If you're going for show or really like showing your car off, you might want to invest in a name-brand, otherwise get one on eBay and use the rest of that $200 for another mod. An Intake
is an Intake
, it just improves airflow to the engine; AEM
might have designed it slightly better but I doubt you could tell the difference. Spending $200+ for 1-5hp is not cost-efficient in my book, unless you get sponsors from it.
is NOT just an Intake
. Everything comes into play on what part of the power band is affected and by how much. Pipe diameter, bends, maf placement, length of tube, etc ALL have an effect on how well the Intake
for example. It has a very nicely flowing design. Thus is makes 2-3 whp more than AEM
uptop. HOWEVER, its MAF placement is the worst of the three name brands. Thus it loses quite a bit of low end and even runs a risk of throwing a CEL. AEM
has a decent MAF placement. HOWEVER, its got well over the degrees in bends than Injen
does, thus high end is lacking. Because of its SOMEWHAT laminar MAF placement and bends, it does retain a large portion of low end power.
are pretty much low quality gen1 AEMs. I used to have an ebay Intake
, I got a CEL and bog almost immediately. But like people have said, every car is slightly different.
The absolute key to Intakes
for our cars is the MAF. Making the best flowing design will be rendered pretty much useless if the ecu doesn't get the correct air flow readings. The MAF gives the absolute best reading when perfectly straight (linear) airflow is provided for it. From what I've typically seen with AEM
is the MAF reads less air than whats actually flowing (more so on the Injen
than the AEM
). This causes a leaner A/F mixture. Too lean of a mixture causes a CEL and "bog." Running too lean for an extended amount of time causes damage to the combustion chamber and the bottoms of valves.
If you look at the inside of the stock airbox where the MAFS sits, you will notice a set of "fins." The reason behind the design and placement of these fins were to assist in creating linear flow thru the MAF. You will also notice that toyota added a "bell" fitting at the end of the Intake
tube inside the filter chamber. This also assists in creating a linear and equally distributed airflow thru the MAFS.
There is a formula for achieving perfect linear airflow in relation to pipe diameter. But for the sake of the non physicists on here, we will just say that the longer the straight pipe before the point of the measure, the better linear flow achieved.
With that said, now onto TPR (puts on flamesuit). Science (and the picky-ness of our MAFS) was the founding reasons behind the design of the TPR Intake
. There was originally two designs I had laid out for the Intake
. The first would have flowed much better than Injen
and provided a slightly better linear airflow thru the MAF (in comparison to the production model), but there was no easy way to mount the pipe to the car
. So a slightly altered, more installer friendly design was made. The main focus was tuning the MAF environment AROUND the MAFS picky needs. The fins were definately going to have to be used for assistance in creating linear flow (because we don't have very much space to play with). The final result posted amazing results. I managed to come up with a system that had a longer straight pipe before the MAFS while still utilizing the original "fins." Ultimately this created an Intake
providing the ECU with the best reading out of all the "name brands." The A/F mixture was not much leaner than stock (meaning its still in the engine safe zone). The CEL never came on, and lift seemed to enjoy the better reading (producing some 12-15whp above stock at its engagement!) Peak power rivaled that of Injens producing about 7.5 whp on my car.
So to say spending 200 bux for 5whp is silly. People spend 500+ for that in an exhaust alone. In this game of modding, you gotta pay to play!