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Thanks Kracka.......darn expensive for what I prefer. I guess you have to pay to play.
Yup, $484 more since you have a HTC, but like you said... On that perfect sunny day when you drop the top vs. me fumbling with my roof panel you'll be like
Snag that current sale price at least; still nearly $200 cheaper than Corsa!
Fitment Note on Convertible models:
This item will fit convertible models but is not recommended because the seal trim will not seal properly to the trunk cover. 58-10007R and 58-10007D is preferred for convertible models because the cover in those kits will properly seal the housing.
I don't see anything about the filter only, Part Number: afe11-10148. Will it fit the HTC okay?
I don't see anything about the filter only, Part Number: afe11-10148. Will it fit the HTC okay?
Yes sir, all C8 Stingray coupes & HTCs use an identical factory airbox so the filters are interchangeable. That filter is a steal at the current $88 sale price!
The more I study these charts, the curves with aFe's DryFlowS filters are truly impressive. Fat gains across the entirely of the curve from about 2,200 RPM all the way through redline, both horsepower and torque. Zero drawbacks or losses anywhere! I'm ordering these filters tonight to swap out for my current blue oiled Pro5R ones.
Corsa is very impressive north of 5k RPM; Halltech gives you about 500 RPM worth of fun north of 6k before you hit redline.
Unless, I am going to the drag races, I would rather have 10 HP increase throughout the entire curve than 15 peak HP. The aFe Dry air intake looks like the winner for the street.
Also, the drop in air filters (aFe dry and Attack Blue) will achieve about half the power gains for a fraction of the cost vs aftermarket air intakes. Hum, decisions to make.
A Big Thanks to Paragon Performance for dyno testing the aftermarket air intakes and individual air filters.
Last edited by Mike's LS3; Apr 19, 2022 at 08:13 PM.
It's up in the air for me. The ported intake manifold and 95mm throttle body along with the blue attack air filter I know definitely works at the drag strip. Just the cold air intake alone at the drag strip is unproven......only showing potential.
Yes sir, all C8 Stingray coupes & HTCs use an identical factory airbox so the filters are interchangeable. That filter is a steal at the current $88 sale price!
I'm probably being a dunce - but where is it for $88?
Been waffling on intake or just filter, but after seeing these results, definitely going with just a filter. Good bang for the buck and a hell of a lot cheaper.
From: Early 2020 Z51 Coupe, Original Owner, Ahwatukee Foothills, AZ
Hat's off to Paragon who as usual created apple's to apple's numbers that are consistent with their controlled outside air temp and humidity environment being the same for all tests.
Impressive numbers for the AFE Dry throughout the lower to mid range rev HP/TQ curve.
Also quite pleased to see that the Halltech shines at high RPM starting at 5000 thru 6500 RPM and by leading at 14 RHP and 12 RWT over stock at 6200 RPM. This certainly tells me where this mod likes to play.
Last edited by ArizonaZ06; Apr 19, 2022 at 08:52 PM.
Hat's off to Paragon who as usual created apple's to apple's numbers that are consistent with their controlled outside air temp and humidity environment being the same for all tests.
Impressive numbers for the AFE Dry throughout the lower to mid range rev HP/TQ curve.
Also quite pleased to see that the Halltech shines at high RPM starting at 5000 thru 6500 RPM and by leading at 14 RHP and 12 RWT over stock at 6200 RPM. This certainly tells me where this mod likes to play.
Agree.....I think that I am all over the place with the intake results. But based on my only experience at the drag strip my c8 already pulls hard on the low end
So the Halltech Intake makes sense now. The c8 starts to flatten out around 5000 rpm and needs some help at that point. Many c8s are running 118/119 trap speed. Hence my convertible c7 was trapping 118 at the same track. So it's obvious something is not adding up. And just maybe that's what Halltech was focusing on regarding their c8 R&D......top end performance.
As a reminder to anyone going the aFe or Corsa route, in order to absolutely maximize airflow be sure to enlarge the factory air intake ducts (something that Paragon didn't do) to truly get every last bit of airflow possible; this really comes into play at higher speeds with increased airflow being fed by the side scoops. You can do this for the K&N as well to feed the chamber. Completely replacing the factory inlet ducts is a big competitive advantage.
Agree.....I think that I am all over the place with the intake results. But based on my only experience at the drag strip my c8 already pulls hard on the low end
So the Halltech Intake makes sense now. The c8 starts to flatten out around 5000 rpm and needs some help at that point. Many c8s are running 118/119 trap speed. Hence my convertible c7 was trapping 118 at the same track. So it's obvious something is not adding up. And just maybe that's what Halltech was focusing on regarding their c8 R&D......top end performance.
If the absolute top-end is what you're after, here is a comparison I made Halltech vs. Corsa from just 5,000 to 6,500 RPM.
Be interesting to see an overlay of 5 runs of each (stock and each intake). When we dyno with datalogging controlling for starting iats, ect, oil temp and fan placement we still see around 2 to 10hp differences between runs. Its so hard getting these little power gains measured. Hats off to paragon for doing their best to try!
If the absolute top-end is what you're after, here is a comparison I made Halltech vs. Corsa from just 5,000 to 6,500 RPM.
Halltech:
Corsa:
The rpm shown above illustrates the comparison rpm line (which is operator chosen) @ 6217 rpm which is the drop off point.. You left out the peak RWHP for the Halltech Hornet in this dyno, which is 443.26@6050 rpm.
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The rpm shown above illustrates the comparison rpm line (which is operator chosen) @ 6217 rpm which is the drop off point.. You left out the peak RWHP for the Halltech Hornet in this dyno, which is 443.26@6050 rpm.
I did not leave it out, it was included in the portion of the graph I highlighted plus mentioned in my peak number summary back on page 1 of this thread. My comment, which you quoted, explains the purpose of the small chart segments.
Originally Posted by Kracka
Quick summary of peak numbers so we have it documented (in order of appearance):
I did not leave it out, it was included in the portion of the graph I highlighted plus mentioned in my peak number summary back on page 1 of this thread. My comment, which you quoted, explains the purpose of the small chart segments.
Thanks for the graph Kracka
The price difference between Halltech and Corsa is just too wide. I do like the fact that Halltech maintains the factory fuel mixture trim throughout the powerband and less turbulence through the air filter. Then picking up decent power beginning at 5000 rpm. My decision on the cold air intakes or drop-in air filters will be up in the air for a little while. Right now it is just too hot for me to drag race my c8.
who as usual created apple's to apple's numbers that are consistent with their controlled outside air temp and humidity environment being the same for all tests.
