Forget all the dyno comparisons, because we don't drive anywhere on dynos. The only place that real documented performance can be measured is at the dragstrip. Since it would be impossible to test all the CAI's on the same car at the same track under the same conditions on the same day, the next best thing is to make a comparison based on the highest performing cars in similar categories.

I perused the 1/4 mile performance list and found 24 N/A cars from the LS2/3 bolt-on and internal categories with times quicker than 11.000 seconds. Although this is not a scientific test, it is a quantitative representation of which CAI the quickest cars are using. You can draw your own conclusions.

1 Airaid
1 BPP Vortex
2 Halltech
2 Callaway
16 Vararam
2 unknown

 

It looks like a pretty scientific test to me Tom

 

I went to Detroit to visit family and attend the Woodward Cruise, I had opportunity to tour the Katech plant last week, Katech builds some pretty impressive LS motors. They seem to use a lot of Halltech CAI's, the cars I saw had the carbon fiber version.

 

Since the unknowns are in your backyard, maybe you know or could check to see what they're using. They're all from the LS3 Internals list.

Matt@TuneTime
TurboVic
Max@Cartek
Doug@ECS
AndrewZPSU

 

just found this pic of the car Max@Cartek, they were all deleted by the owner in the tread but i found a quoted one. its clearly a Vararam
http://farm4.static.flickr.com/3380/...777fbee7c5.jpg

 

Thanks Dennis. I updated post #1 and now have only 4 unknown.

 

this post shows Doug@ECS was a Vararam 1 ecs states they only use vararam 2 I seen under the hood of he car owner was c6devil name Ed
http://forums.corvetteforum.com/c6-t...ex-rammer.html

 

Tom looks like Andrew has the airaid

http://forums.corvetteforum.com/c6-t...ivability.html

 

People like to talk about fit and finish, but Vararam's product clearly performs. Ordering one for my c6 today.

 

I can only find a post on turbo vic he asked the price or if it was still available used Vararam 4 sale in the c6 parts for sale section

 

I don't understand why, i have posted pics and they are all made of black plastic even the stock one, it looks very good and when installed right it fits and seals great, and even if its not installed correctly i cant understand why people cant figure out how to seal a filter to the top unit

 

He had the Airaid on his '08, but never made it into the 10's. His '10 is an A6 that managed a 10.996, but without knowing if he stuck with the Airaid. He preferred the Vararam on his '08, but didn't have enough in the budget.

Thanks for the ECS info and I updated post #1 again.

 

Tom i just got the info on the tune time LS3 from the driver Gary2004z06 it has the Vararam, maybe Marc knows what Andrew has

 

For me, rather than using "Cold' air and or ram air as the determinant, I'd like to see the CFM the setups flow. I'd guess that will be the bigger addition to any gains in real life or the dyno.

Maybe different, but I did some extensive testing with motorcycles cold air intakes -vs- OEM and free flow/ram air intakes (not advertised as cold air), and there was negligible gain with any setup claiming cold air/ram made and no notable extra power (ok, ok any power is better power, yes, but I'm here discussing where the bulk of the power change comes from), however, on the less restricted intake design/improved CFM, the increased CFM did consistently show extra gains, meaning increased CFM (with a tune for the change), typically made the bulk of the extra power, whether the air was same temp as engine, or closer to ambient, or ambient, made less difference, sometimes much less. Also, after a maximizing custom tune, the form of the intake setup could be changed and raise the HP or TQ, generally moving HP direction and TQ the other (further fine tuning required), by lengthening or shortening the intake form (tube/velocity stack). That type of change alone can effect how the power shows on the dyno and street.

That power, translated from the dyno to the road, in my opinion, is either folks chasing HP higher numbers, I think the wrong way to go generally, as often higher HP numbers will produce lower TTD, but not always. Sometimes higher TQ will result in better TTD = getting out of the hole quicker and sustaining faster acceleration to (shorter) distance. So for me, with a setup for a faster vehicle, you need to figure do you want faster (as in acceleration to a distance), say 1/4 miles, or a higher top end speed. Higher HP does not necessarily make for faster TTD in a 1/4 mile, though obviously larger gains in HP sure ought to help better TTD. I'm talking about cold air/ram -vs- CFM changes and which of those is really providing the most/best of any gain for that setup.

Give me the CFM. Yes, math, PCM setup and theory should show improved power due to 'cold air' intake, MAF/IAT and AF adjustments by the PCM = less timing pulled, etc, better AFR and all, but I think in comparison to higher CFM, those cold air gains cold air notably lower just based upon a CAI addition. Ideally you'd want higher CFM first, and cold air second, until you get to the point of CFM for the engine is maxed or about maxed out. As you reach the upper realm of the CFM efficiency/max of the engine, the gains from CFM become less notable. Each engine has an about 'golden' spot for it's max efficiency (HP/TQ, of shifting those numbers up or down, to achieve the users desired outcome.

In my opinion, after maxing out the intake/exhaust, the cold air will still only result in about negligible gains, very small. Yes, I know, what is small to some is large to others, any gain is good - but again in comparison to the gains from increased CFM, which is what my post/question is about.

That would be an interesting comparison. Not "cold air" setup, but the CFM differences between these "CAI" setups, providing a tune to the mod was done afterwards to maximize the intake.

Show me the $$$ (CFM).

 

The max CFM is controlled by the TB, since that is the most restriction in the path of airflow.
Relating C6 CAI's to anything on a motorcycle makes no sense. The function of a CAI is to avoid underhood air temps. A condition that doesn't exist on any motorcycle I've seen.

 

and the bike didnt have a maff it had to be tuned

 

The comparison of cold air to CFM changes question, which is the real question I posed, does make sense.

I put in info about bike testing as I believe those comparisons will largely go across board. I'm thinking the cold air intakes will have the better gains by increasing CFM. I'd like to see the numbers of the cold air intake setup, showing the CFM differences and tuned performance differences, and show me I am wrong.

I am not saying 'cold air' does not any anything. Just that it seems more likely to me that the intake setup get most of their gain from increased CFM. I'd think we'd see that in testing their setup.

 

Dennis, the major testing of the setups I did on a particular bike and mods, the bike has both a IAT sensor and a MAS.

 

Maybe by my discussing bikes, my question or main idea was lost. I m not really trying to talk about bikes, but the engine dynamics are about the same...

The main question I'm posing is just how much power change is benefited from increased CFM charge of the 'cold air' setups, and how much from lower IAT et. al? I am guessing the bulk of the increased power from CAI setups is from increased CFM directly. There ought to be some gain from the IAT being decreased, well, given how the PCM functions with air temps, how it can pull or leave timing, and the like.

Of the two, cold air - vs- CFM increased, where is the info showing which is the main contributor in these setups? I'd like to see that testing info. I'd bet a case of beer or soda or water, it's the CFM which provides the larger of the CAI gains, and likely the 'cold air' secondarily.

 

HOXXOH,

I agree with you, the highest intake restriction sets the max CFM. Many intakes on a vehicle are not maxed out to the possible CFM for the intake. Changing length, shape, polishing, and the like can and does change the dynamics of the power curves, etc.

As with bikes, or cars, internal combustion engines, you can mess about with changing intakes, etc, which will change things. When considering singularly changing to a 'CAI', my question is what of the two are really making the bulk of the power increase, cold air or increased CFM?