Cool Air Intake

By Shell Black

Check out Mike Mager's Page for more pictures.

	Looking down on engine with battery & tray pulled so you can see just cold air entering the fenderwell
	Looking up into the fender well up into the air intake (directly up into POP charger) as if you were flat on your back, the wire harness goes to your turn signal on the side of the bumper (for orientation)
	Looking at K&N installed on pop with splash gaurd pulled back from wheel well

Comments by Mike Kojima

I have extensively tested the CAI and the POP on the dyno and have found that CAI produces more power than the POP alone from 3500 rpm to the fuel cut.   The gains were 8 hp@5500 rpm and 3 hp at the power peak. Past the power peak the CAI continued to produce more power.  The POP was good for about 2-3 hp over stock on a mildly modified motor.

I wrote an article in the March issue of SCC about the CAI among other things that has dyno charts and stuff so you can see for yourself.

Clark and Jim at JWT have some valid concerns. In their experience Intakes with non-radiuses inlets can cause turbulence that causes irregular MAF voltage readings that cause driveabilty problems particularly at low rpm.

The set up that I and Mike Mager use has an adapter to use the JWT POP with the CAI.  This version is available for sale and I believe that this is the one to get.  It has the advantages of both the POP(bigger filter element, radiuses, non-turbulent base) and the CAI (cold air and resonate supercharging).

Justin Choi's statement that the main power increase that the CAI has is due to the length rather than just cold air is correct.  The added length contributes to resonance that increases VE.

Both Justin (MAF voltage), Mike (1/4 mile time), and myself (dyno) have assembled repeatable quantitative data that is not based on seat of the pants guessing.

This should close the debate unless someone else comes up with repeatable data to the contrary.