cold air intake
Le Mans Master
Joined: Dec 2003
Posts: 5,561
Likes: 448
From: Atlanta metro Ga.
Originally Posted by Korreck
You're wasting your breath. People that have paid for and installed these units will argue their validity till the day they die. They are not interested the laws of physics or the math. Ram air and cold air. 
To surmise, pilots are one of those groups "interested the laws of physics or the math.", and as you can see below, their piston engines perform differently under warmer conditions than cooler conditions, just like the engine in your car does. Please do us a favor and don't waste your time w/ "but this doesn't mean anything to us 'cause this is an article about airplanes not cars".
I don't mean to be rude, but maybe you should stick to "C5 General" and leave the "Tech" section to those that understand basic physics.
http://virtualskies.arc.nasa.gov/wea...eoffChart.html
Density altitude is perhaps the most critical to an airplane's performance during takeoff and landing. Results can be disastrous if the density altitude is incorrectly computed. Density altitude is a comparison between the air density at your aircraft's current altitude to the standard atmosphere where the air density is the same. Temperature, pressure and humidity determine air density. Pilots differentiate between high-density altitude and low-density altitude in terms of the performance of an airplane. Let's say that at an airplane's present flight location the day is hot. That means that the air has become thinner (fewer molecules in the air). When that hot location is compared to the standard atmosphere its density is the same as if the aircraft were located at a much higher altitude. That means that the airplane at its current location will act as if it is flying through air that is at a higher altitude. That means the airplane is flying in high-density altitude conditions. Now let's say that the present aircraft location is in very cold air. The air has now become heavier than before (more molecules in the air). When that cold location is compared to the standard atmosphere its density is the same as if the aircraft were located at a much lower altitude. That means that the airplane at its current flight location will act as if it is flying through air that is at a lower altitude or low-density altitude conditions. It is crucial for a pilot to know the density altitude of the airport at which takeoff and landings are planned. The pilot also needs to know the runway's length and the height of structures, trees and land immediately following the runway, so as to ascertain clearance at the climb rate. Knowing the performance specifications of one's airplane is also important. After computing all the necessary altitudes, the pilot needs to know if the airplane can perform safely under all these conditions.
Team Owner
Joined: Aug 2003
Posts: 38,314
Likes: 35
Well, you know he was an NHRA champ back during the 2nd Nixon administration some 33 years ago. Held the 1972 NHRA national record for J stock. He has already pointed out earlier that this previous experience from over three decades ago, allows him to make an intelligent assessment of the performance improvement claims stated here 
Of course non of this stopped him from installing a Blackwing
Of course non of this stopped him from installing a Blackwing
Last edited by '06 Quicksilver Z06; Mar 27, 2005 at 11:31 PM.
Melting Slicks
Joined: Aug 2000
Posts: 3,367
Likes: 0
Originally Posted by Korreck
You're wasting your breath. People that have paid for and installed these units will argue their validity till the day they die. They are not interested the laws of physics or the math. Ram air and cold air.
Hey hey..Korreck is back. He's the moron from a few weeks back in another VARARAM debate that said there "is no such thing as cold air." Thats correct folks, Korreck thinks that cold air has zero effect on an engine and it's ability to produce additional H.P.
TOOL Anyone that takes his advice deserves what he gets.
Safety Car
Joined: Jun 2003
Posts: 4,640
Likes: 0
From: Sunshine State
Originally Posted by Dan_the_C5_Man
Alright, I've had enough of this nonsense..
To surmise, pilots are one of those groups "interested the laws of physics or the math.", and as you can see below, their piston engines perform differently under warmer conditions than cooler conditions, just like the engine in your car does. Please do us a favor and don't waste your time w/ "but this doesn't mean anything to us 'cause this is an article about airplanes not cars".
