Intake performance
Honda-Tech Member
Joined: Dec 2004
Posts: 1,588
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Re: (RS'R')
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RS’R’ »</TD></TR><TR><TD CLASS="quote">wanna hear how you like it</TD></TR></TABLE>
will do, i'll post it up. i've been driving around with the oem filter exposed.. i took the top of the airbox off so i'd be able to hear the sweet, sweet vtec. it was tough going from an itr with injen, skunk2 i.m., comptech race header and full exhaust with a mean vtec engagement, to a bone stock gsr lol. so i can't wait to put the intake on.
will do, i'll post it up. i've been driving around with the oem filter exposed.. i took the top of the airbox off so i'd be able to hear the sweet, sweet vtec. it was tough going from an itr with injen, skunk2 i.m., comptech race header and full exhaust with a mean vtec engagement, to a bone stock gsr lol. so i can't wait to put the intake on.
Honda-Tech Member
Joined: Jun 2008
Posts: 25
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From: Houston, TX, US
Re: (bsmith100)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bsmith100 »</TD></TR><TR><TD CLASS="quote">
On the BPI site they have a comparison between an Icebox with the Comptech filter and the BPI stack W/O any air filter.
The Icebox with air filter dynos at 200 and the BPI stack W/O a filter dynos in at 210. It is a 10 hp difference, which is a 5% gain over the icebox.
However, wouldn't most of that increase over the Icebox mostly be due to the lack of an air filter? I am sure the Icebox would have produced more power as well if they took the air filter off. A 5% increase does not sound unrealistic.
It didn't seem like a fair comparison to me.
</TD></TR></TABLE>
You are correct in that it is definately not a "fair" comparison. That said the effects of the filter are negligable. We have seen this in a number of tests on all-motor hondas. There is a dyno chart or two on our website as well. The two curves are all intertwined within 1-2hp through the entire test.
On the BPI site they have a comparison between an Icebox with the Comptech filter and the BPI stack W/O any air filter.
The Icebox with air filter dynos at 200 and the BPI stack W/O a filter dynos in at 210. It is a 10 hp difference, which is a 5% gain over the icebox.
However, wouldn't most of that increase over the Icebox mostly be due to the lack of an air filter? I am sure the Icebox would have produced more power as well if they took the air filter off. A 5% increase does not sound unrealistic.
It didn't seem like a fair comparison to me.
</TD></TR></TABLE>
You are correct in that it is definately not a "fair" comparison. That said the effects of the filter are negligable. We have seen this in a number of tests on all-motor hondas. There is a dyno chart or two on our website as well. The two curves are all intertwined within 1-2hp through the entire test.
Senior Member
Joined: Oct 2003
Posts: 10,289
Likes: 1
From: Hendersonville, NC
Things to consider:
Increasing air velocity makes more power than increasing "potential" air flow, and most B-series engines will never suck enough air to require going to a 3" intake diameter. The golden rule here is that smaller is better until it becomes a restriction.
Aluminum is lightweight and bling-tastic, but it doesn't take a lot of energy to heat it up. Under hard driving, the only cooling source you'll have is the intake air itself as the primary airflow going to the outside of the intake pipe is going to be hot air coming from the radiator fan.
This is why the Mugen intake performs so well. It pulls from a good cold air source, has a carbon fiber air box (great heat insulation), a large velocity stack, and uses the stock rubber intake pipe. The Comptech Icebox is another example of some of these principles, but with a less efficient design, and less expensive materials (and no "designed in" velocity stack). A lot of the EG guys end up making more power with an OEM airbox (lower section removed) and intake tube than with any of the common aftermarket setups. Spoon ended up making the best power out of their EK's by just replacing a small section of the stock intake arm and removing the lower airbox sections.
The BPI velocity stacks are fantastic, and offer one primary advantage over the Icebox: air velocity. Comptech didn't design a velocity stack into their airbox the way Mugen did.
Increasing air velocity makes more power than increasing "potential" air flow, and most B-series engines will never suck enough air to require going to a 3" intake diameter. The golden rule here is that smaller is better until it becomes a restriction.
Aluminum is lightweight and bling-tastic, but it doesn't take a lot of energy to heat it up. Under hard driving, the only cooling source you'll have is the intake air itself as the primary airflow going to the outside of the intake pipe is going to be hot air coming from the radiator fan.
This is why the Mugen intake performs so well. It pulls from a good cold air source, has a carbon fiber air box (great heat insulation), a large velocity stack, and uses the stock rubber intake pipe. The Comptech Icebox is another example of some of these principles, but with a less efficient design, and less expensive materials (and no "designed in" velocity stack). A lot of the EG guys end up making more power with an OEM airbox (lower section removed) and intake tube than with any of the common aftermarket setups. Spoon ended up making the best power out of their EK's by just replacing a small section of the stock intake arm and removing the lower airbox sections.
The BPI velocity stacks are fantastic, and offer one primary advantage over the Icebox: air velocity. Comptech didn't design a velocity stack into their airbox the way Mugen did.
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