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Reply With QuoteNeither. Stockbox ftw!
Posted from a fone.
This is a discussion on Cold Air or Short Ram???? within the Engine Modifications forums, part of the Tech & Modifying & General Repairs category; i have an 02 wrx wagon and im stuck between an Injen CAI and a K&N Typhoon Short Ram, i ...
i have an 02 wrx wagon and im stuck between an Injen CAI and a K&N Typhoon Short Ram, i know the cons and pros between a short ram and CAI, just asking for some opinions!
Neither. Stockbox ftw!
Posted from a fone.
Originally Posted by UEDan
^this.. unless you are running a larger turbo and front mount IC. Stock ram air box doesn't fit with traditional FMIC piping.
not yet but i will be soon. going with the weapon r- secret weapon
What's that? eBay brand?
no, because i will eventually be upgrading the turbo and setting up a FMIC, and personally the CAI sounds better, performs better, and it gets rid of that acordian rubber hose, yes i could just change the hosing but id rather go the full mile
What's the difference in sound between a SRI/CAI?
Most intakes don't eliminate the Post-MAF hose.
What turbo are you going with that you bring up a FMIC?
2005 WRX STi (Mods | Virtual Dyno)
Resident Tuner @ WTF Tuning, LLC
"Never trust anything that bleeds for a week and lives ..."
UNYSOC
CAI- cold air intake
SRI- HOT air intake
which do you think would be better? lol
I Personally went with CAI. I do wish sometimes i went with a SRI as in south florida, it does rain, ALOT! and driving through puddles or mini ponds scares the shyt out of me! It def. does sound really nice though!
2007 UGM STI: Vigilant Street series short block, ClutchMaster FX350 clutch w/ lightweight Flywheel, Invidia catless DP, Invidia N1 Race CBE, Grimspeed EBCS, Walbro 255 FP, BC Coils, AEM CAI, 8k lights, Driver Mod
The problem with a CAI is that you need to get your car tuned for it. Question for you though, how much power are you looking to do with a FMIC and a bigger turbo?
Let me clarify: The problem with many CAI is the introduction of a 90 degree bend immediately before the MAF, which changes the MAFv scaling. Truthfully, a SRI can suffer from the same problem with a poorly designed MAF housing. As a general rule of thumb, if you change the intake or MAF housing, you really should adjust the MAFv table...
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If you think about it both intakes eventually run the air through a hot turbo then an intercooler. Any cooling gained from a CAI is lost once it goes through the turbo. On an NA car maybe a CAI might work better but on a turboed car seems kinda dumb. I would go SRI eliminate unneeded bends and lower the risk of getting water in there.
2009 WRX - Catted DP, Torqued performance stage 2
2011 Sportwagon TDi
1970 Chevy Impala Convertible 454
The problem is, the IAT sensor (which the ECU uses for compensations) is in the MAF sensor. It doesn't matter what turbo or I/C you have.
Without relocating the IAT sensor, a SRI is far less desirable as opposed to the OE airbox or a proper CAI.
2005 WRX STi (Mods | Virtual Dyno)
Resident Tuner @ WTF Tuning, LLC
"Never trust anything that bleeds for a week and lives ..."
UNYSOC
When i say SRI i'm thinking of the cone filter being where the original air box is. That would keep the MAF in the same spot (at least on my 09) with the same diameter pipe.
2009 WRX - Catted DP, Torqued performance stage 2
2011 Sportwagon TDi
1970 Chevy Impala Convertible 454
But the cone filter draws air from right there, where as the stock box draws it's air from the ram air scoop in the front of the car next to the headlight..
The main problem with the IAT sensor in a short ram is if you're drag racing or something. While your car is sitting, idling, in the staging lanes the IAT will read very high, causing the ECU to pull timing. Then when you go for your pass the air is cooled as soon as the car starts moving, but it takes some time for the ECU to add timing back in, so your car will be down on power.
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