Was reading the latest issue of Honda Tuning today (OK I was in the grocery store magazine section, bored, and checking up on the darkside There's no Mazda tuning mag anyway.....)

They did a whole article, a comparo test, on various ram and CAI intakes.
With dynos of course. Using an Acura RSX....

I'll try to remember some of their claims
K&N air filter in stock box: -0.3 horses (quite plausible I suppose given margin of error)

Injen + about 10 horses
AEM CAI + 20 horses!
and there was some other model I hadn't heard of that was also +20.
various others were all +5 to +10 horses

Torque ft/lb gains were around +5 for each.

I guess that was at the wheel too....



They claimed to be surprised too.... but I just don't believe it. I think it was maybe based on whatever advertisers would ante up to the magazine.
I'm not expecting more than 3-4 horses alone from whatever intake I get.
Or are Honda airboxes just that restrictive?

 

It was prolly at like 6k rpm for like 500 rpm and didnt last long.
V-tech crap.

 

I talked to the K&N guy the other day and he was telling me that he has NEVER gotten LESS than 15 HP from the K&N kit on all his prototypes, so he was just openeing a couple boxes of AEM and Injen and crap so he could compare. He didn't sound suprised that they were making 20 HP, and he has seen his kit make a few runs with more than 20 whp gain.
If only intakes did that much for us :P

 

Err, he was talking about that RSX comparo by the way.

 

I'm not surprised. My friend has a '95 civic non-vtech. My other friend has a '97lx pro. Before they made any mods the pro., of course, was faster. But when they both got an intake plus exhaust my friends civic could blow past my friends pro. I was shocked at the difference. They both went with Ractive muffler and custom exhaust. The civic got AEM intake and the pro. got K&N.
They were saying that the civic breaths different than pros.

 

just goes to show you how DE-TUNED their motors are...and how ours are tweeked a lot more such that our gains are minimal.

 

I still get BMW parts book from an old car I had. Anyway, they (BMP) started carrying parts for the cooper & cooper s. They had dyno charts of their custom intake gaining 12whp. I guess complaining about how they had 4pages of parts for the cooper already is for another thread....... just kidding

 

I have talked to Injen about some of the high power increase claims some cars seem to get. Engines with variable-valve timing (VVT) can get a better increase in power because they breathe better a high rpm compared to an engine without VVT. Plus, everything depends on the stock intake tract. The Celica and RSX both gain a lot of power because their stock intakes are very restrictive. However, this is at peak power and at some rpm ranges, they actually lose power with the aftermarket intakes.

Although the peak increase numbers on the Protege don't look that impressive, the gain is measureable throughout the rpm range... this is more apparent on the 1.8L than the 2.0L. I gained 5hp and 6.2ft-lbs at the wheels with my Injen CAI. Doesn't sound like much, but the increase is spread from 2,500rpm to redline. Plus, the engine revs much easier and the extra pull is surprisingly noticeable. Here's my dyno:

 

evidentally you don't know htat the wc proteges are running high lift/duration cams that are what vtec does to give the engine top end power...in fact that translates to more whp b/c of gearing but i'll assume that you are another ignorant hater who just posts factless opinions

anyway the rsx type s has variable valve and cam timing making it move air more efficiently...as more engines have this technology the more they can make gains from less restrictive intake systems

 

d00d, vtec isn't crap, i actaully wish that all cars had that since it gives you a "REAL" gain in power as compared to a nonvtec engine. when you need HP just downshift to get above 5000 RPMS and there you have it! instant boost (not huge but noticeable and will help you pick up a little faster)

 

However, it is nice to have power where you actually use it the most... idle to 4,000 rpm. Of course, power at the high end is nice too. That is one beef I have with the 2.0L as opposed to the 1.8L. The 2.0L just loses it as the tach swings past 5,000rpm. Well, 2003 is the last year of this engine. The new engines (2.0L and 2.3L) will have variable valve timing, but not tuned for high peak numbers... just a nice flat power curve.

 

but those new 2.0 and 2.3 are ford engines LOL yuck..

 

uhh i read this off of motor trend..?

 

The new 2.0L and 2.3L represent a portion of the new Ford global 4-cyl family. However, Mazda was the lead in their development. The engines will be produced in three locations worldwide: Europe, USA, and Japan.

The first use of an engine from this family was the 2.3L in the European Ford Mondeo and North American Ford Ranger. The engines were modified for their specific application, as will all of the engines from this family. The first Mazda vehicle to get an engine from this family will be the Mazda 6, hitting dealership showrooms in less than two months.

Too bad Mazda took down their old Mazda6 subsite. It had a ton of data and design history of the new engines.

Remember to take anything the auto journalists say with a grain of salt. I believe it was Motor Trend that published the supposedly "accurate" drawings of the second generation Miata. It looked like a Del Sol, MX-3, and a frog all smashed together. They were announcing the end of the world for Miata enthusiasts. Several people took one look at that pic and ran off to buy the last of the first generations or another car all together. It's a good thing for Mazda, the Miata, and the Miata enthusiasts that the Motor Trend "accurate" drawing looked nothing like the actual car when it was introduced three months later.

 

Well, I guess I won't have to post anything about the Tribute's Zetec use then.

I also have a correction for my post. The new MZR-series of engines will be produced in four plants (not three). The first plant in Mexico began producing the MZR-series for the European Mondeo in the fall of 2000. The Dearborn Engine Plant followed in spring 2001 with production of the 2.3L for the Ranger/Mazda Truck. Japan followed this year with production for the Mazda6. And, Spain followed with production for the new Ford Fiesta/Mazda2/Demio. Here's an excerpt from Automotive Design & Production magazine:

"It has built four essentially identical engine plants on three continents to make its new 1.8- to 2.3-liter I-4 engine family (which will replace up to eight Ford and Mazda four-cylinder engine families). Chihuahua, Mexico, was the first to begin production in the fall of 2000 and supplies the Mondeo in Europe. Dearborn followed in 2001, and currently makes the 2.3 L I-4 for the Ranger. Hiroshima, Japan, is just beginning production for the new Mazda 6 sedan, and Valencia, Spain, launches later this year to supply the Ford Fiesta.

Just take a look at the specs for the Ranger's 2.3L and the Mazda6 2.3L:

Specification: Mazda6 / Ranger
Displacement: 2.3L / 2.3L
Bore & Stroke: 3.44 x 3.70 / 3.44 x 3.70
Compression: 9.7:1 / 9.7:1
Material: Aluminum / Aluminum

Need more convincing? Take a gander at the Mazda Atenza Forum. There, you can find out everything that is identical and different between the Ranger and Mazda6 2.3L applications. BTW, the Tribute/Escape will drop the 2.0L Zetec and gain the 2.3L MZR.