Pics of my K&N Air Intake

Here are some pics of my install just in case anyone is considering the same. This addition along with my Sport Exhaust makes some serious noise.

i like the evoms unit better but thx for sharing

Nice! What size are the tires..they really seem to fill out the wheel wells!

Any CEL occur with your K&N or is that just another nasty rumor?(ie. over oiling of the element?)

Last night I saw that the Military uses a K&N style intake on the Predator.

... nice, have fun with the new sound... these type of intake will let in alot more dirt in your engine, so keep an eye on your oil.

The tires are 305's on 19" rims. Will keep a check on my oil. don't drive it a lot since time is never on my side!

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not that i am aware of, for now.

makes the engine compartment even more cluttered. agree with ben that the evoms looks cleaner. never had a cell issue with my evoms either it worked great.

The trick is not to over oil them. People will oil it and then install immediately. Oil with a paper towel inside the cone to soak up the excess and let it sit overnight. I thought it looked great. The car is coming along together nicely. congrats.

Anybody ever dyno the K&N unit or other intake 'upgrades'? Hear lots of anecdotal stuff, but want to see real world numbers. I don't care about the clutter, I just want some performance.

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You're never going to get a dyno result that nobody will argue with. There's another thread about CAIs active right now where a guy who tracks his car talks realistically about the gains. Interesting. I have to say, I've found myself making mod decisions over the years, even choosing fuels, based on what guys with stopwatches tell me rather than advertised dyno results.

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Interresting yes, but unless it's backed up with GPS data to proove they had exactly the same corner exit speed then it's tough to really say that the intake was the difference. A slight difference in corner speed or when driver B got back to the throttle vs. Driver A could make that 3-4 car lenght difference. A better test would be gathering data on a car in back to back run sessions on the same track and same car if you really want *somewhat* valid data. Even then weather or car setup changes could contribute more than the intake. With all of that said...I've got the K&N on my car...my MAF sensor was already throwing lights prior to the install of the K&N...2 track days later the MAF was done and the car would die...however I've got over 5K miles on the intake on the new MAF sensor and havn't had any other issues. Not sure if there's a performance advantage or not...but it's on there none the less. Andy

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Quod erat demonstrandum. I think that even if there was "GPS data", there would still be something to argue about. Wind, maybe. Or atmospheric pressure. Ambient temperature. There is always a chorus of 'yeah, but...' when it comes to performance modifications. Frankly, it's the reason why I don't put much effort into defending the stuff I do to my car. It's just not worth the debate. All I'm really saying, here, is that I have more time for a trackie's opinion than I do for a dyno chart. That is not to imply that this or any information is absolutely prima facie. There is no empirical test possible in this universe that will end an argument about bolt-on mods. In a latin mood today

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PS, I think the guy was referring to a long uphill straight, if I remember the track correctly. Not a terrible place to compare engines and wash out the effects of driver skill, tires and suspension. FWIW.

Bruce, certainly bench racing and anecdotal stories have a place in how we set up our cars. It makes it a lot of fun. But completely discounting dyno results and relying solely on inconsistent and subjective feedback is not the best way to learn about a cars performance. The big problem with exhaust and intakes is the change in sound can give the impression of greater throttle response or speed, without any real improvement. Your stopwatch approach is the true measure, but there are usually too many variables to be conclusive about an individual change. I was looking not looking for factory K&N numbers, but seeing if anyone had personally tested the intake on their car, with before and after dyno numbers. I don't pay attention to the absolute hp/tq numbers that dynos give. But they can provide good data about changes, either good or bad, if you set your tests up correctly. For most people, the intake is about the sound improvement. I am looking at it for my race car, and a 5 hp improvement is a big deal. Spending an hour on the dyno is a lot cheaper and a lot more accurate than trying to test out changes during a race weekend.

if indeed you make some more power you probably would not notice the same on the street. you will notice, however, a different exhaust tone. most of the power gains you get with this aftermarket stuff is at the higher rpm range anyways. you will probably get better results lightening the car..

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I'm not discounting dyno results. I'm just saying they get argued over, no matter how objective they seem, nor are they all gospel. There is huge variability among machines, and in how controlled the sessions are. Search this forum and find me one example of a dyno chart someone posted after mods that wasn't immediately pounced on and debated for its empirical legitimacy. As 'anecdotal' information goes, I would pay close attention to someone who did a before and after dyno on their own car on the same day with the DME reset to default for each run. But I also pay close attention to guys with stopwatches, because they generally know their cars very well, and work very hard to achieve small improvements. Meaning, therefore, that they are capable of identifying them. True. Maybe truer than you think. This is just a theory, but after witnessing about a million of these debates, I think it's a good one: When you do exhaust and intake mods, you get awesome sound. To hear the sound, you drive the car harder. Drive the car harder, and the DME notices the change and adapts accordingly. The car, as a result, actually does feel more lively. Commute in your car in city traffic for a week or so, and then take it out to a country road for an hour and thrash it. I guarantee the car will feel better. Throttle response will seem sharper, the engine will spool up quicker, etc. That's the adaptive function of the DME doing its job, making the engine run leaner and advancing the timing. As I've claimed before, I find the 996's especially responsive in this sense, with much more range than any of my BMWs, for example. Mix that variable into the equation, and I'd argue that you're never going to be able to prove and attribute a single digit horsepower gain, and would probably have your hands full doing it for anything less than 15 hp or so. If there was a practical source of objective data, I reckon someone would have found it by now.

Bruce, your approach is completely accurate for a street car. My issue is improving my race car. Looking for tenths of a second is really important and I'll take all the single digit improvements I can get. I just want to know when I have reached the marginal limts of those changes so I can use the money on more new tires instead.