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Want to pull the trigger on this, but the cost seems a big excessive for an intake. Has anyone installed one that? Notice any gains?
I'm curious as well, but it's still in pre-order stage with no dyno results yet to be shared. I think there are just a few cars running around with the prototypes.
I was the first to have the AFE CAI installed, first was the prototype 3D printed preproduction on for 4 - 6 weeks and the production system has been installed for about a month.
I was the first to have the AFE CAI installed, first was the prototype 3D printed preproduction on for 4 - 6 weeks and the production system has been installed for about a month.
Did you notice any gains, feel different? Sound different?
I went to the aFe website and looked up their cold air intake system for the C8. The web page for the product says it is dyno-tuned, but I did not find a dyno graph or a link to one showing the performance. If they have one on their website, it is not obvious. Kind of strange since, evidently by indicating "dyno-tuned", they had one on the dyno. My suspicion/speculation is that the hp gains, if any, are not worth noting. Perhaps it is more of a show piece. Halltech is claiming 17 rwhp gains for their Hornet, with a dyno chart posted in this forum to back it up (I know, dynos can be manipulated), but based on the information we have so far, that looks to be the best option as far as basic intakes go. The Carbon R intake manifold and ported throttle body look even more interesting for those who have the coupe, but I'm sure it will cost more. It would be very interesting to see dyno results of the Halltech Hornet with the Carbon R intake/throttle body.
I went to the aFe website and looked up their cold air intake system for the C8. The web page for the product says it is dyno-tuned, but I did not find a dyno graph or a link to one showing the performance. If they have one on their website, it is not obvious. Kind of strange since, evidently by indicating "dyno-tuned", they had one on the dyno. My suspicion/speculation is that the hp gains, if any, are not worth noting. Perhaps it is more of a show piece. Halltech is claiming 17 rwhp gains for their Hornet, with a dyno chart posted in this forum to back it up (I know, dynos can be manipulated), but based on the information we have so far, that looks to be the best option as far as basic intakes go. The Carbon R intake manifold and ported throttle body look even more interesting for those who have the coupe, but I'm sure it will cost more. It would be very interesting to see dyno results of the Halltech Hornet with the Carbon R intake/throttle body.
I saw that as well on the website. I suspect that you're right about the gains not being note worthy. I'm very interested in the Carbon R. Something tells me it's going to be very expensive though, north of 2k would be my guess.
I saw that as well on the website. I suspect that you're right about the gains not being note worthy. I'm very interested in the Carbon R. Something tells me it's going to be very expensive though, north of 2k would be my guess.
The Carbon R intake for the LS3/LS7 is $1,300 on Lingenfelter's website. I am not sure why it would cost a lot different.
[QUOTE=Racer X;1603757018]The Carbon R intake for the LS3/LS7 is $1,300 on Lingenfelter's website. I am not sure why it would cost a lot different.[/QUOTE
Because it's for a C8. It seems like everything for this thing costs 75% more than C7 mods. I hope you're right though
Did you notice any gains, feel different? Sound different?
I am completely deaf in my right ear and have tinnitus my left so I would not be the best person to ask about Sound. I am one who actually does run my car at the strip but only when the conditions are OK or better and now is not acceptable weather / DA for me to waist the time to compare before and after. To be honest it is going to be very difficult to beat my best before time. I think GM has the computer so the car only runs to a pre set max limit so after that limit you won't get a gain it seems (just my thought) Forget Dyno numbers, the only way to really see if anything helps is running it at the strip on very similar conditions with like 60's.
Before DynoJet and Time slip,
Does anyone know if GM came out with software fix in order to install a cold air system in order to get the peak HP from the CPM?
That;s why I'm waiting for.
An engine is an air pump.... it can process a certain amount of A/F mixture per cycle.... A/F mix, C:R, and displacement determine how much power can be generated on each cycle.
If the intake is a restriction... certainly increase it.... if the exhaust creates back pressure, certainly remove it... simple...
However, professional engineers actually understand this... they've done this...
Pushing more air into the system than the engine can use will not create more power.... it will simply be wasted, or even confuse the CPU...
This will make your engine look pretty, and maybe sound nice, but probably won't add any real HP.
An engine is an air pump.... it can process a certain amount of A/F mixture per cycle.... A/F mix, C:R, and displacement determine how much power can be generated on each cycle.
If the intake is a restriction... certainly increase it.... if the exhaust creates back pressure, certainly remove it... simple...
However, professional engineers actually understand this... they've done this...
Pushing more air into the system than the engine can use will not create more power.... it will simply be wasted, or even confuse the CPU...
This will make your engine look pretty, and maybe sound nice, but probably won't add any real HP.
The LT2 has a wideband O2 sensors. As such it is closed loop, except at startup or limp home, until it runs out of fuel. We have seen that there is room with the current injectors. Unless forced induction, air is sucked into the engine. Reducing the restriction on the intake side will increase power. The ECU will adjust to the stock targeted AF ratio.
The LT2 has a wideband O2 sensors. As such it is closed loop, except at startup or limp home, until it runs out of fuel. We have seen that there is room with the current injectors. Unless forced induction, air is sucked into the engine. Reducing the restriction on the intake side will increase power. The ECU will adjust to the stock targeted AF ratio.
So I push more air in that the engine cannot burn, the ECU will still adjust the AF to factory specs, and simply close the throttle body sooner...
What you really see is that, at lower application of the throttle pedal, the system achieves WOT sooner..... creating the "Impression" of more power, but put on the dyno, its a mostly a wash
My personal opinion is that Halltech's claimed gains are inflated (or cherry picked) and an aftermarket high-flow drop-in will do just as good as any aftermarket offering. I think the C8 will be the first sports car I've ever owned that doesn't get a complete aftermarket intake system.
I will say though, these AFE advertised gains are pathetic considering the price!
So I push more air in that the engine cannot burn, the ECU will still adjust the AF to factory specs, and simply close the throttle body sooner...
What you really see is that, at lower application of the throttle pedal, the system achieves WOT sooner..... creating the "Impression" of more power, but put on the dyno, its a mostly a wash
That is not how physics works. That is not how engines work. Naturally aspirated engines don’t push air in. Filter flow and intake volume and velocity affect volumetric efficiency, which affects HP at the same AIr Fuel ratio. The computer puts in the right amount of fuel in the cylinder based on the amount of air flowing through the mass air flow sensor, uniting the injector reaches it limit.
PS engine don’t burn air, they burn fuel. It is the oxygen in the air that oxidizes the fuel in an exothermic reaction.
That is not how physics works. That is not how engines work. Naturally aspirated engines don’t push air in. Filter flow and intake volume and velocity affect volumetric efficiency, which affects HP at the same AIr Fuel ratio. The computer puts in the right amount of fuel in the cylinder based on the amount of air flowing through the mass air flow sensor, uniting the injector reaches it limit.
PS engine don’t burn air, they burn fuel. It is the oxygen in the air that oxidizes the fuel in an exothermic reaction.
Thanks Prof Ratchet...
As you properly pointed out, the ECU determines the optimum A/F mixture.... and closes the throttle body.... so bolting on an expensive intake to flow more air than the "Volumetric Efficiency" of the engine can process is a waste...
Unless someone can prove that the factory intake is a restriction point, I'm a sceptic...
