We need at least five orders for this to work: BWoody Jeep CAI: List, $349.99, GP Price: $309.99 Shipped. http://bwoodyperformance.com/product_info.php?cPath=32&products_id=109 BWoody Jeep Sway Bar Links: List $275.00, GP price: $235.00 Shipped http://bwoodyperformance.com/product_info.php?cPath=32&products_id=103 BWoody Charger CAI: List: $359.99, GP Price: $299.99 Shipped http://bwoodyperformance.com/product_info.php?cPath=33&products_id=141 BWoody Charger Sway Bar Links: List $275.99, GP Price: $235.00 Shipped http://bwoodyperformance.com/product_info.php?cPath=33&products_id=140
More Product Info: BWoody Jeep CAI vs DUB AIR: I received my BWoody CAI yesterday and installed it immediately thereafter. Even with a broken pinky finger it was cake to put on, I think it took me a half hour, tops. Anyway, after driving around for a few miles the Ass-o-meter said throttle response was greatly improved and it felt stronger everywhere--especially low end/midrange. In search of concrete proof I hit the dyno today, and was somewhat shocked by the results. Here are the spreadsheets showing the gains going from the DUB (peak of 366/370rw SAE 4th gear) to the BWoody (370/378rw SAE 4th gear). The gains at peak rwhp/rwtq were 4rw/8rw but as you can see by looking at the spreadsheet comparison below, the avg gains are HUGE and literally across the entire rpm band. For instance, from 4300-4600rpm the BWoody holds a 10-12rwhp advantage, and from 3400-4600rpm the Bwoody has a 10-15rwtq advantage. The BWoody simply outperformed the DUB across the board (there were absolutely no data points where the dub made more power or torque) which will be much easier to see when the comparison graph is posted. Gains like this from a CAI, let alone vs. another aftermarket CAI, are fairly astonishing to me. Nice work Mike/Gregg. The only other variable that changed since the DUB dyno was the addition of GSM phenolics which won't add power to a cool motor. Coolant temps for all runs (both dub and bwoody) were between 190-200F, with oil temps at 195-210F. Additionally, there was only a .01 variance in correction factor used (1.01 vs. 1.02) between the two tests. A spreadsheet including calculated peaks and gains, of the DUB (left) vs. BWoody (right) both corrected, same gear, same dyno, same vehicle, same operator. s / RPM x1000/ (dub)hp/ (dub)ft-lbs/ (Bw) hp/ (Bw)ft-lbs/ Gains (Bw v. Dub) rwhp/rwtq 0.31 2.80 166.48 312.24 176.01 330.16 +9.53/17.92 0.53 2.90 181.70 329.07 183.73 332.74 +2.03/3.67 0.73 3.00 187.86 328.89 191.97 336.08 +4.11/7.19 0.95 3.10 194.85 330.12 200.29 339.33 +5.44/9.21 1.17 3.20 202.90 333.03 207.74 340.96 +4.84/7.93 1.39 3.30 209.75 333.82 214.91 342.04 +5.16/8.22 1.60 3.40 216.82 334.92 223.46 345.18 +6.64/10.26 1.80 3.50 226.47 339.83 233.95 351.06 +7.48/11.23 2.00 3.60 235.35 343.34 244.58 356.81 +9.23/13.47 2.21 3.70 244.17 346.60 254.79 361.67 +10.62/15.07 2.41 3.80 255.01 352.45 263.13 363.67 +8.12/11.22 2.60 3.90 263.61 355.00 270.27 363.97 +6.66/8.97 2.80 4.00 271.62 356.64 278.70 365.93 +7.08/9.29 3.00 4.10 278.29 356.49 286.02 366.39 +7.73/9.9 3.19 4.20 286.57 358.34 294.78 368.81 +8.21/10.47 3.40 4.30 294.17 359.31 305.28 372.88 +11.11/13.57 3.60 4.40 302.34 360.89 313.50 374.21 +11.16/13.32 3.79 4.50 311.16 363.16 323.41 377.47 +12.25/14.31 3.98 4.60 321.16 366.68 331.40 378.38 +10.24/11.7 4.17 4.70 330.69 369.54 335.55 374.97 +4.86/5.43 4.37 4.80 337.57 369.37 344.61 377.07 +7.04/7.7 4.56 4.90 342.60 367.22 349.43 374.54 +6.83/7.32 4.76 5.00 346.86 364.35 354.51 372.39 +7.65/8.04 4.96 5.10 350.31 360.76 358.07 