Cold air intake
Thread Starter
Racer
Joined: Jun 2020
Posts: 427
Likes: 54
From: oroville ca
Cold air intake
I wanted to know if anyone could tell me about the stock air intake on my 2001 ? I would like to get a cold air intake but they are just way too much for what it is. I was looking at the stock one and it looks like if I just took off that big box the air cleaner is in and bought an air cleaner that just fits into the stock hose or inlet ( LIKE 3 or 4 inches round) and took out that big ugly weird box that sits on top of the radiator shield it would be pretty much the same as an after market set up .. ? right ?
Melting Slicks
Joined: Oct 2010
Posts: 3,028
Likes: 794
From: Tollesboro Kentucky
Drifting
Joined: May 2008
Posts: 1,695
Likes: 490
From: Denver, NC
I bought a used Z06 air box cover. It lets in a lot more air than stock, and was under $50 shipped. If it can feed a stock Z, it can feed a base. No concerns of loose sealing filters or water intrusion. Just keeping it close to stock looking with a little better air inlet.
Last edited by Ed Ramberger; Aug 21, 2020 at 10:04 PM.
Thread Starter
Racer
Joined: Jun 2020
Posts: 427
Likes: 54
From: oroville ca
Well I did the Zip tie Mod today and WOW !! Thanks Corvette Forum for the great advice!! I mean it feels like I unleashed a fire breathing dragon!! That stock air box was so damn stifling it was choking my girl out!! She is breathing and she is running like never before ! I did the front fog lite housing cut out about two weeks ago with no real improvement to the power but it did bring the operating temps down about 10 degrees which is what I really was in search of then today I went and did the Zip Tie mod and WOW !! It is like I gained 10 Horses from that simple mod and it sounds better and she just is awake and ready to run!! Thanks alot my friends !
Drifting
Joined: Mar 2012
Posts: 1,959
Likes: 217
From: Victoria tx
I did the zip tie mod due to the factory box being broken when I bought the car and I can't really tell any difference
Thread Starter
Racer
Joined: Jun 2020
Posts: 427
Likes: 54
From: oroville ca
Yeah I know it is nothing close to ten ponies but I can tell a difference so if you can feel improvement it is at least 5 horse right because i just don't think i would notice anything below 4 or 5 .I am planning on moving to a different one but it sure helps for now ...
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Melting Slicks
Joined: Feb 2001
Posts: 2,804
Likes: 358
From: Northville, MI
First you have to understand your are not talking about a Cold Air Intake but an Air Cleaner. The stock system utilize air that comes from the engine bay, the stock system is adequate for the daily driving and an occasional run at a drag strip or autocross course. A Cold Air system uses air that is directly from outside ambient air. Even a top notch CAI will only add 4-7 hp. When GM put the Z06 air cleaner on the car it developed almost 2 hp on a 405 hp engine. Everyone talks about seat of the pants hp, etc but engine dyno's do not back up the numbers. If you want you engine to look better, any of the aftermarket air cleaners will work--dual cone have been known to loose a few hp, if you are looking for performance then a TRUE CAI will add a few ponies.
Drifting
Joined: Mar 2012
Posts: 1,959
Likes: 217
From: Victoria tx
First you have to understand your are not talking about a Cold Air Intake but an Air Cleaner. The stock system utilize air that comes from the engine bay, the stock system is adequate for the daily driving and an occasional run at a drag strip or autocross course. A Cold Air system uses air that is directly from outside ambient air. Even a top notch CAI will only add 4-7 hp. When GM put the Z06 air cleaner on the car it developed almost 2 hp on a 405 hp engine. Everyone talks about seat of the pants hp, etc but engine dyno's do not back up the numbers. If you want you engine to look better, any of the aftermarket air cleaners will work--dual cone have been known to loose a few hp, if you are looking for performance then a TRUE CAI will add a few ponies.
Banned Scam/Spammer
Joined: Apr 2020
Posts: 322
Likes: 54
Everyone on any vehicle forum will carry on for days debting which CAI Intake adds the most horsepower but what nobody ever seems to bring up is that a Better flowing air intake/filter can create better throttle response. With the negiligble difference in HP between the different aftermarket intakes and the OEM one these endless threads are just moot. Different intakes create quite a different feel in throttle response and powerband. I think that is a more effective subject To talk about when discussing intakes because that is the part you can actually notice IMHO.
It seems that the OP has already learned this by trying the ziptie mod.
It seems that the OP has already learned this by trying the ziptie mod.
Last edited by 2003_Coupe; Aug 25, 2020 at 12:25 PM.
Melting Slicks
Joined: Mar 2018
Posts: 2,502
Likes: 187
From: California
Vara ram makes the most the true air kit although it may be carb legal it still made the most ...plenum design top notch much more hallow space for air then all the others plus the addition of extra air from the out side wind force while moving . Any person with a pair of eyes can easily see clearly which one is exceptional in power providing it’s not really a debate really...
