Maybe you should see if Chitown (not kissing *** Chitown, just respect the original "quickest srt6" )will test it out, do some dyno runs, and do a write up. I know I for one trust his opinion very much and if he gave it the stamp of approval that might help your cause (unbiased second opinion). I think you made great gains and CONGRATS, keep up the good work. But that bone stock shootout is the true selling point for me.

 

bone stock ecu, bone stock car before, just added intake after (maybe 10 minutes of cool down while we swapped out the intakes on the dyno)

congrats on getting to the dyno, for comparison all our dyno pulls were done 67-68F 32-35% humidity on a dynojet in 4th gear

 

btw, was that with the eneos oil in the car, we got a couple free cases of 5w40 at SEMA to try out when we hit the dyno again. it going to be a shame, after doing dyno pulls we will have to drop the current oil, swap in fresh mobil 1 5w40, do a couple pulls and then drop that barely used oil out to fill her back up with the eneos to see what happens

 

What's eneos oil?

 

Another brand of synthetic.....similar to Amsoil.

 

Nice numbers! Post the charts when you get a chance, so we can get an idea of what an intake does for the entire powerband. We know they increase peak HP, but I'm just curious to see what they do elswhere. As Steve Helliums said, all the intakes are similar and I believe there to be little if any variation in gains between them. I also can agree that the tires break loose a lot more after the intake and the TC goes off like a strobe light at a rave party.

 

This has been posted before, but I think its important enough to be brought up again. This is very relevant to the current discussion of CFM flow and power gains on these aftermarket intakes:

Here's an article I found on our stock Lysolm superchargers:

Unlike the Roots-type Eaton blower used on the supercharged Mercedes four cylinder engines, the 260kW engine uses a very sophisticated Lysholm-type supercharger produced by IHI in Japan. Driven at 3.3 times crankshaft speed, the helical lobe supercharger develops up to 1 Bar (14.5 psi) of boost. One of its two cast aluminium rotors is Teflon-coated (it's the yellow one), and the supercharger drive is through an air-conditioning style electromagnetic clutch. Despite the high efficiency of this design of supercharger, the blower still requires 45kW to power it when the engine is at its 6220 max rpm. Of course, the blower is also then flowing a lot of air - up to 1200kg per hour of it, in fact.
In order that the supercharger could be fitted into the already tight confines of the SLK and C-class bodies, it has been mounted within the 'V' of the V6. Sandwiched between the supercharger and the inlet manifold is a reverse-flow heat exchanger for a water/air intercooling system. Aimed specifically at reducing temperature peaks (an area where Mercedes-AMG engineers believe that an air/air system can be less effective), the system has its own radiator and electric water pump. The complete supercharger and intercooler system adds only 25kg of mass - so the power/weight ratios of the two cars equipped with the upgraded drivetrain are radically improved!

The supercharger engages only as required; when it is not being driven, the intake air flows through its rotors (ie no external bypass is fitted). Supercharger operation is dictated by the Bosch ME 2.8.1 engine management system on the basis of engine speed and load. However, the supercharger, which is driven from the engine's serpentine belt, will not engage at engine speeds over 3000 rpm - if this occurred, the belt stresses would be too high. If required, the engine can develop 400Nm from 2300 rpm to 6100 rpm.
The better breathing and engagement-on-demand characteristics of the supercharger have not turned the engine into a polluting and thirsty monster. Mercedes-AMG engineers are proud that that the C 32 AMG has a NEDC combined fuel consumption of just 11.5 litres/100 km and already complies with the EU 4 emissions standard that does not come into effect until 2005.

Now 1200Kg, per hour of air flow that the stock supercharger pulls at max RPM converts to 706cfm if there is no restriction in the air path like a small intake tube. My '04 cobra was pulling 1100cfm and that was through a 4" diameter JLT cold air intake. Needswings has posted that their 3" intake will flow 900cfm so that sounds about right to me...Therefore, the Needswings intake would give about 200cfm above what the stock supercharger can pull.

If the ASP kit increases the boost of the supercharger by 14%, we'd be pulling 804cfm with the ASP kit. Still well within the limits of the 900cfm Needswings air intake.

Clearly the stock intake system does not flow anywhere near 706cfm, if we are getting a 25-30hp increase by removing that as a restriction path.

The SL55 air intake setup is capable of flowing the 804cfm required by the ASP/Renntech pulley setup, because Steve Hellums has experienced that widening the ends beyond stock size did not give him any further performance increases.

If you go up to the LET pulley you would be needing 850cfm. Still within the range of the Needswings intake. We cant say yet if this is within the flow capabilities of the SL55 intake, or the BDJ intake, but it makes sense that it would be.

Look at it this way...if the single leg of the Needswings intake is already flowing more CFM than the supercharger with the LET pulley setup can pull, adding a second intake leg is really more an exercise in symmetry and aesthetics than in supplying enough air to the supercharger. It is likely that the supercharger would be overspun before we would ever get to the point of needing more than 900cfm.