368.76 +7.76/8 5.16 5.20 354.64 358.19 362.54 366.18 +7.9/7.99 5.37 5.30 358.38 355.15 365.05 361.76 +6.67/6.61 5.57 5.40 362.43 352.50 368.75 358.65 +6.32/6.15 5.78 5.50 363.17 346.80 370.32 353.63 +7.15/6.83 5.99 5.60 365.70 342.99 369.01 346.09 +3.31/3.1 6.22 5.70 364.85 336.19 369.46 340.44 +4.61/4.25 6.44 5.80 363.85 329.48 366.70 332.06 +2.85/2.58 6.67 5.90 363.88 323.92 364.80 324.75 +.92/.83 6.90 6.00 360.89 315.91 361.90 316.80 +1.01/.89 7.14 6.10 356.23 306.72 359.71 309.88 +3.48/3.16 --------- --------- --------- --------- BWoody vs. DUB AIR Graph:
BWoody Jeep CAI vs GSM: Just got back from the dyno, and here are the results. We made three pulls with each CAI trying to keep ECT and oil temps as close as possible to each other between runs. SAE correction was used, and we used fourth gear as always. 1) BWoody Oil: 199F ECT: 195F 401rwhp/399rwtq 2) BWoody Oil: 201F ECT: 190F 401rwhp/400rwtq 3) BWoody Oil: 204F ECT: 194F 401rwhp/399rwtq The 3 pulls with BWoody CAI: 1) GSM Oil: 188F ECT: 190F 388rwhp/387rwtq 2) GSM Oil: 201F ECT: 195F 388rwhp/385rwtq 3) GSM Oil: 204F ECT: 195F 390rwhp/389rwtq Three pulls with the GSM CAI: The All Important Comparison Graph: I expected the results to be in favor of the BWoody but not by double digits. Even Rob and the other guys at the shop found it rather shocking. Regardless, because of this test and the dozens of other dyno/track tests performed by happy BWoody cusotmers I know which CAI is staying on my ride. In closing I've said for some time that I knew 400rwhp/tq SAE was entirely possible with a stock longblock N/A 6.1 in a Jeep, and today that finally came to fruition. We don't need no stinking ported heads, in fact, with a little more tweaking from Dave @ B&G and removal of my cats, I don't see why 410rw isn't possible. We'll find out within the next week. A few more pics of the parts in question:
Bwoody Jeep CAI vs. Stock You asked for it, here it is: All numbers are SAE corrected 4th gear pulls done back to back on the same dyno. This is wasntme's Jeep, I posted the info since he couldn't access DJs runviewer software. Interesting to note that the BWoody CAI gained all that power even though it was heatsoaked to death (14th pull) vs. the stocker (8th pull).
Claude/SilveRt8 running 12.16 with BWoody CAI and bolt ons: http://www.cherokeesrt8.com/forums/showthread.php?t=8332
My 401/400rw SAE N/A stock longblock 4th gear pull (w/out dyno tune, ported TB, or catless mids) with BWoody CAI and full Stainless Works Exhaust:
I saw the info on the BWoody for the LX's on BWoody's site...but it just said that they tested it against one of the most popular competitors CAI's. I just hope it wasn't the DUB.
I saw 3 test...dub, gsm and stock. Where is the test vs. the airhammer or afe2. I would even take one vs. airraid. If you show me gains over the airhammer I would buy it ASAP. *Sale pending results...
we havent tested it against the airhammer but all tests we have done have shown the same gains as the model for the jeep. within a horse or 2. i am not 100 percent sure so i will have a talk with mike when he gets back. as to the links, we have a lot of lx cars running them and a boat load of jeeps with them and havent heard of any problems. they come with everything you need to bolt them right in. the ride is firmer in the corners with almost no body roll
Ok, talk to him please. I would even send you my airhammer to test against. I have the hotchkis sway bar installed what will adding your endlink do to reduce body roll? With the hotchkis installed body roll is almost zero already.
