that 20whp bump at the top of the rev range looks promising let's hope u see those type of gains throughout the rpm range! good luck with your project.

Megan,

your dyno number before your CAI was installed was 280 (with stock intake),
and you got 299 after install and tune.

Do you think you would've gained similar numbers if you had Gen 3 installed and tuned after dyno at 280?

And also given the fact that you had your own, similar to Motordyne, intake manifold was installed but you didn't have a chance to tune it, your 299 also accounts for the 'intake manifold with tune'

if you compare both CAI , I would say my CAI would perform better and give a slight increase of power .

Remember I went on the car with a not fully tuned ECU with the new mods.
since my CAI has a bigger MAF Tube , the MAF table need to be tuned .
its not an easy process during winter time with the street tuning that I'm doing (slippery sometime and always in the lookout for cops and other witness).

with a complete tune, I'm positive that gain will be half more than the Stillen Gen3


I wouldn't give much credit to the intake manifold , the reason being other peoples with the M370 that has test pipe and/or an efficient exhaust lost peak power but showed the normal gain in the mid-range .
and even those with HFC did not gain much anyway because the M370 shift the peak torque point at a lower RPM range ,
lower torque = lower HP

cool, looking forward to the results. Every bit of HP counts for NA.

so the intake manifold is not worthwhile, results are mixed with this one and are not same across the board. And I don't think anyone got their ecu tuned after installing the Motordyne manifold. It might be because of some cars ecu not adapting to the new mods and would result in good gains after tune whereas some would adapt well to the mods and not gain much after tune, as this is a general reason often said by tuners.

so, not to be a necro but this looks very interesting. What ever happened???

Right now the car is sitting at the dealership for a badly cracked flywheel and also waiting for the tranny front seal.

the car on the same dyno with a difference of about 10degree C on the fully modded setup
the result was ;
stock =256whp
modded=311whp

a gain of 55whp


but ! I have mentionned a few time that my Ign Timing was getting pulled everytime at the higher RPM and I also seen a 2 other place on the powerband that my IGN was getting pulled..

it was probably due to the cracked flywheel

as of now , I wont be able to redo some tuning on dyno before next year ,
Im leaving in a few weeks (Army)

I'm wondering without F.I. how much power it will actually gain... I would imagine it would gain at least a little bit... definitely interested in what the results will yield.

I'm also curious about the HR manifold... is that supposed to produce more power?

Quite a gain man... that sucks about the flywheel though. Hopefully it all gets straightened out and you can see if it will do more.

How did the flywheel get cracked? Was it OEM or aftermarket?

OEM ,,, I havent seen any aftermarket flywheel with the 7AT...

Ah, I didn't see that it was AT

Stock cai restriction
 

I have measured the pressure drops across various parts of the stock 370z intake tract at WOT and 7300 rpm to determine where to place the emphasis on reducing restrictions. The engine, intake and exhaust are completely stock except for an EcuTek tune. Your custom cai addresses the most important areas. It would be interesting to know the pressure drop of your cai at the entrance to the throttle body under similar conditions.

The stock intake pressure drops measured are:

1.044” H2O pressure drop of air filter only
2.724” H2O pressure drop of intake duct before the air filter
7.128” H2O pressure drop across stock MAF tube

The major restrictions are in the duct up to the air filter and the MAF sensor. The air filter restriction is small compared to other areas of the intake tract. Even if the filter restriction could be halved the flow gains would be almost negligible compared to the other parts of the intake tract up to the throttle body. The small gain in air filter flow may not be worth the loss of filtering efficiency (% of dust entering the filter that is trapped). Most stock paper air filters have a filtering efficiency of about 99% whereas the oiled gauze low restriction filters have a filtering efficiency of about 96%. Here is a link to an informative air filter test:

K&N Air Filter Review - Debunking the Myths (and why OEM is better)

My conclusion from this is to use high efficiency filters on a low restriction cai and keep dirt out of the engine.

I doubt there's much you can do about the pressure drop in the MAF tube itself (although the "smooth tubes" may mitigate it somewhat); the MAF sensor itself is the restriction.

Also, K&N's definitely show less pressure drop than paper filters (by about 1 -2% at most, mind you) -- they also show consistent gains over the OEM paper.

As to dirt loading/ passing -- higher flow generally means less dirt kept out.

humm there nothing to discuss here as this 2011 old thread was about the custom CAI i did years ago, I went F/I so...
sorry.

What did you do with the cai?!?!?!?!? I want it!