I don't mean to be rude, but maybe you should stick to "C5 General" and leave the "Tech" section to those that understand basic physics.
http://virtualskies.arc.nasa.gov/wea...eoffChart.html
Density altitude is perhaps the most critical to an airplane's performance during takeoff and landing. Results can be disastrous if the density altitude is incorrectly computed. Density altitude is a comparison between the air density at your aircraft's current altitude to the standard atmosphere where the air density is the same. Temperature, pressure and humidity determine air density. Pilots differentiate between high-density altitude and low-density altitude in terms of the performance of an airplane. Let's say that at an airplane's present flight location the day is hot. That means that the air has become thinner (fewer molecules in the air). When that hot location is compared to the standard atmosphere its density is the same as if the aircraft were located at a much higher altitude. That means that the airplane at its current location will act as if it is flying through air that is at a higher altitude. That means the airplane is flying in high-density altitude conditions. Now let's say that the present aircraft location is in very cold air. The air has now become heavier than before (more molecules in the air). When that cold location is compared to the standard atmosphere its density is the same as if the aircraft were located at a much lower altitude. That means that the airplane at its current flight location will act as if it is flying through air that is at a lower altitude or low-density altitude conditions. It is crucial for a pilot to know the density altitude of the airport at which takeoff and landings are planned. The pilot also needs to know the runway's length and the height of structures, trees and land immediately following the runway, so as to ascertain clearance at the climb rate. Knowing the performance specifications of one's airplane is also important. After computing all the necessary altitudes, the pilot needs to know if the airplane can perform safely under all these conditions.
To surmise, pilots are one of those groups "interested the laws of physics or the math.", and as you can see below, their piston engines perform differently under warmer conditions than cooler conditions, just like the engine in your car does. Please do us a favor and don't waste your time w/ "but this doesn't mean anything to us 'cause this is an article about airplanes not cars".
I don't mean to be rude, but maybe you should stick to "C5 General" and leave the "Tech" section to those that understand basic physics.
http://virtualskies.arc.nasa.gov/wea...eoffChart.html
Density altitude is perhaps the most critical to an airplane's performance during takeoff and landing. Results can be disastrous if the density altitude is incorrectly computed. Density altitude is a comparison between the air density at your aircraft's current altitude to the standard atmosphere where the air density is the same. Temperature, pressure and humidity determine air density. Pilots differentiate between high-density altitude and low-density altitude in terms of the performance of an airplane. Let's say that at an airplane's present flight location the day is hot. That means that the air has become thinner (fewer molecules in the air). When that hot location is compared to the standard atmosphere its density is the same as if the aircraft were located at a much higher altitude. That means that the airplane at its current location will act as if it is flying through air that is at a higher altitude. That means the airplane is flying in high-density altitude conditions. Now let's say that the present aircraft location is in very cold air. The air has now become heavier than before (more molecules in the air). When that cold location is compared to the standard atmosphere its density is the same as if the aircraft were located at a much lower altitude. That means that the airplane at its current flight location will act as if it is flying through air that is at a lower altitude or low-density altitude conditions. It is crucial for a pilot to know the density altitude of the airport at which takeoff and landings are planned. The pilot also needs to know the runway's length and the height of structures, trees and land immediately following the runway, so as to ascertain clearance at the climb rate. Knowing the performance specifications of one's airplane is also important. After computing all the necessary altitudes, the pilot needs to know if the airplane can perform safely under all these conditions.
The Vararam cannot affect the density or the temperature of the air going into your engine.
Go find yourself an aircraft forum.
And I don't mean to be rude, but if you went to school you need to ask for a refund.
Last edited by Korreck; Mar 28, 2005 at 12:57 AM.
Safety Car
Joined: Jun 2003
Posts: 4,640
Likes: 0
From: Sunshine State
Originally Posted by EB20003
Odd statement coming from a man who has installed a Blackwing on his own car.
Or is there some "validity" in the Blackwing?
He must have been looking for a performance increase by doing so. I wonder what scientific evidence he relied upon to determine if it gave any improvement over the factory stock airbox.
Or is there some "validity" in the Blackwing? He must have been looking for a performance increase by doing so. I wonder what scientific evidence he relied upon to determine if it gave any improvement over the factory stock airbox.
