Because Term is a flaming ricer. This is common knowledge, geez.

 

So we can tune it to burn rice and gobble up 38 lb/min air through the intake.

It's a hobby as well as a money pit you know.

 

Is it me or why are people designing these intakes with crazy size couplers. What ever happened to the two peice SRI? Like one 3" coupler that was approximately 2 - 3 inches long and two mandrel bent pipes that connect with another coupler approxiamtely 4 inches from the MAF sensor? Or weld on a MAF to a mandrel bent pipe and put the coupler prevoius to the MAF?

Vibrant is awesome. There couplers are really thick. I bought all new Vibrant on my SVT when I got an AEM intake.

 

I got the new filter on and it seems to be a ton smoother on cold starts now. I need to retune the MAF tables now though because the K&N did change how the air hits the MAF sensor. Overall though it runs pretty good. Going to log it tomorrow to see how much everything changed.

 

I think you change things, just so you can tune more. What are you going to do with yourself when your car is all set up?

 

It is never finished though. I constantly change things as my wants and needs change. I am always looking for more power and better driveability.

 

Hey Term, is the K&N working out with the AEM elbow?

Is the K&N filter about the same size as the AEM Dryflow that came with the intake?

 

I seriously lol termi's car will never be "all set up"

 

I got a K&N filter for the AEM intake too

 

I also had all the install problems that PrincessTurbo had and sent CIA a bunch of pictures as well as emails and never heard a word. I got the tubing to line up after alot of playing around and finally had to trim the coupler several times to get it to fit properly. I haven't had any choking problems as of yet but have always been concerned. Thank you PrincessTurbo for posting the link to the better and proper coupler that shoud of been used.

 

I will have a video shortly directly from AEM showing that the coupler will not collapse.

Also they benchflowed the k&n filter I bought vs their filter and the AEM flowed a lot better

 

Yay!

 

well i just bought the kn filter also... here is a video of my car and its issues with flutter. the noise is clearly coming from the intake filter no where else....

http://www.youtube.com/watch?v=c97hKkihKl4

 

Sounds bad . Sounds like an elbow .. or something wrong with bov not releasing the way it should be , somethings wrong

 

AEM did some tests and found that the k&n flows less

 

Did they figure out why the intake is causing compressor choke, AKA. the BPV flutter on cold starts?

 

So we wont get flutters if using the stock air box?

 

Some do, some don't... it's really strange. I don't...

 

I do on the stock box.

 

Is yours a 2009?

It seems like 2008's are surging only. They had an 09 there too with no surging issues. But aem is still working on it

 

No mine is an 08 but I did reinforce the coupler quite a bit. Might be a little "jerry-rigged" but it works.
But I kind of did that right away so unfortunately for everyone else I can't say if it is a fix or not because I'm not sure it would have surged. I just took precaution.

 

what exactly did you do/use to "jerry-rig" it?

 

It makes no difference whether it is an 09 or 08 both cars are the same. It is not a MAF tuning issue either because mine surges with the stock airbox down to the filter with the silicone elbow attached. As soon as I put the stock intake tube back on the surging stops and the car runs smoother especially on cold starts.

 

[QUOTE=Terminator2;4560238]I have the results and it seems that with the filter removed the issue is gone. The gauge went from reading 6 inches of vacuum to 10 inches of vacuum with no changes other than yanking the filter. So that tells me it is definately taking a load off the engine. It is that dryflow filter they use! Even though it is sizeable it apparently causes quite a bit of restriction. Use a big K&N or similar type filter and you should have no issues. I am going to order a 3.25"inlet 8" long Part # RU-5122 on my car. That should help airflow. [/QUOTE]

One of the members of this forum contacted us at AEM about this issue a few months ago. Our R&D engineers have taken some time to review and address your concerns in detail and created a technical report. We've also created a video using our flowbench to demonstrate the increase in restriction when removing the filter. In that video we also demonstrate the robustness of our S.S. spring reinforced silicone elbow coupler. That's right, our silicone elbow coupler has a S.S. spring imbedded in the material!

