In a high output NA engine (185whp +) which
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From: Atlanta
In a high output NA engine (185whp +) which
cold air intake would net more power? I'm currently running one that I made myself using a PRM filter. The filter is about 12 inches from the throttle body. I'm wondering if I would make more power by going to a traditional CAI like an AEM or something. Comments?
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From: greenville, sc, USA
Re: In a high output NA engine (SuperSlow)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SuperSlow »</TD></TR><TR><TD CLASS="quote">I heard that search makes damn good intakes.</TD></TR></TABLE>
dick. JK. come on man hes new
yes a cold air intake will make more th an traditional short ram. but a short ram based in the head light with an air horn may make more power.
but like he said do a search.
dick. JK. come on man hes new
yes a cold air intake will make more th an traditional short ram. but a short ram based in the head light with an air horn may make more power.
but like he said do a search.
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From: Boondocks, Northeast, USA
werd, depends on the application.
AEM has dyno proven CAI great intake gains.
But there is also a headlight funnel, mushroom shaped that makes outrageous power for add on intake....undriveable on the street of course.
AEM has dyno proven CAI great intake gains.
But there is also a headlight funnel, mushroom shaped that makes outrageous power for add on intake....undriveable on the street of course.
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Re: (zensoku207)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zensoku207 »</TD></TR><TR><TD CLASS="quote">werd, depends on the application.
AEM has dyno proven CAI great intake gains.</TD></TR></TABLE>
AEM is JUNK! I did an intake dyno test one day and my Injen 3" CAI came in first and a generic 3" CAI cam in a close second. With the AEM CAI I lost around 4 HP.
AEM has dyno proven CAI great intake gains.</TD></TR></TABLE>
AEM is JUNK! I did an intake dyno test one day and my Injen 3" CAI came in first and a generic 3" CAI cam in a close second. With the AEM CAI I lost around 4 HP.
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Re: In a high output NA engine (185whp +) which (xonn)
FYI intake length plays a role in power band location. There is an intake resonance or power hump, that's location rpm wise is dictated by the length of the intake tube. Longer tube = lower power hump. Shorter tube = higher power hump. A really short intake will have a very high (high rpm) hump, or no hump at all.
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From: Boondocks, Northeast, USA
Re: (JDMjdawg)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMjdawg »</TD></TR><TR><TD CLASS="quote">
AEM is JUNK! I did an intake dyno test one day and my Injen 3" CAI came in first and a generic 3" CAI cam in a close second. With the AEM CAI I lost around 4 HP.</TD></TR></TABLE>
Strange, with AEM and DC 4-1 it was like night and day on mine, especially in mid range.
AEM is JUNK! I did an intake dyno test one day and my Injen 3" CAI came in first and a generic 3" CAI cam in a close second. With the AEM CAI I lost around 4 HP.</TD></TR></TABLE>
Strange, with AEM and DC 4-1 it was like night and day on mine, especially in mid range.
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From: Toronto, On, Canada
Re: (zensoku207)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zensoku207 »</TD></TR><TR><TD CLASS="quote">
Strange, with AEM and DC 4-1 it was like night and day on mine, especially in mid range.</TD></TR></TABLE>
Do you have the difference backed up by a dyno graph? That's the thing, the butt-dyno is not that accurate. People hear the sound of the intake and think they're getting more power. Go dyno the two intakes and see what makes more power.
Strange, with AEM and DC 4-1 it was like night and day on mine, especially in mid range.</TD></TR></TABLE>
Do you have the difference backed up by a dyno graph? That's the thing, the butt-dyno is not that accurate. People hear the sound of the intake and think they're getting more power. Go dyno the two intakes and see what makes more power.
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From: Atlanta
Re: In a high output NA engine (b19coupe)
That makes sense. Thanks for the information mate. My power curve is probably a little lower than I would like. I made the CAI myself so today I may fab up a few different length pipes and then head to the dyno and see what kinda difference I see. Right now I'm running a dual runner intake manifold. longer runners for low end torque and around 5k the secondaries open for to simulate a shorter runner intake. I've been toying with the idea of going to a log/box style plenum with no secondaries with shorter runners for more mid range to top end power...
