aem ram intake

[Sir Nuke]

I wish I had access to a dyno....but don't....I have already installed the INJEN CAI and the Bosal Cat-back exhaust....the only dyno I have is my BUTT dyno....and there is a noticable difference, at least to me....I just wish I knew exactly how much BANG I got for my buck. And if a dyno ever did present itself....I could always put my wife's P-5 on...then mine...hers is still bone stock. but who knows....MAYBE AEM or Injen will actuall show some dyno results some time...if you could actually trust them to be actual results. its not like it would be the first time someone lied to us.

 

[APEXistud]

I'm almost positive that the Injen will out perform the AEM, but not by much. I'm thinking more in the horsepower on the top end of the rev band as most cold air intakes always do. The AEM is likely to have more to torque on the lower end of the rev band, but will drop off at around 4500 or 5000.

 

[freekwonder]

as soon as i get $50, im going to get my car dyno'd mine is completely stock. well i have tint on it that might add a few horses . after i get my intake ill get another dyno done

 

[Douggie]

ok lets get back on subject here or this one is getting locked. its turning into a b**** out contest. and getting off subject of the aem intake.

me personally im going to get an IJEN cold air intake. and HOPE a get a few horses for it. like i said HOPE ill get some power from it.

Yep, getting back to the subject is a good idea.

Now, as whether INJEN or AEM actually perfoms better, that can only be decided by numbers provided by a dyno run.

But here's some food for thought (theory):
Assume that the filter is not present, so the bottleneck is at the intake piping.

The AEM is shorter, less resistance to air flow in the pipes, so better flow. The Injen is longer, so the resistance is higher( has more bends in the piping too, i think)

On the other hand, the Injen does suck in cooler air than the AEM, so theoretically there should be more oxygen sucked in per unit volume of air. So it "might" make up for the speed of air flow difference.

Now, the BIG question is: How big is the difference?
Without any measurement tools, it's really hard to say. And once you put that cone filter on, it's going to add more restriction in the air-flow.

So, based on these observations, i would say that the difference is negligible (a "scientific" guess)

 

[Allen]

Yep, getting back to the subject is a good idea.

Now, as whether INJEN or AEM actually perfoms better, that can only be decided by numbers provided by a dyno run.

On the other hand, the Injen does suck in cooler air than the AEM, so theoretically there should be more oxygen sucked in per unit volume of air. So it "might" make up for the speed of air flow difference.

So, based on these observations, i would say that the difference is negligible (a "scientific" guess)

Well, then wouldn't it be something like.... Injen would make a bigger difference compared to the AEM intake at lower gears/speed (such as initial launch off)? Because, at a higher speed on a highway, the wind will be cooler coming into the engine compartment or wheel well... especially when the amount of wind filtered in at that speed will be enormous either way... therefore, at high speed neither makes much a difference, right?

 

[freekwonder]

well if i have the money and convince the wife at the time. i will try and buy the injen AND the AEM intakes and dyno both. both companies make good products its just the fact of which will make more power and what Douggie says makes good sense.

 

[Douggie]

Well, then wouldn't it be something like.... Injen would make a bigger difference compared to the AEM intake at lower gears/speed (such as initial launch off)? Because, at a higher speed on a highway, the wind will be cooler coming into the engine compartment or wheel well... especially when the amount of wind filtered in at that speed will be enormous either way... therefore, at high speed neither makes much a difference, right?

Yeah, I think what you said makes sense. Because at moving speeds (fast, i suppose), there is constant air flow going into the engine compartment so that the temp difference between the wheel well and the engine compartment will be very small. So probably not a significant difference between AEM and Injen during motion.

But for initial launches, I'm not sure how much oxygen content varies with different temperatures. If the difference is not big, then the Injen drawing more cool air won't be much better than the AEM. In addition, more oxygen doesn't necessary mean more power. Remember, we're not burning oxygen, we're burning gas/fuel. Oxygen is necessary in combustion, but if you have a fixed amount of fuel to burn, does it really make a difference if you have lots more of oxygen? (and remember, our cars are already designed to have adequate oxygen for combustion even if it's bone stock )

 

[neccrixx]

OK, as an aerospace engineer I feel like I have to step in here and say a few things. First of all, air, like many other fluids, depends greatly on the temperature. A difference of 5 degrees Farentheit makes a big difference in the density and kinematic viscosity of air. Both of these factors affect the Reynolds number, Prandtl number, and Nusselt number. It is impossible to measure heat transfer and temperature drops (or gains) without these. Likewise, Reynolds number dictates whether a flow is laminar or turbulent. So, it is important to understand that the design of these systems has to take all of these into effect.

As far as colder air at top speeds, that sentence makes very good sense. The only thing is, how do you simulate this in a dyno setup?

About the extra length the air must travel, I don't see this as a problem. If you look at the boundary conditions as the distance between (after) the air filter and the throttle body, you will see that once air starts moving, the constant flow theory says that it does not matter what the distance is. The only drawback is that the air might have additional time to heat up again and the pressure drop. But with these short distances, I don't see the pressure drop being significant at all. And, in fact, since these intakes are insulated, the air will probably not heat up significantly either.

The only area left for debate is the z-bends. Certainly every bend gives a pressure drop. the more drastic the bend, the higher the pressure drop.

And it is my opinion that a short air intake will probably not outperform a true cold air intake because of the temperature differences between the air.

I will try to find some dyno results to prove this...