CAI HP limitations?
CAI HP limitations? For a LT1 style replacement CAI (SLP, K&N, Moroso, etc) is there a HP limitation with these setups? At what point would one consider something more custom?
Im all set to have a custom piece made next week, but wondering if its really worth it?
Im all set to have a custom piece made next week, but wondering if its really worth it?
Launching!
Joined: Feb 2009
Posts: 280
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From: bodymore
cfm = rpm x displacement / 3456
how big how high you gonna spin it?
even if you spin it to 7000 and have a 6.0...
7000 x 366 / 3456
741 cfm
that's ridiculous. the CAI filters usually flow 900-1000 cfm IIRC, check their sites for actual cfm ratings
on second thought also remember that if you don't change it every run its gonna get some dirt on it and clog it a little bit. so keep that in mind too. don't necessarily go for the highest flowing one..find the one that flows the most after being used a bit i suppose? unless you are gonna clean it or replace it all the time..can be costly haha
how big how high you gonna spin it?
even if you spin it to 7000 and have a 6.0...
7000 x 366 / 3456
741 cfm
that's ridiculous. the CAI filters usually flow 900-1000 cfm IIRC, check their sites for actual cfm ratings
on second thought also remember that if you don't change it every run its gonna get some dirt on it and clog it a little bit. so keep that in mind too. don't necessarily go for the highest flowing one..find the one that flows the most after being used a bit i suppose? unless you are gonna clean it or replace it all the time..can be costly haha
cfm = rpm x displacement / 3456
how big how high you gonna spin it?
even if you spin it to 7000 and have a 6.0...
7000 x 366 / 3456
741 cfm
that's ridiculous. the CAI filters usually flow 900-1000 cfm IIRC, check their sites for actual cfm ratings
on second thought also remember that if you don't change it every run its gonna get some dirt on it and clog it a little bit. so keep that in mind too. don't necessarily go for the highest flowing one..find the one that flows the most after being used a bit i suppose? unless you are gonna clean it or replace it all the time..can be costly haha
how big how high you gonna spin it?
even if you spin it to 7000 and have a 6.0...
7000 x 366 / 3456
741 cfm
that's ridiculous. the CAI filters usually flow 900-1000 cfm IIRC, check their sites for actual cfm ratings
on second thought also remember that if you don't change it every run its gonna get some dirt on it and clog it a little bit. so keep that in mind too. don't necessarily go for the highest flowing one..find the one that flows the most after being used a bit i suppose? unless you are gonna clean it or replace it all the time..can be costly haha
I wonder if anyone ever dug up CFM flows on the different CAI's, LPE, SLP, K&N, Moroso, etc....
Then I wonder, the LS1 airbox cant flow much more...so the gains must be from fewer turns...
-Dustin-
Then I wonder, the LS1 airbox cant flow much more...so the gains must be from fewer turns...
-Dustin-
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I said a few times that I dyno'd back to back with a H/C 350 spinning to 6400 and only made less then 2rwhp more with an open TB then a FIPK.
Unless you are a high rpm 400+ Ci NA engine or turbo/supercharged a CAI is more then enough IMO.
I will be doing back to back tests with a FIPK and an LS1 lid on a big headed 7k rpm 383 once my build is together, both dyno and strip. I expect very similar numbers on both.
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Verdad Gallardo The K&N FIPK flows more then a 58mm monoblade...it won't be a restriction unless the filter is very dirty.
I said a few times that I dyno'd back to back with a H/C 350 spinning to 6400 and only made less then 2rwhp more with an open TB then a FIPK.
Unless you are a high rpm 400+ Ci NA engine or turbo/supercharged a CAI is more then enough IMO.
I will be doing back to back tests with a FIPK and an LS1 lid on a big headed 7k rpm 383 once my build is together, both dyno and strip. I expect very similar numbers on both.
I said a few times that I dyno'd back to back with a H/C 350 spinning to 6400 and only made less then 2rwhp more with an open TB then a FIPK.
Unless you are a high rpm 400+ Ci NA engine or turbo/supercharged a CAI is more then enough IMO.
I will be doing back to back tests with a FIPK and an LS1 lid on a big headed 7k rpm 383 once my build is together, both dyno and strip. I expect very similar numbers on both.
-Dustin-
I can tell you this, there is almost zero restriction from my LT1 WS6 airbox setup. I did a key on engine off MAP reading of 103.5, WOT map was 102.1, stayed above 100 kpa the whole run.
Personally I think its useless with anything less then an AGGRESSIVE NA 396 or a FI setup, but other people swear its good for 20hp on a 355. I don't see how considering I didn't even get a 5hp flywheel difference with NO intake, and the intake would need a considerable amount of positive pressure to gain that much, but to each his own
. 
Thanks for the inputs guys.
Think Im sold on trying to stick with an aftermarket LT1 CAI.
Now my setup isnt exactly stock, Ive got an Aarons elbow (w/AS&M TB) on a single plane (victor-e). Id be interested to see if anyone knows if there will be fitting issues, I know someone has tried this.
Think Im sold on trying to stick with an aftermarket LT1 CAI.
Now my setup isnt exactly stock, Ive got an Aarons elbow (w/AS&M TB) on a single plane (victor-e). Id be interested to see if anyone knows if there will be fitting issues, I know someone has tried this.
The K&N FIPK flows more then a 58mm monoblade...it won't be a restriction unless the filter is very dirty.
I said a few times that I dyno'd back to back with a H/C 350 spinning to 6400 and only made less then 2rwhp more with an open TB then a FIPK.
Unless you are a high rpm 400+ Ci NA engine or turbo/supercharged a CAI is more then enough IMO.
I will be doing back to back tests with a FIPK and an LS1 lid on a big headed 7k rpm 383 once my build is together, both dyno and strip. I expect very similar numbers on both.
I said a few times that I dyno'd back to back with a H/C 350 spinning to 6400 and only made less then 2rwhp more with an open TB then a FIPK.
Unless you are a high rpm 400+ Ci NA engine or turbo/supercharged a CAI is more then enough IMO.
I will be doing back to back tests with a FIPK and an LS1 lid on a big headed 7k rpm 383 once my build is together, both dyno and strip. I expect very similar numbers on both.
I paid off a motorcycle, bought a new one, and then got a second LT1 so the Z28 has been on the back burner for a while now. I am focused on rebuilding the TA as a decent baby cam/ported stocker DD, and then will be back on the Z.
No ETA, sorry :p. As a bonus though I am going a lot more aggressive on the rest of car since it will barely be seeing any street duty with the bike and TA replacing it.
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