Sending your car to the dyno and having them tune is semi In my opinion.

Simple steps :
Enable, acquire, record, adjust = done. But of course you need some hardware, a path forward, and a goal.

 

Hardware is WBO2 and APFR right?

 

just seeing if im reading it right, @5700rpm, the JWT had a 9hp gain on the PRCAI?

 

. . . . .
+AFC Woops.. You =

 

nice job, it looks good

 

nice work man keep it up

 

Stop posting new posts for every thought that comes to mind.

 

Much better after I bumped up the idle a few hundred rpm's.

 

so instead of being a dik and considering I messed up and meant wtq, your jwt/hybrid smoked the prcai in the upper rpms? Just trying to see if I read your post right, not trying to offend you. DOesn't MEVI alone yield higher gain at higher rpm's? or are these questions not up to par for your superior ego?

 

I wouldn't say smoked. It's not my dyno, it's XHypex's dyno. ( 1st page, post # 18 )

Compared to what, the OEM US IM?

Of coruse it does. Either way you will still be making more hp using CAI or hybrid when coupled with MEVI/00VI.

 

So, I'm sitting here reading and thinking to myself 00vi vs. MEVI and all that jazz coupled with the CAI or JWT- w/e.

The MEVI obviously has a great top-end but suffers mid range loss IIRC, so getting the intake that would best compensate that loss (marginal as it may be) would be the best intake for that system which I would've imagined as the CAI. However I can't see that from the info provided.

I guess if you did use a JWT though it could be seen as improving your top-end even more, thus making an even stronger top end that out shadows the mid-rnage loss..............

Now, on something like 00vi where gains are all throughout the band, I would've asserted that perhaps a JWT or short ram system would've been more ideal furthering your top-end seeing as how you're actually gaining all the way around anyhow. But, that it's once a game of chanced based on your setups guessing at what you want more with the 00vi more low-end/mids or more highs.


..Anyhow, this info makes me question the physics of the V/I's with intakes all together.

 

Keep in mind, the data provided reflects a hybrid, it's not just a JWT, it's a hybrid, might need to be an OG to know that means.

 

OWNz0red!1

I always like the idea of path of least resistance and flow velocity.

 

Also, Nmex- when you ran NO midpipe what did you do with the connecions? How did the car run, idle, respond?

 

I know what a JWT hybrid is, I'm just getting at the overall outcome, but now that I think about it that huge @ss filter would do nicely for more flow I suppose. I guess flow velocity really doesn't have to with it as much as say exhaust.

 

It's got a slight funny idle(erratic vs low) I need to get that one connection in there soon though. MAF project FTW.


Keep in mind, that short set-up I described in an earlier post was done on my A33B, and the data/#'s I provided were not done on my car.

The A32 has a different intake set-up (IACV ) that the A33B doesn't have. A33 only has the crankcase vent and that's it.
So it's easier to use a straight set-up with this car (03)

 

not trying to throw out every idea that comes to my head but was wondering what you thought of a frankencar midpipe collaborating with a PRCAI downpipe. Like this, TB-> FC mp-> MAF-> PR CAI dp-> filter. My friend offered to sell me his PR downpipe and I was wondering if I bought a Frankencar mp, considering the slight bend, you think it would free up a little more linear power, compared to the PRCAI straight midpipe?

It also brought the idea of buying a JWT POP for winter and swapping the PRCAI for hot @ss summer times here in SO CAL. Just an idea.

Just seeing what the general .org consensus is on these ideas, not trying to test anybodys patience, and it was from searching and that these ideas came to me.

 

I think I'll stick with my short ram. Good job though Dubbya.

 

wtf do you think comes with a PRCAI?.. A mid-pipe, identical to FC and a downpipe were included when I bought mine.

 

 

Identical? I thought the fc mid is slightly bent and the pr mp is straight?

 

Lookin good. I like the new setup man. Cant wait to one day get mine.

 

they're available either way, but most get the straight IIRC.. a 10deg. bend, if that, won't do anything.

 

You'd be better off leaving the stock resonator in there (in place of said FC m/p, between MAF and TB) and keeping th rest of the CAI.

 

Nmex keep that A33B ish out of this discussion.

 

At what point does lengthening the path does a setup suffer.

As a concept say TB>MID>MAF>Cone compared to TB>MID>MAF>tubing around battery>cone fliter behind headlight.

 

You asked. And I have never done it(short intake set-up) on an A32...Besides the hybrid.


Who gives a rats buttocks, no one has dynoed it, and no one probably ever will.


And thinking of it, hybrid set-up might be the best w/o tuning, CAI might be the best w/ tuning,, vice cersa

Too many variables to say what's best.

We've come far from the 'slap it on and dyno it days', we cannot be convinced that any one set-up is generically ideal. We're treating intakes like JWT ECU's, screw the cookie cutter . Do your own thing.


So here's an example as a demonstration to do your own thing, the expressions presented in the following do not have any factual dyno data so as stated it's merely an example.

Some people might be into traveling on the highway for extended periods of time, like me. So I prefer right side of the tach performance. My low-midrange suffers slightly for the simple fact that I don't really care beacuse I hardly ever encoutner city driving.

And for those that drive in the city all the time, do what's best for you.


Optimize your set-up and make yourself happy, don't try and get all the power everywhere in the RPM band because it's theoretically the best set-up

 

Does the tube keep a pressurized flow or does the engine have to work harder to pull the air through the whole tube?

 

I didn't mean to snap, that .5 liter always is a soft spot.

 

Might have to work harder because of the smaller than TB MAF.


Anything N/A (conceptual) tht works for it should work for the 3L. The reason I say conceptual is because there are subtle differences (i.e TB operation)

 

I'm assuming a larger MAF would be near useless on an N/A car?

I have some many of these n00b questions because I haven't really worried about it and just used the setup that sounded best, I will be going to the dyno early in december so I want to have all my ducks in a row.

Although I am running a ported box w/mid-pipe currently I have a picture of my "flipped box" setup below.



I was planning on losing the accordian and putting a straight coupler and adding a MAF adapter and K&N cone. The ricemajikjdmyo breather setup has been changed....

 

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