C&L CAI in (pics) Today I finished installing my C&L Intake. Wanted to try somethhing different than the GSM (tired of cleaning....lol). Install was easy except cutting the larger opening in the lower stock air box (If you have a Dremel tool it will be a breeze). HUGE KUDOS to ANDY at PPP for getting this pulled off. He was always on top of my order (I was kind of a pest cause I had to have it by a certain date). He treated me like it was his only order. I even got Saturday delivery to make sure I got it in time to install for "Dyno/Street CMR Tune" on June 17th. ANDY is the MAN! Thanks again and again. June 17th I am meeting up with DynoSteve of RDP Motorsports at Harmon Motive in Torrance for a DiabloSport/Predator "CRM Street/Dyno Tune" by DynoSteve and dyno by Harmon Motive. I want to do a comparison to my last dyno trip (readings in my sig at 390HP/402TQ). This will be a good test between the GSM and the C&L. First: On the Dyno to get a couple of baselines. Second: To the street for the "CMR Street Tune" with DynoSteve and his computer with the CMR software hooked up to my car. This will be the real fun part. It will show his ability to make these cars run like we expect them to. Adjustments include: "Tip-In Speed" (Timing between the pedal response and throttle response), tweak Torque Management, shift points/shift smoothness, and on and on. I don't know everythng yet till I get to talk direct to him. Third: Back to the Harmon Motive dyno with DynoSteve to "tweak it out" and get final RWHP and RWTQ numbers. .
Nice Brudda! Looking forward to the numbers. Looks like that's one of those setups that will definitely work better on the road instead of the dyno.
do you have to use the stock cai box also? i was thinking of putting this in but do not have my factory box. thanks Jim
From what I've read Nathan, the C&L is the hot ticked for my new GT. It changes it so much you need a tune with it. Reports of up to 35RWHP with the SCT tuner with no other mods. I have a buddy that has a Dyno Shop who is a Mustang SCT wiz. It will be interesting to see your results Nathan.
It uses the lower air box. If you want to use the full flow of the C&L you will need to open it up some in the front. There was about a 2 HP diiff if you don't open up the lower air box. I couldn't resist it. Th dyno numbers were too impressive. Sorry....no real "Butt Dyno" reports, but it does sound better, and "feels" stronger. There is a dyno report on with and without the airbox opened up and compared to the AFE and the stock airbox.. and they even did tests with the hood open and closed. http://www.lxforums.com/board/showthread.php?t=100925 Thanks a lot...
Here are some pics of opening the airbox. It is strange but my air box was already opened about 1/2 of what they did, so I went ahead and opened mine up more. There must have been some change in the SRT8 airbox on diff SRT8 models or the diff is the Charger has it and the 300C and/or Magnum does not. Just like the functional hood scoop that is only on the Charger SRT8. http://www.lxforums.com/board/showthread.php?t=98913
I haven;t heard much about this CAI since I stopped looking at CAI threads a while ago. What is different about this one when compared to the design of the AFE II? Anyone?
You can check the linnk on the dyno comparisons between the AFE and the stock air box. It is hard to say where the design is that makes the HP diff. Evident differences...in order of my first thoughts 1) Filter flow rates This would be easy to answer maybe someone should put an AFE filter on a C&L body or visa versa. 2) Inake tube design I used to be a big supporter of the AFE Intake 'velocity stack" design as part of making smooth flow that speeds up as the tube gets smaller. The C&L uses a similar design as the "Injen" CAI but is a full 4" all the way and the "Injen" has a horrible filter. But "Injen" claimed that air/fuel mix was improved by their "special designed" intake tube. 3) Air box. The AFE may not have enough intake area, I have never seen what teh AFE air box loooks like n the intake area. If it is sealed only to the 3" hole in the bottom on the engine bay, that may be it's problem. IMHO Oh yea....duh.... I just noticed I named the only 3 major components used in a CAI as possible design errors. Only thing I left out was IAT sensor location, and of course the material of choice for the intake tube. :dancing: Uh oh...... now this is starting to turn into a CAI thread.
On the C&L the IAT it is very close to stock location. On the GSM it is down near the 3" air inlet hole below the stock location.
