I found it pretty interesting when I did a cold air intake test versus a modified stock short ram intake. This graph shows a change in a fully tuned motor. On the last run I decided to put my 3" cold air/BPi flowstack on his car and just see what happened. The results were very intriguing.

Peak power did not increase much but look at ~4000 rpm!!

I had the vtec crossover for this motor at 5000 rpm. Hmmmm, what happens if you start lowering the vtec crossover towards that peak at 4000?

Well here you go:

This is the other motor. The one with the Skunk2 manifold but with my 3" cold air/BPi flowstack.

on the runs showed here, you can see the progression of the vtec crossover. Gaining more and more midrange.

So in this aspect, the intake you decide to run for your car will dramatically change where the vtec crossover needs to be. And that my friends requires tuning.

Get your damn cars tuned you filthy animals!!

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

the first chart and second chart are not the same engines. The first chart was just showing what a fully tuned engine setup for a short ram would do when a cold air intake was installed. No changes were made after that run because it was my cold air intake, the short ram was put back on his car.

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

you didnt even mention what kind of vtec controller it was so how do you expect people to help you?

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

long runners will move tq Lower in the rpms,
short runners will move tq higher in the rpms.

That is why one should consider the entire intake system when doing a build and not just the individual pieces. For example if someone goes out and buys and short runner intake manifold, to try and raise the tq curve, and then throws a long tube CAI on it. You would reduce the projected gains of the short runners. Although there would still be a bit better throttle response with the short runners if the throttle plate is closer to the valves.

Modified by GhostAccord at 3:09 PM 6/20/2008

http://www.honda-tech.com/gara...=6303

only parts i havent tested are different sized throttle bodies. That'll come eventually i suppose.

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

I think that the same principles will carry over to the TB sizes as well. can't wait to see your results.

http://www.honda-tech.com/gara...=6303

the actual point of running a COLD AIR intake isnt going to be as pronouced on a Dyno where either intake is sucking hot air from around the same general area. my guess is your intake temps were about the same on either of those runs and something else caused the differences you saw.

If you want your test to be a little more valid, you are going to need to post the graphs with logs of the actual intake temps since the point of running a cold air intake is going to be that you are getting colder air.

www.homemadeturbo.com

--- Xenocron ---

tuning the intake resonance comes to mind.

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you

No doubt...but how many of these Cold Air companies do you think are actually tuning resonance frequencies

www.homemadeturbo.com

--- Xenocron ---

Quote, originally posted by Combustion Contraption »

i am going to beat you up if i ever meet you