Melting Slicks
Joined: Feb 2001
Posts: 2,804
Likes: 358
From: Northville, MI
{LONG}
Our club was fortunate to have a number of engineer/PCM calibration specialist thru the years, including those how actually spend years in developing and refining the c5 PCM. I cannot remember precisely who wrote this but here is what you need to know about changing anything from intake to TB. Also remember the computer in the C% is a 1990 IBM PS2. The Adaptive Strategy (AS) is part of the non-programmable part of the PCM...this can be boring to many.C5 Air Intake Info
In designing the C5 GM engineering did a ton of testing and from that wrote adaptive strategy that made assumptions as to air and fuel flow under different engine conditions.
Changing those airflow parts, especially larger ones, reduce the velocity and the A.S still functions as if the stock parts were being used and how it was programmed and does not change even with tuning.
Most cases when the gas pedal is lifted and goes into “decel” with the larger airflow parts confuses the PCM and is adding or removing fuel when it really did not have to.
A cylinder can only hold so much volume and that is with a mix of air and fuel which is only in grams, yet the intake manifold holds quarts of air and the intake runners can only allow as much air mass as the runner size increasing MAF, air bridge or TB cannot make the runners of cylinders flow or pack in more volume then their size is.
If you monitor your engine with a PCM scanner you will be lucky to see a NA engine consume more then 600 CFM of air when a stock 75 mm MAF or TB is 750 CFM so they are never the delimiting factor of not feeding enough air to the engine.
Slowing the airflow down by using a larger air path to intake can, in fact cause ill low engine load performance. A pretty air bridge does not win races or give proper balance of the correct amount of air and fuel needed in all engine loads or conditions.
Larger airflow requires what GM did with the C6 and that is a new faster PCM with A.S software to make use of the airflow to help response times and not to make more HP as shown that the LS2 has no more HP then my LS1 does with a 75 mm MAF and TB.
Engines can only run at their optimal efficiency if they have very precise data on the amount of air flowing into them. Although most people think of air flow into an engine as fairly continuous, it really is not. The opening and closing of valves and reciprocating nature of internal combustion engines means the air flow is really a series of pulses which make measuring the exact flow challenging. Intake engineers spend a lot of time optimizing the system to get excellent signal quality out of the MAF.
In addition to efficiency, or fuel economy, the precise metering of air and fuel is directly correlated with tail pipe emissions, an area of extreme scrutiny by government agencies for we manufacturers.
Our club was fortunate to have a number of engineer/PCM calibration specialist thru the years, including those how actually spend years in developing and refining the c5 PCM. I cannot remember precisely who wrote this but here is what you need to know about changing anything from intake to TB. Also remember the computer in the C% is a 1990 IBM PS2. The Adaptive Strategy (AS) is part of the non-programmable part of the PCM...this can be boring to many.C5 Air Intake Info
In designing the C5 GM engineering did a ton of testing and from that wrote adaptive strategy that made assumptions as to air and fuel flow under different engine conditions.
Changing those airflow parts, especially larger ones, reduce the velocity and the A.S still functions as if the stock parts were being used and how it was programmed and does not change even with tuning.
Most cases when the gas pedal is lifted and goes into “decel” with the larger airflow parts confuses the PCM and is adding or removing fuel when it really did not have to.
A cylinder can only hold so much volume and that is with a mix of air and fuel which is only in grams, yet the intake manifold holds quarts of air and the intake runners can only allow as much air mass as the runner size increasing MAF, air bridge or TB cannot make the runners of cylinders flow or pack in more volume then their size is.
If you monitor your engine with a PCM scanner you will be lucky to see a NA engine consume more then 600 CFM of air when a stock 75 mm MAF or TB is 750 CFM so they are never the delimiting factor of not feeding enough air to the engine.
Slowing the airflow down by using a larger air path to intake can, in fact cause ill low engine load performance. A pretty air bridge does not win races or give proper balance of the correct amount of air and fuel needed in all engine loads or conditions.
Larger airflow requires what GM did with the C6 and that is a new faster PCM with A.S software to make use of the airflow to help response times and not to make more HP as shown that the LS2 has no more HP then my LS1 does with a 75 mm MAF and TB.
Engines can only run at their optimal efficiency if they have very precise data on the amount of air flowing into them. Although most people think of air flow into an engine as fairly continuous, it really is not. The opening and closing of valves and reciprocating nature of internal combustion engines means the air flow is really a series of pulses which make measuring the exact flow challenging. Intake engineers spend a lot of time optimizing the system to get excellent signal quality out of the MAF.
In addition to efficiency, or fuel economy, the precise metering of air and fuel is directly correlated with tail pipe emissions, an area of extreme scrutiny by government agencies for we manufacturers.