Thanks,
Bob
Le Mans Master
Joined: Dec 2003
Posts: 5,561
Likes: 448
From: Atlanta metro Ga.
Originally Posted by Korreck
That's all very true and has NOTHING to do with the topic being discussed. The air density of which you cited above has to do with lift, not engine performance.
The Vararam cannot affect the density or the temperature of the air going into your engine.
Go find yourself an aircraft forum.
And I don't mean to be rude, but if you went to school you need to ask for a refund.
The Vararam cannot affect the density or the temperature of the air going into your engine.
Go find yourself an aircraft forum.
And I don't mean to be rude, but if you went to school you need to ask for a refund.
'Cmon.. Why do I have the feeling we are being bated by a
You'd have more credibility if you took the position that "the Vararam doesn't cause enough of a performance increase to justify it's cost", or similar, rather than "an internal combustion engine make the same HP whether it's intake air temp is 50 degrees or 100 degrees". Anyone with even the most basic understanding of "how things work" understands this.
You'll notice no one (including me) is arguing the "ram air" point, as I agree it's negligible for a non-racing application.
Safety Car
Joined: Jun 2003
Posts: 4,640
Likes: 0
From: Sunshine State
Originally Posted by Dan_the_C5_Man
Not just lift.. The temp affects the engine performance of the airplane as well, allowing shorter takeoffs when it's cold, longer when it's hot..
'Cmon.. Why do I have the feeling we are being bated by a
You'd have more credibility if you took the position that "the Vararam doesn't cause enough of a performance increase to justify it's cost", or similar, rather than "an internal combustion engine make the same HP whether it's intake air temp is 50 degrees or 100 degrees". Anyone with even the most basic understanding of "how things work" understands this.
You'll notice no one (including me) is arguing the "ram air" point, as I agree it's negligible for a non-racing application.
'Cmon.. Why do I have the feeling we are being bated by a
You'd have more credibility if you took the position that "the Vararam doesn't cause enough of a performance increase to justify it's cost", or similar, rather than "an internal combustion engine make the same HP whether it's intake air temp is 50 degrees or 100 degrees". Anyone with even the most basic understanding of "how things work" understands this.
You'll notice no one (including me) is arguing the "ram air" point, as I agree it's negligible for a non-racing application.
Sandra Bigwoode
"Not sure of the math? This is right off the Vararam site:
http://www.vararam.com/reality_of_ram_air01.html
Varam claims ram air.
You posted
"Density altitude is perhaps the most critical to an airplane's performance during takeoff and landing. Results can be disastrous if the density altitude is incorrectly computed. Density altitude is a comparison between the air density at your aircraft's current altitude to the standard atmosphere where the air density is the same."
This affects lift, the ability of the plane to take off. Hasn't got a thing to do with performance of their engines. A multiple engine plane can take off and land usually on one engine. They do have a problem with lift and normally lighten the load to compensate for bad air.
Let me add that we all know colder, denser air produces more power. The vararam can provide neither.
I hope you/ve learned something, at least about aircraft and lift. Now be a good little boy and go to sleep.
Safety Car
Joined: Jul 2001
Posts: 3,667
Likes: 0
From: TurtleCreek Twp Ohio
Cruise-In III Veteran
Originally Posted by 90 droptop
Hey hey..Korreck is back. He's the moron from a few weeks back in another VARARAM debate that said there "is no such thing as cold air." Thats correct folks, Korreck thinks that cold air has zero effect on an engine and it's ability to produce additional H.P. TOOL
Anyone that takes his advice deserves what he gets.
TOOL Anyone that takes his advice deserves what he gets.
If Ignorance is bliss Korreck is one happy little moron
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Melting Slicks
Joined: Aug 2000
Posts: 3,367
Likes: 0
Originally Posted by Korreck
Let me add that we all know colder, denser air produces more power. .
http://forums.corvetteforum.com/show....php?t=1038918
A fine example of Korrecks stupidity...post # 18,25,28 read them and laugh.
Last edited by 90 droptop; Mar 28, 2005 at 09:04 AM.
