Anyone fabricated their own Titanium CAI yet?
 

I'm working with a Titanium shop in Bangkok, been thinking about fab my own
Tita CAI. Wonder if there any been done here? Would be great if you guys can recommend me the size of the tube(oem is 3" 7.5cm? )and the best position they sit in the engine bay. I know Stillen G3 is highly regarded but I dont want to replicate their design (copyright issue).

Thanks in advance

Best
Gem

You wouldn't face any issues going with a titanium version of the gen3's. There is no patent since it's existing technology, copyrights don't extend to designs(you can't call it a stillen gen 3 intake of course though), and it isn't a trade secret since the information to design it is easily attainable a tube of same diameter as the OEM MAF section, bent to clear the engine and core support with maximum bend radii, and place the filters in the cool high pressure air in front of the radiator shielded from debris by the bumper. There is nothing fancy about the gen 3 and yu couldn't face any action by making a similar intake. Even the new takeda? is the same design with a different filter. You are also not making a copy but a similar but different improved part. Go for it, also 3" is way to big unless you want to rescale the MAF sensors in the ecu to install it.

Thanks u sir, give me the idea!
Stillen is 2" right?

best way is to measure the ID of the MAF section on your oem airbox and get tube that matches it. Pop a coupler and grab a caliper. also if they are welding it I hope they do it in an argon box. Titanium corrodes very quickly when welded in anything other than argon, oh and it bends like ****.

Litespeed makes cai in titanium

aluminum is going to be lighter than ti unless the titanium tube you use is super thin. titanium is 50% heavier than aluminum so for real savings you need to make it more than 50 percent thinner. If aluminum tube for a CAI is a about .118" wall you would want the titanium to be at most .048 wall to make the best use of the titanium's strength to weight ratio and once you get that thin it's going to be a pain to bend and weld if it wasn't already.

heat would penetrate the titanium very quickly too.

then you'd also need to buy some MAF sensor bosses which are most likely aluminium and weld those on too. locate them near where the stock ones are so you dont have to extend wiring

actually TI is an awesome insulator so it would be the opposite, this is really its only leg to stand on when it comes to a cai, and he would need to have MAF blocks made of titanium. also position the MAF sensor in the middle of a straight section to keep laminar flow across the sensor

Thanks guys! Great info I got an idea now.
This is previous work, Ti cant be bent at this level of thinness tho, so they need to cut it and weld it to make bends then polish the inner welded spots.

Ps. Past custom Ti work, but im gonna use a different shop.
This car of my frd making 350whp!

What is your friend's setup? i'm curious how he made 350whp NA?

He got the JUN cams and straight exhaust from the headers, loud as hell.
350whp on Dynojet @ ~35C ambient temp, It might reached 360whp with colder intake temp. All running on FConV Pro 3.3

I call bullshít. No way it's making 350WHP with short rams. Dyno must be way off or he's running E85 too. Because the Juns don't really provide power.

Not gonna be able to provide you Dyno sheet as well, this project is done for almost a year and dont know If i can find the documented data, he driving a 430Scud now.
Hood is open while in the dyno, that one of my guess if you said the short rams are suck for 350whp, the car running on 95 octane not E85. Forgot to mention he had IMPUL throattle bodies too, if this can make me sound less bs.

JUNs dont provide power really?

Maybe a hair less, but it also means that if his hood was down he would've lost power, lol. 95 is a bit better, but I still don't think it's high enough that they could advance timing that much... BUT those throttle bodies... Maybe, no one really knows...

And the Jun power tables are so off that it makes no sense. They tested stock and 91 octane vs Jun and 100 octane...

Not to mention that motor they tested the cam in had high compression pistons. The only guy here who's installed the cams has had a rough time getting the car tuned and he's nowhere near 350whp. Hell, 350whp is 10 or so hp higher than the highest NA 370 we've seen here, right?

We need to thanks IMPUL then
Here in Thailand with 30-40C and 80percent humidity
350whp is A LOT, this stock Nismo is 280whp on Dynojet
So with all this set up it add up 70whp, not bad at all for me.
Sad thing is the bloody IMPUL throattle bodies are so expensive.

Its good to see how u guys tune and do things here tho.

That's low for a Nismo. That's about where a normal Z dynos stock. I'd love to know what kind of correction factor was used on the dyno.

The throttle bodies are just larget than stock, right? Was a larger intake fabricated to match? Was VVEL touched at all?

Not that low, maybe the lower end


And why are we hammering this guy? It was his friend's car, lol

Because I'm legitimately curious if there's that much to be gained by opening up the throttle bodies? Those IMPUL ones cost a mint, so it would be nice to know they work before someone shells out the coin to try it out.

Fair enough. My boy AZSpeng will be making some soon

hammering at me? don't feel a thing guys. hahahaha
Most of the data on dyno are undocumented, but this car was on a front page of national tuning mag year ago or so, going to check on that if I can find you guys more info.

For me just simple bolt ons are enough, these freaking expensive parts make too little different, get a 370Z HiRev magazine and you know there are a lot more BS parts and gain you nothing and cost like quarter a million yen

Titanium CAI would look really nice in the engine bay

so you are talking about your guy doing 350whp on a dynojet and also running with a standalone ?

is he running the VVEL head ?
my guess is not.

or just a high reading dyno. knowing his true actual baseline on that dyno would give some more credit to this statement.

prove me wrong ! :) :tup:

edit : sorry, my browser didnt updated properly since when I posted this , I didnt see the few previous post ... so starting with 280whp up to 350whp is definatly possible with bigger TB as I also confirmed this... the sucess is also the right sizing of the exhaust.

so yeah I beleive that 350whp if started at 280whp. He could be close to 355-360whp because of his Jun exhaust cam as per what he said. no doubt.

but im still very curious how he manage to run the VVEL with that standalone... unless he kept the OEM 370z ECU paired with the Fcon

Well I did talk about baseline, scroll up
Yup, VHR head. We did plenty of piggy back and stand alone here with that head.

edit, its just F Con

plus, I kinda surprise that you guys think its a BS with 350whp(OK I know I dont have dyno sheet),
but it just 15-20whp more of what you guys achieved with full bolt ons. This thing has straight exhaust, meaning NO any muffler from
headers which will gain maximum hi end and lost early and mid power and back pressure, along with cams and TBs that cost a small fortune
with a 95(you guys running 91 ?).

I feel you as there has been quite a few on here that didnt beleive in my result as well.. and only on 91 !

To bad I blew the VHR engine because there is even more to be gained.

what do you guys do in thailand to deal with the all year round high ambient air temps?

We are 10cm over the sea so that compensate a bit.