Drifting
Joined: Mar 2012
Posts: 1,959
Likes: 217
From: Victoria tx
{LONG}
Our club was fortunate to have a number of engineer/PCM calibration specialist thru the years, including those how actually spend years in developing and refining the c5 PCM. I cannot remember precisely who wrote this but here is what you need to know about changing anything from intake to TB. Also remember the computer in the C% is a 1990 IBM PS2. The Adaptive Strategy (AS) is part of the non-programmable part of the PCM...this can be boring to many.C5 Air Intake Info
In designing the C5 GM engineering did a ton of testing and from that wrote adaptive strategy that made assumptions as to air and fuel flow under different engine conditions.
Changing those airflow parts, especially larger ones, reduce the velocity and the A.S still functions as if the stock parts were being used and how it was programmed and does not change even with tuning.
Most cases when the gas pedal is lifted and goes into “decel” with the larger airflow parts confuses the PCM and is adding or removing fuel when it really did not have to.
A cylinder can only hold so much volume and that is with a mix of air and fuel which is only in grams, yet the intake manifold holds quarts of air and the intake runners can only allow as much air mass as the runner size increasing MAF, air bridge or TB cannot make the runners of cylinders flow or pack in more volume then their size is.
If you monitor your engine with a PCM scanner you will be lucky to see a NA engine consume more then 600 CFM of air when a stock 75 mm MAF or TB is 750 CFM so they are never the delimiting factor of not feeding enough air to the engine.
Slowing the airflow down by using a larger air path to intake can, in fact cause ill low engine load performance. A pretty air bridge does not win races or give proper balance of the correct amount of air and fuel needed in all engine loads or conditions.
Larger airflow requires what GM did with the C6 and that is a new faster PCM with A.S software to make use of the airflow to help response times and not to make more HP as shown that the LS2 has no more HP then my LS1 does with a 75 mm MAF and TB.
Engines can only run at their optimal efficiency if they have very precise data on the amount of air flowing into them. Although most people think of air flow into an engine as fairly continuous, it really is not. The opening and closing of valves and reciprocating nature of internal combustion engines means the air flow is really a series of pulses which make measuring the exact flow challenging. Intake engineers spend a lot of time optimizing the system to get excellent signal quality out of the MAF.
In addition to efficiency, or fuel economy, the precise metering of air and fuel is directly correlated with tail pipe emissions, an area of extreme scrutiny by government agencies for we manufacturers.
Our club was fortunate to have a number of engineer/PCM calibration specialist thru the years, including those how actually spend years in developing and refining the c5 PCM. I cannot remember precisely who wrote this but here is what you need to know about changing anything from intake to TB. Also remember the computer in the C% is a 1990 IBM PS2. The Adaptive Strategy (AS) is part of the non-programmable part of the PCM...this can be boring to many.C5 Air Intake Info
In designing the C5 GM engineering did a ton of testing and from that wrote adaptive strategy that made assumptions as to air and fuel flow under different engine conditions.
Changing those airflow parts, especially larger ones, reduce the velocity and the A.S still functions as if the stock parts were being used and how it was programmed and does not change even with tuning.
Most cases when the gas pedal is lifted and goes into “decel” with the larger airflow parts confuses the PCM and is adding or removing fuel when it really did not have to.
A cylinder can only hold so much volume and that is with a mix of air and fuel which is only in grams, yet the intake manifold holds quarts of air and the intake runners can only allow as much air mass as the runner size increasing MAF, air bridge or TB cannot make the runners of cylinders flow or pack in more volume then their size is.
If you monitor your engine with a PCM scanner you will be lucky to see a NA engine consume more then 600 CFM of air when a stock 75 mm MAF or TB is 750 CFM so they are never the delimiting factor of not feeding enough air to the engine.
Slowing the airflow down by using a larger air path to intake can, in fact cause ill low engine load performance. A pretty air bridge does not win races or give proper balance of the correct amount of air and fuel needed in all engine loads or conditions.
Larger airflow requires what GM did with the C6 and that is a new faster PCM with A.S software to make use of the airflow to help response times and not to make more HP as shown that the LS2 has no more HP then my LS1 does with a 75 mm MAF and TB.
Engines can only run at their optimal efficiency if they have very precise data on the amount of air flowing into them. Although most people think of air flow into an engine as fairly continuous, it really is not. The opening and closing of valves and reciprocating nature of internal combustion engines means the air flow is really a series of pulses which make measuring the exact flow challenging. Intake engineers spend a lot of time optimizing the system to get excellent signal quality out of the MAF.
In addition to efficiency, or fuel economy, the precise metering of air and fuel is directly correlated with tail pipe emissions, an area of extreme scrutiny by government agencies for we manufacturers.