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From: Boondocks, Northeast, USA
Re: (mctonyb)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mctonyb »</TD></TR><TR><TD CLASS="quote">
Do you have the difference backed up by a dyno graph? That's the thing, the butt-dyno is not that accurate. People hear the sound of the intake and think they're getting more power. Go dyno the two intakes and see what makes more power.</TD></TR></TABLE>
**** man, I live in Maine. The butt dyno is all I got haha.
But if you check anywhere on the internet, you'll see that just about every aem cai app gains a considerable amount of power. Yes, I know that gains vary from motor set ups, but losing horsepower? I want to see that dyno.
Do you have the difference backed up by a dyno graph? That's the thing, the butt-dyno is not that accurate. People hear the sound of the intake and think they're getting more power. Go dyno the two intakes and see what makes more power.</TD></TR></TABLE>
**** man, I live in Maine. The butt dyno is all I got haha.
But if you check anywhere on the internet, you'll see that just about every aem cai app gains a considerable amount of power. Yes, I know that gains vary from motor set ups, but losing horsepower? I want to see that dyno.
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From: Trinidad, W.I.
I would like to see those dyno's too... I highly doubt the AEM lost power... are you sure it was a genuine AEM unit and did you run a K&N or AEM filter.
MY AEM cai produces less sound than my previous short rams (cai's aren't too loud at all) and I don't care what you say about butt dyno's... putting on the CAI made a tremendous difference on the street.
(It also should be noted for those that don't understand intake dynamics.... CAI's do not make considerable power on a dyno due to the fact that most dynos stick a fan on the engine during the pull.. this gives short rams cooler intake charges than they get in real life... whilst the CAI's are stuck at the fender with no fan on them.)
X2
MY AEM cai produces less sound than my previous short rams (cai's aren't too loud at all) and I don't care what you say about butt dyno's... putting on the CAI made a tremendous difference on the street.
(It also should be noted for those that don't understand intake dynamics.... CAI's do not make considerable power on a dyno due to the fact that most dynos stick a fan on the engine during the pull.. this gives short rams cooler intake charges than they get in real life... whilst the CAI's are stuck at the fender with no fan on them.)
X2
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From: Tulsa, OK
Re: (X2BOARD)
There have been numerous dyno posts on this board by several different members proving the AEM to get beat by numerous short rams, and even stock airboxes in some instances. ****, my friends ITR made more power with his stock airbox and filter over the 3" AEM CAI, and I saw the dyno chart with my own eyes.
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From: Trinidad, W.I.
Re: (WAFFLES)
I am not saying that the AEM is the best or most powerful...
But the facts are clear:
1) If it's not installed properly (too much coupling, badly cleaned or un oiled filter...etc... you will not see the power it was designed for
2) CAI's DO NOT MAKE POWER ON DYNO's !!!!
3) CAI's are tuned for the engine... ie: you shouldn't use a GSR intake on an ITR, etc, etc...
4) Bypass valves do lose a slight amount of power
5) Shitty, cheapo filters will lose power.
6) Stripping the powder coating from an intake will make it more vulnerable to heat soak.
As for #2, let me reiterate.... when on a dyno... the hood is propped open and a large fan is typically placed in front of the hood. This promotes airflow into the bay, thus reducing bay temps and increasing the amount of power an exposed short ram's filter will produce (this number is skewed). When you are on the street... for ****-sure... all the power that ram intake made on the dyno will be long gone once the underhood temps are back to normal and (on top of that) the pipe begins to get heat soaked.
A typical CAI terminates in the fender wall.. allowing it to take in air that is cooler than under the hood. Unfortunately, this condition is not so on a dyno, since there is a large fan blowing on the engine. While a CAI does not see ANY benefits from this... short rams most surely do. But the fact of the matteris that once off the dyno and on the street... the CAI will more than likely see NO loss of power due to increased under hood temps once the hood is closed.
X2
But the facts are clear:
1) If it's not installed properly (too much coupling, badly cleaned or un oiled filter...etc... you will not see the power it was designed for
2) CAI's DO NOT MAKE POWER ON DYNO's !!!!
3) CAI's are tuned for the engine... ie: you shouldn't use a GSR intake on an ITR, etc, etc...
4) Bypass valves do lose a slight amount of power
5) Shitty, cheapo filters will lose power.