But before you read our report or see our video, we need to address the statement quoted above:

"The gauge went from reading 6 inches of vacuum to 10 inches of vacuum with no changes other than yanking the filter. So that tells me it is definately taking a load off the engine."

While we know you had the right intentions, this is a common false conclusion based on a misinterpretation of basic fluid dynamic principles. To be clear, whenever you change something on the intake side of the throttle body that results in an increase in vacuum, that means you have just INCREASED the level of RESTRICTION.

Don't believe us? Here's an easy experiment you can try at home:

With a vacuum gage hooked up, and your engine idling at operating temp, try placing a plastic grocery bag slowly over your conical intake filter. As you cover more of the filter with the bag and create more restriction, you will watch the vacuum increase. It will continue to increase until the point that the restriction is so high that the engine stalls. At that point the vacuum will suddenly fall off, just as your engine dies.

Makes sense now, doesn't it? So when you remove the DRYFLOW synthetic air filter from the AEM Cold Air Intake and see an increase in vacuum, what you're reading is an increase in restriction = less flow to your engine.

Just to be perfectly clear, on your intake side:

MORE VACUUM = MORE RESTRICTION

We hope this clears up some confusion on this forum. Remember, we can only make more power on the dyno if there is more flow, not less.
http://www.aemintakes.com/dynocharts...1-682_dyno.pdf

Check out our video demonstration at:

http://www.youtube.com/watch?v=CGcqTMj62a0

For more details, we would be glad to post a PDF copy of our technical review of this kit. If you have any questions or concerns please let us know. Our goal is to engineer all of our kits to outperform the competition, so we appreciate any feedback or suggestions from our customers.

 

One of the members of this forum contacted us at AEM about this issue a few months ago. Our R&D engineers have taken some time to review and address your concerns in detail and created a technical report. We've also created a video using our flowbench to demonstrate the increase in restriction when removing the filter. In that video we also demonstrate the robustness of our S.S. spring reinforced silicone elbow coupler. That's right, our silicone elbow coupler has a S.S. spring imbedded in the material!

But before you read our report or see our video, we need to address the statement quoted above:

"The gauge went from reading 6 inches of vacuum to 10 inches of vacuum with no changes other than yanking the filter. So that tells me it is definately taking a load off the engine."

While we know you had the right intentions, this is a common false conclusion based on a misinterpretation of basic fluid dynamic principles. To be clear, whenever you change something on the intake side of the throttle body that results in an increase in vacuum, that means you have just INCREASED the level of RESTRICTION.

Don't believe us? Here's an easy experiment you can try at home:

With a vacuum gage hooked up, and your engine idling at operating temp, try placing a plastic grocery bag slowly over your conical intake filter. As you cover more of the filter with the bag and create more restriction, you will watch the vacuum increase. It will continue to increase until the point that the restriction is so high that the engine stalls. At that point the vacuum will suddenly fall off, just as your engine dies.

Makes sense now, doesn't it? So when you remove the DRYFLOW synthetic air filter from the AEM Cold Air Intake and see an increase in vacuum, what you're reading is an increase in restriction = less flow to your engine.

Just to be perfectly clear, on your intake side:

MORE VACUUM = MORE RESTRICTION

We hope this clears up some confusion on this forum. Remember, we can only make more power on the dyno if there is more flow, not less.
http://www.aemintakes.com/dynocharts...1-682_dyno.pdf

Check out our video demonstration at:

http://www.youtube.com/watch?v=CGcqTMj62a0

For more details, we would be glad to post a PDF copy of our technical review of this kit. If you have any questions or concerns please let us know. Our goal is to engineer all of our kits to outperform the competition, so we appreciate any feedback or suggestions from our customers. [/QUOTE]

Has the stainless steel spring allways been used in the coupler ? I have the AEM intake and have not had any issues with it.