Best Intake for IS350?
#31
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I agree with you about the power, but not the sound. I've replaced my OEM intake pipe with the Joez pipe; removed the carbon filter, capped the resonator in the cold air snorkel, and replaced the OEM filter with an HKS foam filter. I haven't noticed ANY difference in sound.
Last edited by Ramon; 01-06-07 at 11:14 PM.
#32
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I have a Joe Z and a K&N drop in, I haven't modified the 2nd resonator at all and I can definatly tell a difference. It's not HUGE, but it's definatly there. Most others with the Joe Z have also noticed this slight change in sound.I have a Joe Z and a K&N drop in, I haven't modified the 2nd resonator at all and I can definatly tell a difference. It's not HUGE, but it's definatly there. Most others with the Joe Z have also noticed this slight change in sound.
Last edited by Gernby; 01-07-07 at 10:18 AM.
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#38
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P.S. - Plan on selling that ECU of yours? It looks really cool...think it would work with the TOM's Supercharger?
#39
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But saying it couldn't get air through it in NA form is wrong. All through the idea of an intercooler on a NA car is like having a superchareger on the manifold with the belts off.
P.S. - Plan on selling that ECU of yours? It looks really cool...think it would work with the TOM's Supercharger?
P.S. - Plan on selling that ECU of yours? It looks really cool...think it would work with the TOM's Supercharger?
Without FI, the gains from the difference in intake temperature would not overcome the losses from the added restriction.
I hope to offer my piggy-back ECU for sale sometime in the future, but I have no idea when. I think it would be fantastic for FI applications.
#40
I recorded this video with several different intake combos on my car.
great vid! im not sure what the snorkel stuff is but i think i like the last clip the best
#43
Tech Info Resource
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The ONLY reason for a heat exchanger on an intake is to support forced induction. Air heats when it compresses. No matter how you compress the air - turbocharger, supercharger, leaf blower, etc. - you will add heat to the air when it is compressed. A heat exchanger lets you remove some of the heat (which, BTW, also reduces pressure!) to allow your engine to use cheaper fuel, or add more boost on the same fuel without detonating. They are absolutely pointless on an NA application, and the added restriction would only add to pumping losses in the system.
#44
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My statement wasn't about turbo or SC applications. It was totally about using an IC with an NA setup. I would agree that the biggest low pressure region in the intake is after the TB, but every minor restriction (cold air snorkel, air filter, MAF) will cause some reduction in pressure (and some cooling). I actually measured this a few years ago with my S2000 by running a temp sensor up through my intake pipe just a couple inches before the TB. There was almost a 1 degree drop in IAT between cruising at 80 MPH, and cruising at 140 MPH. At 80 MPH, the IAT was right at ambient.
#45
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I know you were talking about an NA setup, but there's no practical way to put a charge cooler between the throttlebody and the manifold. And as you said, if you did, it would add heat, not remove it.
The throttlebody will create a much greater temperature drop at an inverse to opening (less opening, more cooling; more opening, less cooling) and the valves themselves create a wonderful cooling effect when the intake charge goes into the cylinder (which fights fuel atomisation in port injected and carburetted applications, but does not similarly affect GDI since the fuel doesn't enter the combustion chamber until after the intake valve is finished with its task and temperature is rising from compression.)
One degree on IAT isn't going to make the difference between running regular or premium, or between running pump premium and 100 octane. I'd call it a negligible difference for all practical applications.
The throttlebody will create a much greater temperature drop at an inverse to opening (less opening, more cooling; more opening, less cooling) and the valves themselves create a wonderful cooling effect when the intake charge goes into the cylinder (which fights fuel atomisation in port injected and carburetted applications, but does not similarly affect GDI since the fuel doesn't enter the combustion chamber until after the intake valve is finished with its task and temperature is rising from compression.)
One degree on IAT isn't going to make the difference between running regular or premium, or between running pump premium and 100 octane. I'd call it a negligible difference for all practical applications.