6) Stripping the powder coating from an intake will make it more vulnerable to heat soak.
As for #2, let me reiterate.... when on a dyno... the hood is propped open and a large fan is typically placed in front of the hood. This promotes airflow into the bay, thus reducing bay temps and increasing the amount of power an exposed short ram's filter will produce (this number is skewed). When you are on the street... for ****-sure... all the power that ram intake made on the dyno will be long gone once the underhood temps are back to normal and (on top of that) the pipe begins to get heat soaked.
A typical CAI terminates in the fender wall.. allowing it to take in air that is cooler than under the hood. Unfortunately, this condition is not so on a dyno, since there is a large fan blowing on the engine. While a CAI does not see ANY benefits from this... short rams most surely do. But the fact of the matteris that once off the dyno and on the street... the CAI will more than likely see NO loss of power due to increased under hood temps once the hood is closed.
X2
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From: North San Jose, Ca
Re: (X2BOARD)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by X2BOARD »</TD></TR><TR><TD CLASS="quote">I am not saying that the AEM is the best or most powerful...
But the facts are clear:
1) If it's not installed properly (too much coupling, badly cleaned or un oiled filter...etc... you will not see the power it was designed for
2) CAI's DO NOT MAKE POWER ON DYNO's !!!!
3) CAI's are tuned for the engine... ie: you shouldn't use a GSR intake on an ITR, etc, etc...
4) Bypass valves do lose a slight amount of power
5) Shitty, cheapo filters will lose power.
6) Stripping the powder coating from an intake will make it more vulnerable to heat soak.
As for #2, let me reiterate.... when on a dyno... the hood is propped open and a large fan is typically placed in front of the hood. This promotes airflow into the bay, thus reducing bay temps and increasing the amount of power an exposed short ram's filter will produce (this number is skewed). When you are on the street... for ****-sure... all the power that ram intake made on the dyno will be long gone once the underhood temps are back to normal and (on top of that) the pipe begins to get heat soaked.
A typical CAI terminates in the fender wall.. allowing it to take in air that is cooler than under the hood. Unfortunately, this condition is not so on a dyno, since there is a large fan blowing on the engine. While a CAI does not see ANY benefits from this... short rams most surely do. But the fact of the matteris that once off the dyno and on the street... the CAI will more than likely see NO loss of power due to increased under hood temps once the hood is closed.
X2</TD></TR></TABLE>
lower intake temps wont exist on the dyno AND in reality. Someone on another board measured temperatures with a CAI and SRI while the car was moving. NO DIFFERENCE. So, why the difference in the way they generate power? intake diameter and length. SIMPLE AS THAT. BTW, I'd go with the SRI as i've seen them make more power than the CAI.
CAI doesn't really get cold air. its just what some people like to think. maybe it helps them to sleep better knowing they spent 50 bucks more for it. pop goes people's bubbles.
Modified by DefiantGSR at 6:21 PM 4/23/2004
But the facts are clear:
1) If it's not installed properly (too much coupling, badly cleaned or un oiled filter...etc... you will not see the power it was designed for
2) CAI's DO NOT MAKE POWER ON DYNO's !!!!
3) CAI's are tuned for the engine... ie: you shouldn't use a GSR intake on an ITR, etc, etc...
4) Bypass valves do lose a slight amount of power
5) Shitty, cheapo filters will lose power.
6) Stripping the powder coating from an intake will make it more vulnerable to heat soak.
As for #2, let me reiterate.... when on a dyno... the hood is propped open and a large fan is typically placed in front of the hood. This promotes airflow into the bay, thus reducing bay temps and increasing the amount of power an exposed short ram's filter will produce (this number is skewed). When you are on the street... for ****-sure... all the power that ram intake made on the dyno will be long gone once the underhood temps are back to normal and (on top of that) the pipe begins to get heat soaked.
A typical CAI terminates in the fender wall.. allowing it to take in air that is cooler than under the hood. Unfortunately, this condition is not so on a dyno, since there is a large fan blowing on the engine. While a CAI does not see ANY benefits from this... short rams most surely do. But the fact of the matteris that once off the dyno and on the street... the CAI will more than likely see NO loss of power due to increased under hood temps once the hood is closed.
