New carbon fiber airbox release!!!!!! and group buy!

Click for larger pictures. The 911 has always been the quintessential model for the Porsche enthusiast to own. Replacing the factory components with our insulated carbon airbox and custom air filter, provides the engine increased inlet volume, enhanced flow velocity, and reduced intake temperature; all pivotal to extracting maximum horsepower. The autoclaved carbon fiber construction results in components of unparalleled strength, lightness, and beauty. Installs in under an hour without modification and meets OEM specifications. FEATURES: � Increases horsepower and torque � Improves throttle response and fuel efficiency � Maintains factory emissions components � Fits vehicles with manual or Tiptronic transmissions � Unique thermal barrier composite construction ensures low inlet temperatures. PERFORMANCE: � Power increase: 11-15 hp � Torque increase: 12-16lb/ft APPLICATIONS: � All 1998-2004 996 Non-Turbo Porsche 911 Models � All 2004-2008 997 Non-Turbo Porsche 911 Models There's always questions, so let's hear them! More Details: Uses a K&N cone filter, so its cleaned the same way as all other K&N filters using their cleaner kit. This Airbox is made by Carbonio! Group Buy Details. MSRP $1500 1-5 Units $1350 + $20 for shipping 5-10 Units $1275 and free shipping! To order, please call me @ [phone removed] EXT 257. I will need your shipping billing and credit card info. All credit cards will be charged after the group buy ends which is two weeks from today 12/19/2008 @ 12 noon!!!! All units will be shipped by the following Monday at the latest. They expect 5 business days or less for delivery.

Nice looking unit. Any data to support the reduced air temperature claim? Obviously dynos don't usually show the full results of this kind of mod, but do you one to support your hp/tq claims?

Very nice looking product. Like the aesthetics and the sealed nature of the intake ensures that it's cool air, just like the stock box. I guess the advantage is the 360 degree air filter. But man, that AIN'T cheap. I can actually feel my bank account accelerating to zero.

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+1!!

does ti have a "Carbonio" badge anywhree like their other stuff? i had a Carbonio Intake in my 1.8T

They all come with stickers. You dont have to put it on if you dont want to.

Nice looking, but the oiled cone filter is a deal breaker. I also think if I were planning on going this route, I'd rather have the factory X51 kit LINK

There is nothing factory about the X51 kit, it required cutting/modifcation of the sheet metal on your decklid and if your going to compare apples to apples, the X51 is not 100% carbon fiber and it is indeed 100% plastic with a carbon overlay. The carbonio intake also has more CFM than the x51 kit. Also FYI, on higher horsepower performance engines it's better to have an oiled filter over a paper filter. It filters out the dirt much better than the paper filters.

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Power gains were calculated by quarter mile times stock vs. the intake mod.

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It�s a factory piece. I�d say that�s factory enough for me. I never said it was. It simply looks nice. And this mod is really about looks and noise I think anyway. Post your data. Name �em, and post your data.

Never understand why someone would manufacture a part under the hood with CF material. Looks great but no one can see it.....LOL. Wouldn't it be cheaper and more heat resistant if it was made out of a different material? Just a thought.

How much more CFM do I need ? I am no rocket scientist but work with many.... the OEM system can deliver more air than I can pump... although its not CF. I like the unit, just not sure if its Bling or Bang for my buck (err...$1000+ bucks)

i wanna see Data too

I have to admit, that IS pretty! Choices, choices --- clutch-airbox, clutch--airbox, clutch--airbox. Well, looks like clutch wins . . .

11 to 15 HP?

More voodoooooooooooooooooooooooooooo!

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My thoughts exactly!

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Agree 100%. for this kind of $$$ the factory dual intake x51 setup is a no brainer. And gorgous to look at too.

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Not to mention that if you're already pulling the intake out to put a new one in how hard is it to go ahead and cut the additional hold in your rear deck while you're in there. More than once I've considered the X-51 airbox. Esp after seeing it on numerous cars at NASA Nationals. However, on a limited budget I'll stick with my $200 K&N that I hate and I'm currently modifying to make it better. If that doesn't work out I'm going back to the stock box!

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+1!!

