inch ZO6 mufflers, Airaid CAI, Tuned by Mike C. Vengeance Racing, most recent tune, 486 RWHP, 442 RWTQ updated 05/11/2020
LS2 MAF conversion to LS3/7