X2</TD></TR></TABLE>
lower intake temps wont exist on the dyno AND in reality. Someone on another board measured temperatures with a CAI and SRI while the car was moving. NO DIFFERENCE. So, why the difference in the way they generate power? intake diameter and length. SIMPLE AS THAT. BTW, I'd go with the SRI as i've seen them make more power than the CAI.
CAI doesn't really get cold air. its just what some people like to think. maybe it helps them to sleep better knowing they spent 50 bucks more for it. pop goes people's bubbles.
Modified by DefiantGSR at 6:21 PM 4/23/2004
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From: Tulsa, OK
Re: (X2BOARD)
That's all good and well, but no matter what, more bends=less power, plain and simple. Like you said, dynos don't typically do them justice. But 1/4 times are what matters, and in almost every instance, a short ram will yield higher mph.
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From: Trinidad, W.I.
Pop goes the people's bubble... hahah...
Serious tho.. you need to understand that in the REAL world (on the street).... your temps at the filter of any CAI will be (as an example) 80 deg F... whilst... common temps in under a closed hood are 120 + deg F.... right there you have a 40 deg F variation. With a rough approximation of 1 percent increase in power production per 15 deg F of temperature reduction, you would hope to net a 2.6% gain at some points in the power band purely due to the increase in air density. Granted a CAI doesn't flow as well in the low end due to the extreme length of the piping.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Waffles »</TD></TR><TR><TD CLASS="quote">my friends ITR made more power with his stock airbox and filter over the 3" AEM CAI</TD></TR></TABLE>
Following that logic.... your other statment should also not hold water:
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by waffles »</TD></TR><TR><TD CLASS="quote">That's all good and well, but no matter what, more bends=less power</TD></TR></TABLE>
You think a CAI has bends... the stock air box isn't a straight pipe...
Serious tho.. you need to understand that in the REAL world (on the street).... your temps at the filter of any CAI will be (as an example) 80 deg F... whilst... common temps in under a closed hood are 120 + deg F.... right there you have a 40 deg F variation. With a rough approximation of 1 percent increase in power production per 15 deg F of temperature reduction, you would hope to net a 2.6% gain at some points in the power band purely due to the increase in air density. Granted a CAI doesn't flow as well in the low end due to the extreme length of the piping.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Waffles »</TD></TR><TR><TD CLASS="quote">my friends ITR made more power with his stock airbox and filter over the 3" AEM CAI</TD></TR></TABLE>
Following that logic.... your other statment should also not hold water:
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by waffles »</TD></TR><TR><TD CLASS="quote">That's all good and well, but no matter what, more bends=less power</TD></TR></TABLE>
You think a CAI has bends... the stock air box isn't a straight pipe...
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From: North San Jose, Ca
Re: (X2BOARD)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by X2BOARD »</TD></TR><TR><TD CLASS="quote">Pop goes the people's bubble... hahah...
Serious tho.. you need to understand that in the REAL world (on the street).... your temps at the filter of any CAI will be (as an example) 80 deg F... whilst... common temps in under a closed hood are 120 + deg F.... right there you have a 40 deg F variation. With a rough approximation of 1 percent increase in power production per 15 deg F of temperature reduction, you would hope to net a 2.6% gain at some points in the power band purely due to the increase in air density. Granted a CAI doesn't flow as well in the low end due to the extreme length of the piping.
</TD></TR></TABLE>
i dont think you read what i said. someone measured both intakes at the filter while the car was moving. both temps were the SAME.
Serious tho.. you need to understand that in the REAL world (on the street).... your temps at the filter of any CAI will be (as an example) 80 deg F... whilst... common temps in under a closed hood are 120 + deg F.... right there you have a 40 deg F variation. With a rough approximation of 1 percent increase in power production per 15 deg F of temperature reduction, you would hope to net a 2.6% gain at some points in the power band purely due to the increase in air density. Granted a CAI doesn't flow as well in the low end due to the extreme length of the piping.
</TD></TR></TABLE>
i dont think you read what i said. someone measured both intakes at the filter while the car was moving. both temps were the SAME.
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From: Trinidad, W.I.
