Waiting on these. . . . .

 

Bump for pics.

 

I forgot...I am going now.

 

I think I am going to buy the AEM after class

 

Still having issues? I like my AEM so far and because AEMs silicone tube fits the stock airbox I believe that the intake tube is closer to stock size than others which are 2 7/8 to 3" AEM's is 3.25"

 

Nice. It seems to be running slightly better since I changed the filter, but it still limps. Except now it will take its self out of limp mode without me turning the car off/on. All my teachers are stumped and fellow classmates aswell. On the AEM I seen it has the stock braided line connect to it. As you can see in my pix its gone and now has a High pressure check valve and filter. will that be ok?

 

I think i'm going to hold out for the CIA cai. It looks to be one that uses a basic elbow to connect to the turbo, which i can switch out for the larger mouth on mine. yay!

 

Most of the time if your seeing P0101 (cruise fuel trim rich) codes after you have installed a new intake and have insured there are no leaks it is being caused by fine oil mist from the filter contaminating the MAF sensor. (usually takes about a week or two for the issue to raise its ugly head) Once its contaminated it is almost impossible to make the MAF work right again. I had this issue for a while after I put my CAI on last year. Once I changed the MAF the issue went away and never came back again. However at the same time I went to a dry flow non oiled filter.
You can spray the maff out with electrical cleaner or brake clean until the cows come home and it will fix it for a day but the issue comes right back. What I'm saying is in most cases its not really the fault of the CAI its the fault of the filter attached to it contaminating the MAF.

It also requires the fault to set 2 consecutive times to throw a code. If it sets just once during a key cycle it controls wastegate wide open and the boost drops to 2 to 5 LBS until the next key cycle.(the ECM goes into catalytic converter engine protection mode) The first time it sets you wont see a code but you'll be scratching your head wondering why the boost just went away all the sudden.

If your setting P0101's monitor the cruise fuel trim(LTFT) while driving 20 or 30 miles at light throttle. If the LTFT's continue to fall and go below -25 it will trip the code the first time. -25 is the P0101 threshold in the diagnostic algorithm. The part that is odd is if you watch it in real time you usually won't see above -15. Sometimes this is caused by to slow of an update rate of the tool you are using to monitor the data with. If you do a real time capture you will find the value is quite different at times than real time monitoring.

The same thing can happen with a K&N drop in.

 

this would make sense seeing as when I cruise it limps and when I am hotroding it runs like a champ. So should I try a new MAF first?

I just got here to class, and on my drive here which was about 45 min. every time I hit the gas alittle to get about 10-15 lbs boost the engine would kick once or twice. No limp mode during cruise this time though. I am thinking about calling Dejon today after class and seeing what he has to say.

 

yea if I drove mine hard it wouldn't fall out and set codes as often. It totally stood out when I was just cruising around. Changed the maf and filter problem gone and never returned.

remember the code has to get triggered twice in consecutive key cycles to cause limp. If it sets this key cycle and not the next it won't go into limp and it won't turn on the CEL. Thats how a Powertrain B type code works.

 

If oil gets in the MAF cleaning it normally fixes the issue unless the sensor is completely shorted out. Rich codes normally arise when their is a leak post MAF. The turbo fitting fits like crap on the dejon intake that can be the issue.

I was having issues with my dejon intake no more issues with my AEM now it seems. Car drives tons better now

 

Terminator what you say is true about air leaks. And yes sometimes you can clean a MAF. But if the hot wire cokes from the oil many times you can't fix them, at least not permanently. Put another way I've never been successful at fixing one that was hosed.

Yes if you have a downstream air leak everything I said means squat. If you don't everything I said is valid.

 

I agree.

 

I have re fitted the intake to the turbo 3 times. One of the instructors at school said to unplug the MAF sensor and if it stops the problem its the MAF if it still happens its something with the intake.

 

I have re fitted the intake to the turbo 3 times. One of the instructors at school said to unplug the MAF sensor and if it stops the problem its the MAF if it still happens its something with the intake.

 

I unplugged the MAF last night and drove around the block and it seems alittle bit better. I am going to drive it to class with it off today and see how it acts

 

You know... I guess it never occured to me that you can do that. Does it switch to an open mode or use the MAPs after that?

 

I have no clue what its using. It runs perfect as it is now with the MAF unplugged. I am going to call and order a new MAF sensor then reset CEL and hopefully I will be back in business

 

Im having the same problem did the maf fix that and do u think that i can get it warrentied from the dealer

 

Hmm. I'll do that in the morning. Mine is throwing a lean code P0174 i think. Its also causing the engines rpm to hang near 1700 with the intake on. With the stock box on, I'm running perfectly fine. Stumps me.

 

k&n is releasing an Intake for our car in about 30 days. I am being sent one to test on my car at our dyno for them. I will let you guys know.

 

Found out my issue. They sent me the wrong damn intake. Cobalt Addiction sent me an intake for a 2.2 and not a 2.4. I've emailed them, and as usual, have no response. The guy at Weapon-R said the different intake would definitely cause my problems. ugh.