Safety Car
Joined: Sep 2001
Posts: 4,411
Likes: 1
From: Wilmington NC
Originally Posted by Korreck
You're wasting your breath. People that have paid for and installed these units will argue their validity till the day they die. They are not interested the laws of physics or the math. Ram air and cold air.
I got to go to several dyno a days a year. Our club sponsored them and I would, also, go to some with guys from Gingerman. I never saw a real difference in stock over any kind of modification. I added the Z06 airbox on my car but, unfortunately never did a before dyno, but I certainly didn't feel any "seat of the pants" difference. I can tell you what a GM engineer told me up at Gingerman (a couple of hours from Detroit and a big gathering place for Pratt and Miller and GM)
Q. Why did you guys put such a restrictive air intake system on the C5? It seems like it would be easy horsepower to change the design?
A. It's not restrictive. We opened up the LS6 because of the higher RPM but it really didn't make a difference worth noting.
I don't have the guy's name that told me this so you can take it for whatever value you believe it's worth.
I've been through endless debates on this but if I thought I could get 20 to 30 HP for what is being charged for some of the aftermarket intakes I'd be on it in a New York second.
I don't believe it.
Burning Brakes
Joined: Aug 2002
Posts: 971
Likes: 2
From: upstate sc
For what its worth I just installed my Vararam last Thursday and saw almost a 2 MPH gain in the 1/8. The DA was higher (by about 300') on that day verses my baseline runs. I don't know about a piper cub on a hot summers day but I know that the vararam works!
Safety Car
Joined: Jun 2003
Posts: 4,640
Likes: 0
From: Sunshine State
Originally Posted by Richin Chicago
I got to go to several dyno a days a year. Our club sponsored them and I would, also, go to some with guys from Gingerman. I never saw a real difference in stock over any kind of modification. I added the Z06 airbox on my car but, unfortunately never did a before dyno, but I certainly didn't feel any "seat of the pants" difference. I can tell you what a GM engineer told me up at Gingerman (a couple of hours from Detroit and a big gathering place for Pratt and Miller and GM)
Q. Why did you guys put such a restrictive air intake system on the C5? It seems like it would be easy horsepower to change the design?
A. It's not restrictive. We opened up the LS6 because of the higher RPM but it really didn't make a difference worth noting.
I don't have the guy's name that told me this so you can take it for whatever value you believe it's worth.
I've been through endless debates on this but if I thought I could get 20 to 30 HP for what is being charged for some of the aftermarket intakes I'd be on it in a New York second.
I don't believe it.
Q. Why did you guys put such a restrictive air intake system on the C5? It seems like it would be easy horsepower to change the design?
A. It's not restrictive. We opened up the LS6 because of the higher RPM but it really didn't make a difference worth noting.
I don't have the guy's name that told me this so you can take it for whatever value you believe it's worth.
I've been through endless debates on this but if I thought I could get 20 to 30 HP for what is being charged for some of the aftermarket intakes I'd be on it in a New York second.
I don't believe it.
After I get several weeks at the strip I will return to my stock airbox and run several more weeks. I'll post what I end up with.
EB20003 is going to start running the Vararam and said he'll post what he comes up with.
I think to develop accurate info this has to be done over several sessions at the track.
Bob
Instructor
Joined: Mar 2005
Posts: 130
Likes: 1
Originally Posted by trophystock
For what its worth I just installed my Vararam last Thursday and saw almost a 2 MPH gain in the 1/8. The DA was higher (by about 300') on that day verses my baseline runs. I don't know about a piper cub on a hot summers day but I know that the vararam works!