Re: (DefiantGSR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DefiantGSR »</TD></TR><TR><TD CLASS="quote">
i dont think you read what i said. someone measured both intakes at the filter while the car was moving. both temps were the SAME.</TD></TR></TABLE>
If you think about the physics of that situation (I assume the other intake is 'in engine') It's just plain impossible for that to happen unless it were a heat wave of some sort.
If it were a kill story... I'd call BS...
Maybe they need to calibrate their temp sensor.
i dont think you read what i said. someone measured both intakes at the filter while the car was moving. both temps were the SAME.</TD></TR></TABLE>
If you think about the physics of that situation (I assume the other intake is 'in engine') It's just plain impossible for that to happen unless it were a heat wave of some sort.
If it were a kill story... I'd call BS...
Maybe they need to calibrate their temp sensor.
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From: Tulsa, OK
Re: (X2BOARD)
Go ahead and argue all day. Have you physically seen an ITR airbox and intake arm? it's a simple BOX with a short gradually bending arm. There are far more bends in a AEM style system.
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From: Trinidad, W.I.
Re: (WAFFLES)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by WAFFLES »</TD></TR><TR><TD CLASS="quote">Go ahead and argue all day. Have you physically seen an ITR airbox and intake arm? it's a simple BOX with a short gradually bending arm. There are far more bends in a AEM style system.
</TD></TR></TABLE>
I don't wanna 'argue' all day, so ok... fine... the ITR airbox is the best in da world ! Nothing can bean an AhhhrRRR...
Not even an internally smooth, mandrel bent, dyno and flow tuned aluminum pipe with a high quality filter.
Anything about the at-filter temps being the same between a CAI and a Short ram ? I want to hear how that happened
</TD></TR></TABLE>
I don't wanna 'argue' all day, so ok... fine... the ITR airbox is the best in da world ! Nothing can bean an AhhhrRRR...
Not even an internally smooth, mandrel bent, dyno and flow tuned aluminum pipe with a high quality filter.Anything about the at-filter temps being the same between a CAI and a Short ram ? I want to hear how that happened
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From: Southern California, U.S.A.
Re: (DefiantGSR)
I have datalogged with a short ram and with a CAI. IAT sensor readings were ~20 degrees cooler with the CAI. The CAI is not the be-all and end-all of intakes, but it does work.
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From: Tulsa, OK
Re: (X2BOARD)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by X2BOARD »</TD></TR><TR><TD CLASS="quote">
I don't wanna 'argue' all day, so ok... fine... the ITR airbox is the best in da world ! Nothing can bean an AhhhrRRR... Not even an internally smooth, mandrel bent, dyno and flow tuned aluminum pipe with a high quality filter.
Anything about the at-filter temps being the same between a CAI and a Short ram ? I want to hear how that happened </TD></TR></TABLE>
I'm not saying it's better because it's an R. You don't have to be a smartass to try to get your point across. I'm not that way with you, so show a little bit of respect. If you have ACTUALLY looked at the inside of an ITR intake arm you will see it's not that rough, and is pretty smooth. And yes I agree that the K&N filter is quite better.
Like stated above me, it's not the best thing in the world, and after all, we are discussing INTAKES. We both know that it's not like they give a 30hp gain. Does a cai cool the charging air? Yes, and cooler air is better. However, the amount of bends cause a resonance, which intern causes a power hump, and chokes it in other spots. The spots that it gets choked, get murdered by short ram styles.
I don't wanna 'argue' all day, so ok... fine... the ITR airbox is the best in da world ! Nothing can bean an AhhhrRRR...
Not even an internally smooth, mandrel bent, dyno and flow tuned aluminum pipe with a high quality filter.Anything about the at-filter temps being the same between a CAI and a Short ram ? I want to hear how that happened
</TD></TR></TABLE>I'm not saying it's better because it's an R. You don't have to be a smartass to try to get your point across. I'm not that way with you, so show a little bit of respect. If you have ACTUALLY looked at the inside of an ITR intake arm you will see it's not that rough, and is pretty smooth. And yes I agree that the K&N filter is quite better.
Like stated above me, it's not the best thing in the world, and after all, we are discussing INTAKES. We both know that it's not like they give a 30hp gain. Does a cai cool the charging air? Yes, and cooler air is better. However, the amount of bends cause a resonance, which intern causes a power hump, and chokes it in other spots. The spots that it gets choked, get murdered by short ram styles.
