How many of you have had any problems after install?(SES light,etc....)
Your response would be appreciated, I am tryin to decide on whether to buy it or not. Thanks

 

I dont think it will throw a light.. Im just concerned about where the filter sits, behind a hot a$$ radiator ! ...

 

Thats the same thing I was concerned about. It seems like the injen would still get warm air where its at. I mean the place racing is completely isolated from the hot engine.

I guess we need to see dynos on the two intakes, back to back(time to cool),same maxima.

I wish place racing and cattman would comment on the injen intake.

Maybe place racing and cattman purposly didnt put the intake where the injen intake is because of the heat factor?

 

With the place racing , you have to drill a huge hole in your inner fender ! .. I dont think so !

 

Hmmmm. Am I mistaken, or does heat still rise?

If there's a difference in the intake temperature between an Injen CAI and a Cattman or PR CAI, it's momentary at best. Once the vehicle starts moving, the difference is eliminated. And for a momentary increase of a few degrees in intake temperature, assuming that increase even exists, I'll be damned if I'll cut a hole in the fender of my Maxima!

 

You can say that about a HAI too....once the vehicle gets moving the difference is eliminated.

 

Same goes for my Frankencar ! Once im pulling on a TL-S, we are breathing cool air ! ..come on Y2Kse... come to the dark side of the force.....

 

Yes, you can. But because heat rises, it stands to reason that it would take longer for the heat to dissipate around a HAI than a CAI. And the intake temperature at initial launch definitely favors the CAI.

In reality, however, I don't think there's really that much of a performance difference between a CAI and a HAI.

(Welcome to the dark side of the force, y2kse . . . )

 

Oh my god ! You finally agreed with me ! .. I respect you know, more than before !

 

I am humbled in your sight, my liege!

 

 

Yes your right. The difference between the 2 would(should) be negligable.

I still am looking forward to the dynos.

 

There's only one slight problem with comparing the Injen CAI to the PRCAI/Cattman CAI on a dyno. When the car is on a dyno, it doesn't move. If heat is, in fact, a momentary factor that affects the Injen CAI and disappears as soon as the car starts moving, how are you going to duplicate that condition on a dyno?

 

true but i thought thats what the fans were for but i might be wrong

 

Yes, but wouldn't that give an unfair advantage to the Injen CAI? I assume the fan would be placed so that the air stream runs under the vehicle as it would with the vehicle moving and the hood shut. In that event, the Injen would be exposed to greater than normal air circulation with the vehicle at a standstill. The PRCAI or Cattman wouldn't have that advantage because the air stream would be blocked by the fender . . . although someone could slip behind the fender with a hair dryer set on cold and direct it toward the PRCAI/Cattman CAI air filter, I suppose.

In reality, there is no way to perfectly duplicate real world conditions on a dyno. And given the fact that the difference in intake temperature at launch between an Injen CAI and a PRCAI/Cattman CAI exists so briefly as to be practically nonexistant . . . if it exists at all . . . is it really worth obsessing about?

Also, that raises an interesting point. Unless I'm mistaken, air tends to move from a region of low pressure to a region of high pressure. And as air speed increases, so does air pressure. Now if I'm right about that (and someone please correct me if I'm not), then air moving past the fender does so at a higher pressure than air sitting behind the fender. In fact, a partial vaccuum is created behind the fender akin to the vaccuum created on the underside of an air foil as air travels along the topside of the air foil. (I believe that's what gives an air foil its lift.) Now if an air filter sits behind the fender, then the faster the air moves past the fender, the greater the vaccuum that's created behind the fender and the less air is available to the air filter.

I read a post once about PRCAIs starving out at high speeds/high rpms. If that's true, perhaps a partial vaccuum is what's responsible for it.

Advantage Injen CAI!

 

You're in the ballpark but still out in left field. Air passing over the top of a wing has to move faster because it has a longer distance to travel compared to the air on the bottom side of the wing. The faster moving air exerts less pressure on the wing itself than the slower moving air. That difference in pressure is the lift that's created.

The reason PRCAI and Injen CAI will not flow more air at high RPM than a short HAI is because the bends and long tubing cause more turbulence and drag in the (internal) airstream. The reason a JWT or stillen popcharger will flow more air at high RPM than a cheap flat MAF adapter is because the venturi provides a smooth transition from close to ambient pressure, low speed air to high speed, low pressure airflow in the tube. This further reduces turbulence caused by the pressure drop and aids air flow into the intake system. Every little bit helps when your'e NA.

 

Great post, Sly. Thanks for the info. I stand corrected!

So given what you've said, what's your take on mid-pipes like the one manufactured by Frankencar. Do they really add hp? If they do, would the ideal setup be a Frankencar mid-pipe with a SI or a JWT popcharger?

PS: I came across this article when I was doing a search on air velocity. It makes for some interesting reading:

http://www.speednation.com/intake.htm