I was one of the fools that purchased a new 2001 Z06. When the 2002's came out with 20 more h.p. I was more than a little upset. I was determined to add enough bolt-on parts to my 2001 to match the new 2002's power. I carefully documented my gains as I went. I used a well known chassis dyno-tuner in Socal on 6 different occasions to record gains/losses. I baselined my car with no mods. 327 rwhp. On the same day I tie-wrapped an Accel cool blue filter to the stock setup with removed top. Result-331 rwhp.(+4). The next time in I had added a smooth bridge and power duct.(Slightly warmer day) Result 333 rwhp(+2). Next came the Borla Stinger exhaust(GREAT SOUND but only 3 additional h.p.). About this time I located a used vararam at the Pomona swap meet. Fought with installation (no instructions). Result-no significant change over the tie wrapped cool blue. I removed this overrated p.o.sh. and sold it to another sucker. Finally, I hollowed out the "pup" cat converters and gained 2 h.p. My total gain was 11 rear wheel horsepower. The car stone stock ran 12:78 at 109 mph best at The Strip in Vegas. After all the mods(no vararam) ran 12:69 at 110.5 mph. I gave up with the 2001 and bought a 2002. The first pass I made with only a cool blue air cleaner-stock top was 12:62 at 112.3 mph. I am no longer a big believer in aftermarket bolt-ons and I really believe that to significantly improve performance you need nitrous or some other kind of forced air induction-which of course will overpower the clutch and drive train and necessitate an expensive upgrade of those parts as well. The Z06 is a great combination as delivered. If I need to go faster I get into my racecar. I have, since my last track visit, installed a Borla Stinger on the 2002-great sound! -Bob
Melting Slicks
Joined: Aug 2000
Posts: 3,367
Likes: 0
Originally Posted by Korreck
After I get several weeks at the strip I will return to my stock airbox and run several more weeks. I'll post what I end up with.
I think to develop accurate info this has to be done over several sessions at the track.
Bob
I think to develop accurate info this has to be done over several sessions at the track.
Bob
Been there done that, besides, there is hardly any cold air being offered to the Blackwing....... Oh I forgot, you don't beleive in cold air.
Le Mans Master
Joined: Dec 2003
Posts: 5,561
Likes: 448
From: Atlanta metro Ga.
Originally Posted by Korreck
Hey Richard, when they have nothing intelligent to say they resort to personal attacks. They just don't get it and never will.
After I get several weeks at the strip I will return to my stock airbox and run several more weeks. I'll post what I end up with.
EB20003 is going to start running the Vararam and said he'll post what he comes up with.
I think to develop accurate info this has to be done over several sessions at the track.
Bob
After I get several weeks at the strip I will return to my stock airbox and run several more weeks. I'll post what I end up with.
EB20003 is going to start running the Vararam and said he'll post what he comes up with.
I think to develop accurate info this has to be done over several sessions at the track.
Bob
Look, no one is claiming that plastic ducting from the front of the car to the MAF on a C5 Corvette is worth 40 HP. That's just B.S. hype to sell sh*t..
BUT.. I don't think I've read one post on the CF that said "I put a Vararam on my car and went slower in the 1/4 mile", but there are TONS of posts saying "I went 2 - 3 tenths quicker".
To prove I'm not a "Vararam brain-dead zombie", I just purchased a Blackwing, yes, a Blackwing to replace my drilled-out Z06 lid..
I know for a fact that the modded Z06 lid made more power on the dyno.. I have no real confidence that the Blackwing will offer any significant performance improvement at all. My main reason for the change is aesthetics..
I’m not going with a Vararam because it’s a great idea, but poorly executed. It’s expensive, difficult to install, fit and finish are sub-par, and to get decent engine filtration you need to spend additional $$. When they get it right, I’m sure I’ll switch.
That said, I do plan on opening up the fog light shrouds, and possibly drilling a few holes in the radiator shroud directly under the filter. Why? Because ANY reduction in the inlet air temp WILL result in SOME amount of power increase, PERIOD!
As to "why didn't the geniuses at GM do it right the first time?"
Well, let's see..
We all know that 3.90's or 4.10's are "better" than 3.42's in a M6 car.. Gee, they needed to pass EPA / fuel mileage regs..
Gee, when you open up the air intake area (like EVERY aftermarket intake system does), the intake makes additional noise. Wow, ever heard of EPA regs on sound emissions? Gee, why is the new C6 so friggin' quite you can hardly tell if the motor is running or not?