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From: Trinidad, W.I.
Re: (WAFFLES)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by WAFFLES »</TD></TR><TR><TD CLASS="quote">
I'm not saying it's better because it's an R. You don't have to be a smartass to try to get your point across. I'm not that way with you, so show a little bit of respect. If you have ACTUALLY looked at the inside of an ITR intake arm you will see it's not that rough, and is pretty smooth. And yes I agree that the K&N filter is quite better.</TD></TR></TABLE>
I'm not trying to be a smart *** buddy... and no disrespect is intended... if that's what you read into it... you might have some issues.
You keep asking if I have ACTUALLY looked inside an ITR intake arm ?
Why yes... it's not like finding the end of a rainbow... no need to get snippy.... I see more ITRs than I do regular integras... am I special now ?
Is it smooth, sure... it's injecton molded... it's bound to be smooth. But if smooth was Honda's primary goal.. they would not have made a rectangular air box fit to a cylindrical arm. Yes, the ITR intake is good, hands down... has it been improved upon with aftermarket suppliers... yes.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by WAFFLES »</TD></TR><TR><TD CLASS="quote">However, the amount of bends cause a resonance, which intern causes a power hump, and chokes it in other spots. The spots that it gets choked, get murdered by short ram styles.</TD></TR></TABLE>
Are you speaking from what you hear or what you've researched ?
I'm not 'dissing' you, just so you can ease your mind about that... but many companies actually dyno test and CAD test intake designs before releasing them to the market to ensure they actually make power. (ractive and the like not included...lol) Granted the CAI will have some resonance and stifling issues due to it's length, but the reduction in inlet temps typically more than makes up for those losses. (n/a engine power production is VERY touchy regarding air temps)
You say that short rams have better mph ? That has not shown itself to be true in my personal results with 2 GSR engines, 2 LS's, and a D16z6 (all at the track). In fact, in NONE of the setups did my mph go down by switching back and fourth from a quality short ram to an AEM. Low end performance DID suffer, but mid to high rpm always shines.
Short rams murder CAI's in some 'spots' ? Which spots ? Low end ? Redline ? Do those spots do any good ? On a really hot day... maybe.
I'm not saying it's better because it's an R. You don't have to be a smartass to try to get your point across. I'm not that way with you, so show a little bit of respect. If you have ACTUALLY looked at the inside of an ITR intake arm you will see it's not that rough, and is pretty smooth. And yes I agree that the K&N filter is quite better.</TD></TR></TABLE>
I'm not trying to be a smart *** buddy... and no disrespect is intended... if that's what you read into it... you might have some issues.
You keep asking if I have ACTUALLY looked inside an ITR intake arm ?
Why yes... it's not like finding the end of a rainbow... no need to get snippy.... I see more ITRs than I do regular integras... am I special now ?
Is it smooth, sure... it's injecton molded... it's bound to be smooth. But if smooth was Honda's primary goal.. they would not have made a rectangular air box fit to a cylindrical arm. Yes, the ITR intake is good, hands down... has it been improved upon with aftermarket suppliers... yes.
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by WAFFLES »</TD></TR><TR><TD CLASS="quote">However, the amount of bends cause a resonance, which intern causes a power hump, and chokes it in other spots. The spots that it gets choked, get murdered by short ram styles.</TD></TR></TABLE>
Are you speaking from what you hear or what you've researched ?
I'm not 'dissing' you, just so you can ease your mind about that... but many companies actually dyno test and CAD test intake designs before releasing them to the market to ensure they actually make power. (ractive and the like not included...lol) Granted the CAI will have some resonance and stifling issues due to it's length, but the reduction in inlet temps typically more than makes up for those losses. (n/a engine power production is VERY touchy regarding air temps)
You say that short rams have better mph ? That has not shown itself to be true in my personal results with 2 GSR engines, 2 LS's, and a D16z6 (all at the track). In fact, in NONE of the setups did my mph go down by switching back and fourth from a quality short ram to an AEM. Low end performance DID suffer, but mid to high rpm always shines.
Short rams murder CAI's in some 'spots' ? Which spots ? Low end ? Redline ? Do those spots do any good ? On a really hot day... maybe.
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