Notes on testing: Test results printed represent the average of at least 20 trials conducted in near identical conditions. When calculating averages, the two best and two worst scores are not counted. Trials that show a consistent gain or loss over the test period are re-tried until consistent results are achieved (the assumption being that changes in atmospheric or track were significant enough to skew the results over the test period). As such the 11-15hp and 12-16lb/ft of torque gains are a function of consistent elapsed time drops and increased trap speeds observed at the drag strip. While we used a few extra sensors to measure air temp and inlet air velocity, these are not needed for calculating performance gains as the only variable we changed was the intake (we even weighed the car after each pass and added fuel to make sure the car weighed the same at the start of each run). Customers wishing to verify our results can do so by employing the method used above and comparing the before and after times and speeds. As explained below dyno testing is all but useless for intake design which explains why we do not use it in our development; its just the wrong tool for the job. Why a dyno is not reliable for testing an intake. The performance of a cold air intake is greatly influenced by the quantity and velocity of airflow around its inlet. Testing the effectiveness of an intake on a dyno has the main shortcoming that during a run on a dyno, the air available for the engine to breath has neither the volume nor speed that exists in real world driving conditions (over the same run period). Placing a large fan in front of a dyno fails to achieve two key requirements for a good test: A fan cannot replicate the quantity or velocity of air that enters the intake during a real world test run. A fan cannot accelerate its airflow at a rate that matches the increasing vehicle and engine speeds during an on track test. This is particularly important on a Porsche whose inlet is on the backside of the car. As such airflow over the entire vehicle needs to be considered not just over the front as in other applications. Why the � mile is a good way to test. Fixed distance & No corners to consider: The exact measured amount of a � mile eliminates the varied distances involved in road courses (varying lines, braking points, etc.) Not too long or short: A � mile is distance that allows any car time to show its performance potential without being so long as to introduce too many test variables that can affect results. Recognized standard: Customers can relate to the figures generated. Understanding the costs of carbon fiber and why it is a good material From time to time customers will question the cost of the Carbonio system compared to less expensive offerings in the market. The primary reason for the cost difference is in the process by which a carbon fiber component is produced. The making of a single intake is a labor intensive operation which occupies a great deal of manual labor and expensive materials. Some points to consider: - The raw material to make a single intake piece costs more than the completed production of an aluminum equivalent. - Production time for a single piece is over 4 hours. This compares to approximately 20 seconds for a plastic part or 15 minutes for an aluminum part. - Each Carbonio intake is baked in a pressurized autoclave oven for several hours. These autoclaves are mainly used in the aerospace industry and are very costly to own and operate. Why is Carbon Fiber Used? What are its advantages? Carbon fiber is used for a number of reasons - The material has excellent thermal properties not offered by other materials. It allows to maintain a cold intake charge thereby maximizing power. - Carbon is very light and strong compared to competing materials - Complex shapes are easier to achieve therefore giving the designers many more design possibilities then would be otherwise possible. - The visual impact of a well made carbon part has a strong wow factor for the customer making it a piece worthy of show. When judging price it is important to compare apples to apples. Just like it is not fair to compare the price of a Toyota to that of a Porsche (they are both 'just' cars that get you from point A to B...LOL!!!!) it is not equal to compare an engineered full carbon fiber component to a plastic or plastic/carbon hybrid part. Some notes on the X51 intake. When we did our testing we had access to all available competitors including the X51 intake. In testing we concluded the following: - Over extended driving, the air inlet temp of the X51 was consistently much higher than that of the Carbonio unit. The X51 holds a lot of heat and transfers it to the inlet air while the carbon unit does not. While part of the problem resides in the material and shape of the X51, the filter placement is optimized for reduced engine noise rather than full performance. - The dual inlets of the X51 do not flow more air than the single one on the Carbonio unit. This is because Carbonio took advantage of inlet space that the X51 could not because of its filter placement. The plenum volume on the Carbonio is considerably larger than the X51 resulting in more cool exterior air being accessed by the inlet filter than in the X51. - The X51 intake requires the cutting of the engine cover which takes away from the re-sale value of the car. The Carbonio unit installs in minutes and can be removed returning the car to totally OEM without any modification. The cars value is not affected, it is not damaged potentially causing problems with leasing companies, and the Carbonio unit can be sold to recover a good part of its initial cost; all things not possible with the X51. Remember the X51 is an advantage over stock however it is still a production OEM part with the same compromises of performance to comfort inherent in all factory installed parts. The Carbonio unit before anything else is a performance part first. It uses the best materials and best shape without the cost/performance/comfort compromises the OEM need to deal with. The result is a component that yields the highest performance possible.

You guys are more than welcome to try it out for 14 days if you dont like it you can return it with a restocking fee.