And the list goes on and on..
Believe what you will; I guess it's true when they say "you can't teach an old dog new tricks"..
Melting Slicks
Joined: Aug 2000
Posts: 3,367
Likes: 0
Originally Posted by bremillard
I was one of the fools that purchased a new 2001 Z06. When the 2002's came out with 20 more h.p. I was more than a little upset. I was determined to add enough bolt-on parts to my 2001 to match the new 2002's power. I carefully documented my gains as I went. I used a well known chassis dyno-tuner in Socal on 6 different occasions to record gains/losses. I baselined my car with no mods. 327 rwhp. On the same day I tie-wrapped an Accel cool blue filter to the stock setup with removed top. Result-331 rwhp.(+4). The next time in I had added a smooth bridge and power duct.(Slightly warmer day) Result 333 rwhp(+2). Next came the Borla Stinger exhaust(GREAT SOUND but only 3 additional h.p.). About this time I located a used vararam at the Pomona swap meet. Fought with installation (no instructions). Result-no significant change over the tie wrapped cool blue. I removed this overrated p.o.sh. and sold it to another sucker. Finally, I hollowed out the "pup" cat converters and gained 2 h.p. My total gain was 11 rear wheel horsepower. The car stone stock ran 12:78 at 109 mph best at The Strip in Vegas. After all the mods(no vararam) ran 12:69 at 110.5 mph. I gave up with the 2001 and bought a 2002. The first pass I made with only a cool blue air cleaner-stock top was 12:62 at 112.3 mph. I am no longer a big believer in aftermarket bolt-ons and I really believe that to significantly improve performance you need nitrous or some other kind of forced air induction-which of course will overpower the clutch and drive train and necessitate an expensive upgrade of those parts as well. The Z06 is a great combination as delivered. If I need to go faster I get into my racecar. I have, since my last track visit, installed a Borla Stinger on the 2002-great sound! -Bob
Then you never ran it at the track to see if it actually worked, then you take it off and dog it. Nice experiment
Thank god I'm not taking your advice on speed parts. The lack of common sense is amazing!!!
Le Mans Master
Joined: Sep 2004
Posts: 7,027
Likes: 6
From: Shiloh Ohio
UH OH looks like another mother lovin Cold Air Intake Thread. Ahhhhhhhhhhhhhhhhhhhhhhhhh
Really the only reason I posted was I would hate to see the thread starter not get a CAI becuase he thinks they have no effect. Like I said I know nothing about the math bigwood posted, I was an aircraft navigator for 20 years but we did not do alot of ram air calculations. I had no idea the calculations were off the vararam page, really I don't care. I also don't care about dyno numbers, I mean I am interested in them when people post but I would never spend money on one unless I was getting tuned. I am a bracket drag racer and I keep close track of ET slip data and weather. I can predict within .03 of a second what my ET will be very consistently as long as I know the temp, baro, and relative humidity. I know from many runs over two summers that with the vararam I run very close to 3 tenths faster given same weather conditions on the same track. I think this is good information for someone looking for a CAI. Yea the vararam is hard to install and a little expensive but I personally thought it was worth it. I read another post where the guy did not think this but he based his opinion on a dyno. I just don't get that, who cares about some numbers on a computer. Maybe some are not into drag racing but to be honest if I did not drag race I doubt if I would mod my car. If the thread starter is not racing I do not recommend the vararam, I think the C5 is already too fast for the street.
Really the only reason I posted was I would hate to see the thread starter not get a CAI becuase he thinks they have no effect. Like I said I know nothing about the math bigwood posted, I was an aircraft navigator for 20 years but we did not do alot of ram air calculations. I had no idea the calculations were off the vararam page, really I don't care. I also don't care about dyno numbers, I mean I am interested in them when people post but I would never spend money on one unless I was getting tuned. I am a bracket drag racer and I keep close track of ET slip data and weather. I can predict within .03 of a second what my ET will be very consistently as long as I know the temp, baro, and relative humidity. I know from many runs over two summers that with the vararam I run very close to 3 tenths faster given same weather conditions on the same track. I think this is good information for someone looking for a CAI. Yea the vararam is hard to install and a little expensive but I personally thought it was worth it. I read another post where the guy did not think this but he based his opinion on a dyno. I just don't get that, who cares about some numbers on a computer. Maybe some are not into drag racing but to be honest if I did not drag race I doubt if I would mod my car. If the thread starter is not racing I do not recommend the vararam, I think the C5 is already too fast for the street.
