project intake
#6
isnt their a dyno or w.e on here with the short ram and cold air difference and the cold air was way on top with perfoirmance...i heard top end screams with a cold air
#7
Maybe we need a CAI/short ram combo that has a flapper valve that switches from the CAI to short ram at 5000 rpms.
Last edited by Scottwax; 02-01-2010 at 09:22 PM.
#9
Typically, CAI's and short rams both make power gains. CAI's make it in the midrange but generally show little gains on top end. Short rams lose a little low end but make gains on top. Long tubes of CAI = higher airflow velocities and strong torque, short tubes on short rams mean more airflow gets to the engine quicker at higher rpms. Just like our intake manifold.
Maybe we need a CAI/short ram combo that has a flapper valve that switches from the CAI to short ram at 5000 rpms.
Maybe we need a CAI/short ram combo that has a flapper valve that switches from the CAI to short ram at 5000 rpms.
I really think if someone was to bother with all the work needed to do a true CAI on this car they should increase the piping diameter as well.
#12
#13
your reading into it too much..
..no one is saying warm air is wanted over cold air... yet a short ram intake is better,..
..assuming ''better'' is describing a more linear powerband that holds/increases hp/tq all the way to redline with no drop off...
..where a ''cold air'' intake has a weaker powerband that drops off at high rpm's,.. and is not ''better''
..also,..throttle response vs pipe length is usually represented in a linear fashion with the longer the pipe the slower response,.. and the shorter the pipe the quicker the response..
but lets not crap on this guys thread and turn this into an ''intake'' thread,....
nice work cant wait to see some more pics,.. are you going into the fender with it?. what filter are you going to run,...I reccommend looking into R2C (cattman has them fs)
..no one is saying warm air is wanted over cold air... yet a short ram intake is better,..
..assuming ''better'' is describing a more linear powerband that holds/increases hp/tq all the way to redline with no drop off...
..where a ''cold air'' intake has a weaker powerband that drops off at high rpm's,.. and is not ''better''
..also,..throttle response vs pipe length is usually represented in a linear fashion with the longer the pipe the slower response,.. and the shorter the pipe the quicker the response..
but lets not crap on this guys thread and turn this into an ''intake'' thread,....
nice work cant wait to see some more pics,.. are you going into the fender with it?. what filter are you going to run,...I reccommend looking into R2C (cattman has them fs)
Last edited by mist max2000; 02-02-2010 at 06:08 AM.
#16
Very good workman ship, but I am a bit concerned with the calibration of your new maf assembly. The inner section surface of the maf is part of the equation that generates the signal to the ECU...
I would suggest a SAFC with a session on the dyno to recalibrate your air/fuel ratio correctly.
I would suggest a SAFC with a session on the dyno to recalibrate your air/fuel ratio correctly.
Last edited by ColtMax; 02-03-2010 at 04:33 AM.
#22
Typically, CAI's and short rams both make power gains. CAI's make it in the midrange but generally show little gains on top end. Short rams lose a little low end but make gains on top. Long tubes of CAI = higher airflow velocities and strong torque, short tubes on short rams mean more airflow gets to the engine quicker at higher rpms. Just like our intake manifold.
Maybe we need a CAI/short ram combo that has a flapper valve that switches from the CAI to short ram at 5000 rpms.
Maybe we need a CAI/short ram combo that has a flapper valve that switches from the CAI to short ram at 5000 rpms.
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