Mine looks identical to yours. I am still touching some though. I think I can make it fit with some more fine tuning of the couplers.

 

Just talked with our tech and he is waiting for your call - his number again is 713-899-6456 and he is aware of your concerns!!!
Thanks
Steve

 

Spoke with your tech...just going to massage the couplers a little more(cut one at an angle) like I said earlier. Everything else is where it needs to be, just need to get ~1/4" more tilt and I should have clearance.

 

I agree with you - why go to the forum? No defense to VR, but I have a lot of products where I end up getting better help from a forum than I do the manufacturer. If it were not for Window/Vista forums, forums on my GPS device, etc.... I never would have the knowledge I do. IMO it is very difficult to write a manual that covers all levels of buyer's expertise, and guarantees the results the buyer expected

 

2008 LS3 completely stock, then with Honker installed produced an increase of 16.5 rwhp, 12.3 lb-ft torque. With drag radials installed, reduced 1/4 mi ET by an average of .268 sec, increased 1/4 mi top speed by 2.11 sec (3 runs stock, 3 runs w/Honker).

Callaway Engineering test details, chassis dyno & dragstrip:

Callaway Test/Development Vehicle:
2008 LS3 M6 Coupe w/ Z51 and NPP (VIN: 1G1YY26W085100836) - OE Calibration

Chassis Dyno Results - October 10, 2007 (Odometer @ start = 159 miles)

Testing conducted on DynoJet 248 @ Dynolab, Putnam, CT. All data SAE corrected. All runs started @ 2000 rpm, ending @ 6500rpm

OE (Hood Open) - 3 Runs - 1:51pm to 1:57pm - (P@5900rpm / T@4700rpm):

Run Ref 1 = 392.5 / 390.4 : IAT(°F) - ECT(°F) @ start / finish = 75 / 79 - 207 / 210
Run Ref 2 = 393.0 / 391.2 : IAT(°F) - ECT(°F) @ start / finish = 79 / 79 - 207 / 210
Run Ref 3 = 391.5 / 389.4 : IAT(°F) - ECT(°F) @ start / finish = 79 / 79 - 208 / 212

3 Run Avg = 392.3 / 390.3 : IAT(°F) - ECT(°F) @ start / finish = 78 / 79 - 207 / 211

OE (Hood Closed) - 1 Run - 2:00pm - (P@5900rpm / T@4700rpm):

Run = 386.4 rwhp / 383.6 lb-ft: IAT(°F) - ECT(°F) @ start / finish = 81 / 100 - 210 / 210

Callaway Honker (Hood Open) - 3 Runs - 2:21pm to 2:30pm - (P@5900rpm / T@4700rpm):

Run Ref 4 = 400.4/399.3 : IAT(°F) - ECT(°F) @ start / finish = 72 / 75 - 201 / 203
Run Ref 5 = 404.8/397.6 : IAT(°F) - ECT(°F) @ start / finish = 75 / 77 - 205 / 207
Run Ref 6 = 402.8/395.8 : IAT(°F) - ECT(°F) @ start / finish = 77 / 82 - 214 / 216

3 Run Avg = 402.7 / 397.6 : IAT(°F) - ECT(°F) @ start / finish = 75 / 78 - 207 / 209

Callaway Honker (Hood Closed) - 1 Run - 2:33pm - (P@5900rpm / T@4700rpm):

Run = 402.9 rwhp/ 395.9 lb-ft: IAT(°F) - ECT(°F) @ start / finish = 77 / 79 - 212 / 216

Conclusion: Callaway Honker vs OE Intake Chassis Dyno SAE P/T Increase = 16.5 rwhp/12.3 lb-ft (hood closed)

Drag Test Results -
October 10, 2007 (Odometer @ start = 281 miles)

Testing conducted at New England Dragway, Epping, NH. All data as observed w/o correction. See recorded atmospheric conditions below.

Tire for all runs = M.T. E/T @ 13 psi cold. Launch @ 4800rpm - Shift @ 6400rpm all runs (indicated). Traction System and Active Handling OFF all runs.

OE - Dry = 64°F / Wet = 61°F / Baro = 28.54 inHg (time of day / 60'(s) / 1/8M(s@mph) / 1/4M (s@mph)

Run Ref A = 6:31pm / 1.740 / 7.697@91.74 / 11.941@115.80 : IAT(°F) - ECT(°F) @ start / finish = 91 / 70 - 223 / 223 (MAP = 98 kPa @ finish)
Run Ref B = 6:40pm / 1.822 / 7.743@91.99 / 11.974@116.16 : IAT(°F) - ECT(°F) @ start / finish = 91 / 70 - 217 / 219 (MAP = 98 kPa @ finish)
Run Ref C = 6:47pm / 1.728 / 7.709@91.71 / 11.951@115.89 : IAT(°F) - ECT(°F) @ start / finish = 93 / 70 - 226 / 221 (MAP = 98 kPa @ finish)

3 Run Avg = 1.763 / 7.716@91.81 / 11.955@115.95 : IAT(°F) - ECT(°F) @ start / finish = 92 / 70 - 222 / 221 (MAP = 98 kPa @ finish)

Callaway Honker - Dry = 60°F / Wet = 65°F / Baro = 28.62 inHg (time of day / 60'(s) / 1/8M(s@mph) / 1/4M (s@mph)