Safety Car
Joined: Jun 2003
Posts: 4,640
Likes: 0
From: Sunshine State
Originally Posted by shurite44
UH OH looks like another mother lovin Cold Air Intake Thread. Ahhhhhhhhhhhhhhhhhhhhhhhhh
Really the only reason I posted was I would hate to see the thread starter not get a CAI becuase he thinks they have no effect. Like I said I know nothing about the math bigwood posted, I was an aircraft navigator for 20 years but we did not do alot of ram air calculations. I had no idea the calculations were off the vararam page, really I don't care. I also don't care about dyno numbers, I mean I am interested in them when people post but I would never spend money on one unless I was getting tuned. I am a bracket drag racer and I keep close track of ET slip data and weather. I can predict within .03 of a second what my ET will be very consistently as long as I know the temp, baro, and relative humidity. I know from many runs over two summers that with the vararam I run very close to 3 tenths faster given same weather conditions on the same track. I think this is good information for someone looking for a CAI. Yea the vararam is hard to install and a little expensive but I personally thought it was worth it. I read another post where the guy did not think this but he based his opinion on a dyno. I just don't get that, who cares about some numbers on a computer. Maybe some are not into drag racing but to be honest if I did not drag race I doubt if I would mod my car. If the thread starter is not racing I do not recommend the vararam, I think the C5 is already too fast for the street.
Really the only reason I posted was I would hate to see the thread starter not get a CAI becuase he thinks they have no effect. Like I said I know nothing about the math bigwood posted, I was an aircraft navigator for 20 years but we did not do alot of ram air calculations. I had no idea the calculations were off the vararam page, really I don't care. I also don't care about dyno numbers, I mean I am interested in them when people post but I would never spend money on one unless I was getting tuned. I am a bracket drag racer and I keep close track of ET slip data and weather. I can predict within .03 of a second what my ET will be very consistently as long as I know the temp, baro, and relative humidity. I know from many runs over two summers that with the vararam I run very close to 3 tenths faster given same weather conditions on the same track. I think this is good information for someone looking for a CAI. Yea the vararam is hard to install and a little expensive but I personally thought it was worth it. I read another post where the guy did not think this but he based his opinion on a dyno. I just don't get that, who cares about some numbers on a computer. Maybe some are not into drag racing but to be honest if I did not drag race I doubt if I would mod my car. If the thread starter is not racing I do not recommend the vararam, I think the C5 is already too fast for the street.
I read your post and I think you picked up .3 over stock setup which is what I would expect from almost all aftermarket breathers.
I also read a post that indicated the stock setup can't be improved on. This is what I'm going to test and see. That got my attention. EB20003 is going to test from an aftermarket to a Vararam. If it wasn't for a few school dropouts this would be a good thread. I just put them on my ignore list and let them ramble on.
Did you enjoy the one about air density affecting the aircraft engine?
I think between the two of us we have about 40 yrs in this field.Talk to ya tonight.
Bob
Safety Car
Joined: Jun 2003
Posts: 4,640
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From: Sunshine State
Originally Posted by shurite44
Nice to see you back Bob (korreck). How did you do at the gator nationals? I am going to miss the first part of race season I am really missing my C5.
Gary
Gary
Had a ball at the Gatornationals except my buddy Greg Anderson lost but Jason Line (same team) won it all.
It was good to see Greg again and we met Tracy Lewis for the first time. I'm going to have to start entering these events so we can stay at the track in the RV. Porta potties and $6.50 hamburgers suck.
Bob
Last edited by Korreck; Mar 28, 2005 at 03:25 PM.