The conclusion of all of these flow numbers and comparisons is: ALL THREE OF THESE INTAKES PROVIDE ENOUGH AIR FOR AT LEAST UP TO THE ASP PULLEY LEVEL. We can be pretty sure both the Needswings and BDJ intake will provide enough air for up to the LET pulley level with plenty of cushion to spare, so doing shootouts between them until the cows come home will not change the fact that the supercharger is the limiting factor here on how much air is coming into the engine at this point. If you go with a larger pulley than the LET you may need the second leg of the BDJ intake, but you are flirting with overspinning the supercharger, and with diminishing returns on power due to overheating of air.

Basically, choose the one you like the looks of best. The only possible difference in power these are going to make would be from one pulling air outside the engine bay, and the other pulling from right inside the engine bay. Temperature of air is going to be the difference here, not volume of air going in.

 

BDJ, I'll place the first order. Been waiting for the dyno.
Contact my via email. I have numerous questions?
Let's start the process.. I have a buddy with NW here in AZ.
It will be nice to get on track and see for real.

 

AtomHeart, you hit the nail on the head! People, all 3 are great units, pick the one that looks best to you.

 

I've seen pictures of the NeedsWings CAI installed and the dyno sheet. I have not seen pictures of the BDJ installed OR its dyno sheet.

I would prefer to keep the dual intake tubes like the BDJ kit. However, without seeing it installed and seeing proof of performance increases, as a concerned consumer, I can not put any faith in it.

BDJ, are the dyno sheets or installation pictures on the way?

 

I bought the first BDJ's intake and here's a picture of it on my car. The driving impression is unbelievable. I'm very pleased with the results. Hopefully in the next couple of weeks I'll be able to get to the track and make a couple of 1/4 mile runs. I'm also going to wrap it, I'm just waiting for it to arrive in the mail.

Toy

 

??? The filters are inside the engine compartment?? Behind the barrier for the radiator and 2 barriers away from the air (the grill, and the radiator/cowl). That doesn't seem right for accessing the cold air optimally. Even the stock set-up utilizes channels that pass in front of the radiator to the space just behind the grill. Needswings set-up also takes you up front. I would guess this set-up will disappoint in the performance.

 

Wow man, read through this whole thread yet, LOL. Trust me, you might want to.

 

Thanks for posting your picture. It looks like it matches your Areo Blue paint nicely. It's way to shiny for my taste, but that's nothing flat black paint can't fix.

I share the sentiment of others concerned about taking in hot air. The entire point of the Cold Air Intake is to get more cold air in. This looks like a "More, Hotter Air Intake." If this intake performs like the NeedsWings on the dyno, I will be surprised. I'm still going to give it a chance. I'm holding off on my purchase decision until I have all the facts.

BDJ, how about that dyno sheet? I'd like to see not only peak gains, but the improvement over the entire RPM range.

 

Im sure BDJ's will check this thread in the morning and get that dyno sheet up. FWIW i raced him last night twice and both times he pulled on me pretty steady. My car is bone stock. His only mods are his intake and resonator and secondary cats removed. Personally i dont think those last two mods do much if anything at all.

 

Yes, I know that ducts were placed through the radiator barrier, so that might blow some air onto the filters, not so much, if you put the filters up front in the space in front of the grill (an enclosed "airbox" like space) you will get much better air flow.

 

I have had the same set up for the last 4 months. Big improvement throughout the RPM range. More instant throttle response at any speed. I agree the ultimate set up would be filters in front but I can say this is still a big improvement over stock airboxes and K&N's in them. I bet the numbers are comparable to the Needswings set up.

Steve

 

Many of you are not paying attention!!!!

Has anyone checked the CFM of the stock CAI?

Yes the stock set up is a CAI....

Moving the filters to inside the engine compartment is not optimizing the C(for cold).

I gave a very long description of the engineering and design issues for developing a CAI. I will not repeat them here just look back a few pages of this thread.

Very little heating of the air occurs in the small amount of time it travels though the engine compartment. This will have little or no affect on performance. Drawing air from inside the engine compartment will have a much larger affect.

The stock set up has the perfect place for drawing air in. Any aftermarket CAI that mimics this location is a great start.

Before "improving on the stock setup determine first if it needs improving. With the specs of the supercharger supplied earlier in this post it should be easy to determine this.

Once it has been decided the stock set up does not supply enough CFM for your vehicle, then you should make improvements.

If you want to change the stock setup for appearance reasons only that is your prerogative. If you want to change it for performance reasons; DO YOUR HOMEWORK FIRST!
The areas where I can see improvements needing to be made to the stock set up are as follows.

Fewer bends, smoother pipes, longer radius bends, larger diameter pipe. Also the air boxes cause alot of turbulent flow using K&N type filter at the origin of the CAI minimizes this problem. Converting from 2 pipes to 1 is not an issue as long as the CFM meets the demand of the supercharger.

I will try to run a CFM check on the stock setup this weekend. I just need to dig out my gauge.



Leadfoot

 

Here are some pics of the dyno sheet. I dont have a scanner.

 

pics of my new thermal wrapped bdjs intake: