Diablosport Forums

mikel wrote:those trims are nothing to be concerned with, but could be dialed in a bit.

Check out tpctuning.com for a good email tune option here.


Thanks

Would that be MAF curve or actually altering the fueling tables with the appropriate software???

mikel wrote:those trims are nothing to be concerned with, but could be dialed in a bit.

Check out tpctuning.com for a good email tune option here.


Thanks

Thanks...will check them out...

maf adjustment is global on the device, so if you make changes to affect cruise, it will negatively affect the 0 trims you have at idle.

So, i really started looking closely at this #75-5003 S&B CAI. The first thing i noticed was consistently higher IAT's than we recorded with the stock Ford intake.

I then started taking measurements...

A 90mm MAF has opening of 9.8 square inches. For comparison, an 83 mm MAF (C&L) is 8.34 square inches in area and the stock Ford is 80mm, for 7.74 square inches of total area.

The stock Ford air filter opening is 12.5 square inches. The square, rubber snorkel opening is approximately 9.18 square inches.

Based on the measurements, the stock Ford intake box cannot create a restriction....the car runs stronger with the stock airbox

But i noticed a huge restriction on the S&B filter...a huge, squared-off step down, brick wall, airflow restriction...from 80mm to 65mm

Hmmmm.....

mikel wrote:maf adjustment is global on the device, so if you make changes to affect cruise, it will negatively affect the 0 trims you have at idle.

Ahhhh!!!!!!!

Thanks for that tip!!!!!

So, It would seem that S&B things a 65mm hole in a filter on an 80mm MAF is a good idea???

they do that so it doesnt require a tune ideally.
Which is why a no tune required CAI cant add much power because if it did, it would lead to lean codes due to the extra airflow.

mikel wrote:they do that so it doesnt require a tune ideally.
Which is why a no tune required CAI cant add much power because if it did, it would lead to lean codes due to the extra airflow.

I'm also noticing that the intake doesn't really alter the fuel trims unless the diameter is changed dramatically...even a supposedly 'High Flow' K&N filter doesn't change fuel trims if the MAF diameter is constant...

So a 280 CID engine at 6000 can flow 486 CFM at approximately 80% VE.

A test of the stock S197 rubber hose, airbox and paper filter I found yielded 620 CFM.

The stock S197 twin 55mm throttles have 110mm of total area and Kenne-Bell claims they have flowed one to 890CFM.

Kenne-Bell published tests show that 1.5CFM is needed for every 1 horsepower produced.

So, the stock throttle body could flow enough air to support 593 Horsepower.

Every CAI I have seen tested produced higher IAT's than the stock Ford airbox.

S197 PCM Strategy retards timing when IAT's are high.

Hmmmm.....

Keep in mind those KB tests were likely done with a blower pulling air behind the TB, so its not relative to what it can do on an N/A motor, but you are seeing the light

I will reiterate that there are legit power gains available from some of the larger CAI kits and corresponding tunes, but IATs are a factor and some kits do a better job of managing them than others.

mikel wrote:Keep in mind those KB tests were likely done with a blower pulling air behind the TB, so its not relative to what it can do on an N/A motor, but you are seeing the light

I will reiterate that there are legit power gains available from some of the larger CAI kits and corresponding tunes, but IATs are a factor and some kits do a better job of managing them than others.

I pay really close attention to the IAT's and the spark timing maps...No argument that there are legit HP gains with some cold air intakes...but there is a LOT of 'snake-oil' out there....