Hey guys I just wanted to let you know that somone has accepted our offer to be the first forum member to try out this intake. The Intake will be shipping out next week as the customer is out of town this week. He has gladly accepted to post up his honest opinion about the product and is more than welcome to put it on a dyno or take it to the track. He currently has the IPD Plenum upgrade, I'm not sure if he has an ECU upgrade or aftermarket exhaust system yet. These details will be posted when he posts his review.

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In this case the "less expensive offerings" I am comparing to are the other products by Carbonio. Look... I know there is an unspoken "Porsche Tax" associated with aftermarket products, and part of that has to do with production volumes and related economies of scale. However, I cannot accept the price of this Carbonio part when the similar part for Audis, VWs and older BMWs is 1/4 or 1/5th the price. IMO $700-$750 would be a fair price. Unfortunately the MSRP is double that.

I'm just shooting from the hip here but this intake is a bit larger than the rest and use more carbon than any of the other models. It has also a bit more of a complex design than the others as well and I'm sure more R&D went into this Porsche set up than the VW, Audi, and BMW kits. Also keep in mind that the vw, audi, and bmw kits have a larger market. There are simply more of these cars out there than Porsche's so they sell a lot more of these which means they can afford to build more of these at once than the Porsche intakes.

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First let me say it is not my intention to get into a pissing contest. I am just trying to explain a position I think many buyers will take when they look at this part. The fact is that I can buy a PAIR of carbon fiber doors for my 964 for $1200. That's A LOT more material and likely more manufacturing time than the Carbonio air intake. I would also argue that the market for doors is much smaller than the market for air intakes. So if the price for doors is $1200, despite a smaller market, higher material requirements, and greater manufacturing effort... WHY can't Carbonio produce an air intake for less than $1500??? I believe the simple answer is that they can. Like all businesses they try to market their product at a price point that will provide a significant profit without deterring sales. It is a bit of an informed gamble, but in this case I think the gamble will not pay off for them. Time will ultimately tell.

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any word on this trial? I am interested in this also but first want to get some initial feedback.

this part would be good for a show car. when you did the 1/4 "test" you might have recorded a gain of 2 tenths which you equated to 11-15HP? even if you had a consistent improvement of .2 in the quarter mile this would not even be a noticeable gain on the track (where most of these 911's are driven) but im no professional racer or anything. like i mentioned, good for a show car.

i was more concerned about the sound of the car. you are right .2 is not noticeable on the track, but depends on what type of tracking you are talking of. but if the sound makes it 10 times more fun to drive, i'd consider.

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Are you going to include a plexiglass see-through engine lid so everyone can see what an idiot the buyer is...?? Or do you think the badge/label will suffice...?

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Sure, interested in a home lot in FL..??

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GT3 class, 911 cars at Daytona used K&N "type" filters only because the cars spend a LOT of at at WOT wherein the filter might be a substantial flow restriction rather than the throttle plate itself. The 3-5% gain of a K&N over an OEM filter might make enough difference in a race. The race teams are of full understanding that the 3-5% gain is to the detriment of extended engine life but then we're talking about engines that get torn down and inspected after each race. It doesn't matter how well or carefully you re-oil the K&N. If you under-oil it then your engine will be subject to more dirt ingestion and if you over-oil it you will be subjecting the MAF/IAT to a thin coating of oil wicked off of the K&N in the high velocity airflow and then eventually a coating of dirt over the oil. A properly designed, "..engineered.." intake would simply bypass the OEM filter but only at the reasonably rare times of WOT, rare for most of us. The very idea of a CAI is just simply BONKERS.

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i think the term CAI came from marketing strategies back in the 90's when K&N simply put an adapter outside of the MAF on most cars and slapped on a cone filter at the end. It then became known that hp's were lost due to the hot air even though theoretically less restriction was there as opposed to the closed stock air box. It was like the engine comparment became the whole airbox on these cars. Other companies started marketing CAI to compete against those open air filter systems, when really it's cold air compared to the open cone filter in the engine bay systems. It should not be confused that a CAI gets colder air than what the car gets stock because stock systems are CAI's in this respect. The manufacturers simply don't care to state the difference because they want you to believe that you are getting colder air to sell you more snake oil.

"....The aftermarket manufacturers.." Snake oil, regardless.

the heck with carbon fiber- for this price it should be GOLD plated! im no rocket scientist, but i think we can all agree that total surface area of a filter is an important measuring tool for determining a filters flow capacity. so which has more surface area, stock or the cone?

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stock but then it has all those crevices and tunnels to get to the throttle body. nothing beats going straight to the hole.

Size of the pores overcomes CSA, Cross Sectional Area.