Run Ref D = 7:20pm / 1.702 / 7.496@93.56 / 11.666@117.88 : IAT(°F) - ECT(°F) @ start / finish = 75 / 63 - 223 / 221 (MAP = 100 kPa @ finish)
Run Ref E = 7:31pm / 1.788 / 7.548@93.92 / 11.704@118.26 : IAT(°F) - ECT(°F) @ start / finish = 73 / 61 - 225 / 223 (MAP = 100 kPa @ finish)
Run Ref F = 8:41pm / 1.766 / 7.528@93.88 / 11.690@118.05 : IAT(°F) - ECT(°F) @ start / finish = 72 / 61 - 225 / 221 (MAP = 100 kPa @ finish)

3 Run Avg = 1.752 / 7.524@ 93.79 / 11.687@118.06 : IAT(°F) - ECT(°F) @ start / finish = 73 / 62 - 224 / 222 (MAP = 100 kPa @ finish)

Conclusion: Callaway Honker vs OE Intake 1/4 Mile Vehicle Performance Improvement (ET/mph) = 0.268 s / 2.11 mph

At the end of instrumented testing, we made one last pass w/ Callaway Honker:

Run Ref G = 9:13pm / 1.771 / 7.452@95.24 / 11.562@118.82

 

Quote: 2008 LS3 completely stock, then with Honker installed produced an increase of 16.5 rwhp, 12.3 lb-ft torque. With drag radials installed, reduced 1/4 mi ET by an average of .268 sec, increased 1/4 mi top speed by 2.11 sec (3 runs stock, 3 runs w/Honker).

Thanks for the good info. Any other manufacturers want to step up and tell us the same type of info for their CAI's?

 

Thanks for the info. Have you done the same testing for an LS2? If so, what are the numbers for it?

 

Just installed the Vararam CAI and the spacer and had very little problem, with the installation. Did take the shroud out and cut it off the car, getting it in and out was the biggest problem!!!! Took about 4 hrs from start to finnish, cut out was plenty big enough!!!

 

I have a Hurricane CAI and avoided all these issues as this kit came with a pre-cut shroud. Easy installation, looks and performs fantastic.

I did have a small clearance problem with one of the front air bag sensors though.

Let's be honest - all CAI are a vast improvement over the stock set up.


enjoy

 

I wrote up some install tips with pics and had an average gain of 3.6 tenths and 3.3 mph on a Vararam & ported intake install on my LS2.

http://forums.corvetteforum.com/show....php?t=1434941

I've said it before, but when I learned to tune I found out where a lot of the gain of a CAI is because the factory tunes pull about 1/2 of the commanded timing (starting at IAT's of 86 degrees). I've scanned a C6 Zo6 (that even has the little scoop) at 150 degrees IAT waiting in the staging lanes on a 85 degree day. It was pulling 12 degrees of timing. You feel that much timing being pulled, trust me. These CAI's all lower the IAT to about 5 over ambient and the difference in power due to having more timing is huge.

Here's the IAT spark table showing how much timing is being pulled.

 

The Vararam flat out works! I found out on a hot 94 degree day right after install what the Vararam can do.

 

Update number 3

I trimmed the upper intake housing to maf housing coupler at an angle so that I could seat the upper intake housing furthing into the coupler. This gave me the angle I needed and the intake no longer hits. It has been a long road, but I am finally happy with the product.

Closing thoughts
There is no argument in the performance of this intake. Simply put, it works...and is "arguably" the best out there. I am thrilled with the performance increase it has gotten me with just 60 miles on the setup thus far, supposedly it should get much stronger over the next couple hundred miles. The issues. Vararam, you need to revise you instructions. There were numerous errors just in your spelling, giving off the impression that the instructions were a mere after-thought. Based off of the clarity and how easy it was to follow them, they looked like an after-thought. Revise your template or come up with a better method for outlining/cutting the shroud. Show 08 owners at least a picture of the oil relocation bracket installed in the correct manner. Add in a section about installing the vent hose. Add in a section about installing all couplers losely and having to "work" with them to get the intake into the proper orientation and or possibly having to trim a coupler to get the intake to seat correctly. As long as the owners knows what they are getting themselves into, they cannot argue or be pissed. Its when the instructions say "just put it on and waalaa" and the actual procedure is "just put it on, wiggle it....pull it back off, trim some, put it back on....wiggle it...etc" that raging explicative yelling anger fills the garage.

 

once you get the car tuned, you will see the pull once over 50pmh, and up, waaaaaaaaaaay up!!! on track, getting the car upto 180+ is a breaze!!!!!!!!!!!!!!!!!

 

but all the screaming make you feel better, and helps exercise your heart and blood pressure glad it worked out for you

 

Thank you for your post. I love the fact the Vararam does a good job of adding power, but the fit/finish is not on par with my $55,000 car in my opinion. But the Callaway has an excellent fit and finish and is also arguably the best power CAI on the market. No offense but the Callaway is my choice when I get one. Now I have to come up with $500 for a CAI. My car currently trapped a best of 120mph, a 122mph would be great! Either way Vararam guys its going to make you go fast

 

By the way, one of the keys with the template is to cut the slits where the dotted lines are to fit over the "nubs" at the bottom of the shroud - so that where it says "frame" fits right up against the frame. That's not clear in the instructions but here's a pic. I did that with mine and I've not had any fitment issues.

 

Maybe Vararam can make a pretty, fancy intake for the people that like bling.

 

thats the biggest problem Joe, people start with it at the top, they put the template to high even though its clear not too

 

i have the newest one, and by my times you can see it is the fastest and it is much more prettier and shinny and blacker than the other one

 

Go to Vararam's site, they've got testing info as well. Plus, look how many have had gains on this site, both C5 and C6.