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Has anyone done a dyno to compare oem box vs K&N CAI on a 2014 6.2

nomadicdogg

By nomadicdogg
in Engines & Drivetrain

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Spurshot Senior Enthusiast

Spurshot

Posted
Posted

Why would we assume that there would be the same difference between a Gen V D.I. intake as a Gen IV? There are no parts that are the same. Not even the same shape.

 

Would you put a set of Lingenfelter ported Gen IV heads on your Gen V engine? Correct Answer: Not without data showing an increase in horsepower.

WendysOrBust Enthusiast

WendysOrBust

Posted
Posted

Why would we assume that there would be the same difference between a Gen V D.I. intake as a Gen IV? There are no parts that are the same. Not even the same shape.

 

Would you put a set of Lingenfelter ported Gen IV heads on your Gen V engine? Correct Answer: Not without data showing an increase in horsepower.

Well cylinder heads ≠ intake tube. Heads are much more mechanically complex than an intake tube with a filter at the end. I think the horsepower test above still have some correlation to our current engines and intake design as the oem intake design is pretty similar. But Its more to show that $400 intake setups are just as good as a $150 tube only (Air Raid MIT), and vice versa. The oem box on our trucks seem to get enough fresh air negating some of the gains you would see with a traditional cold air intake setup and just as good if not better, than the "hood sealed" compartment designs such as the K&n.

 

Basically, all aftermarket intakes will offer similar gains.

Spurshot Senior Enthusiast

Spurshot

Posted
Posted

Well cylinder heads ≠ intake tube. Heads are much more mechanically complex than an intake tube with a filter at the end. I think the horsepower test above still have some correlation to our current engines and intake design as the oem intake design is pretty similar. But Its more to show that $400 intake setups are just as good as a $150 tube only (Air Raid MIT), and vice versa. The oem box on our trucks seem to get enough fresh air negating some of the gains you would see with a traditional cold air intake setup and just as good if not better, than the "hood sealed" compartment designs such as the K&n.

 

Basically, all aftermarket intakes will offer similar gains.

 

That's called speculation. There is no data nor any measurements of the physical duct to support any conclusions. Not a comparison of shapes. Nada. Until there is data, people are spending their hard earned bucks on speculation.

WendysOrBust Enthusiast

WendysOrBust

Posted
Posted

 

That's called speculation. There is no data nor any measurements of the physical duct to support any conclusions. Not a comparison of shapes. Nada. Until there is data, people are spending their hard earned bucks on speculation.

Its just intakes. Its not that serious. You are missing the point. I'm not saying the test Black Bear did on an older Gen 5.3 will result in the exact same gains or increase on our new trucks. Aftermarket intakes, while they vary in design, filters, and most of all, price. All will net you similar gains. At the end of the day its just a naturally aspirated v8, no magic done to the filter or special tube will net gains above and beyond what any of these will do. This is why so many people recommend the Air Raid MIT or Jr. kits, they seem to be the best bang for your buck.

Spurshot Senior Enthusiast

Spurshot

Posted
Posted

I guess we'll just have to disagree.

 

It's just $300-400, so it isn't that serious...I agree. Besides, it isn't my $300-400.

 

I'm drawing on my days of working on a flow bench at Mullen & Co., back in the 70's. After doing a lot of testing on the flow bench, you get a 'feel' for what shapes work better than others. But just when you think you have it figured out, testing shows you something you didn't know. Improving flow on curved ducts like our intake tubes and cylinder head ports can be a lot less than intuitive at times. The performance is in the details. GM is making more than 1 horsepower per cubic inch in these engines. They've done a tremendous job on the whole engine package. Until there is real data showing a particular aftermarket "CAI" can beat THIS ENGINE's GM CAI, I wouldn't spend a nickel on any of them. 5 "Butt Dyno" testimonies will win you a turn at buying a round of beers at a "Bench Racing" event.

Higgs Boson Enthusiast

Higgs Boson

Posted
Posted

didn't the 1 HP / CI barrier get eclipsed by pretty much everyone about 20 years ago? The 1997 Corvette made 350 HP with 346ci.....we found even more HP in LS motors than we ever did with LT1s or the TPI motors.

Spurshot Senior Enthusiast

Spurshot

Posted
Posted

didn't the 1 HP / CI barrier get eclipsed by pretty much everyone about 20 years ago? The 1997 Corvette made 350 HP with 346ci.....we found even more HP in LS motors than we ever did with LT1s or the TPI motors.

Chrysler was the first Detroit vehicle to do it...almost 60 years ago. GM did it in 1957. I'm talking production cars. Detroit has crossed this hurdle many times. But usually reserved it for either tiny engines or high performance cars.

 

Today it seems to be expected. It's still a real accomplishment for a naturally aspirated V-8, IMO. Especially one with a smooth idle, wide power band, and able to get 20 mpg in a 5000lb truck

  • 3 weeks later...
Jon A Senior Enthusiast

Jon A

Posted
Posted

While I commend them for doing the dyno test, they are really irrelevant to this application. Not only are all the parts different (including the engines themselves) but they're significantly different in output.

 

Airflow through a restriction is not a linear exercise. The pressure drop across the restriction goes up exponentially with the airflow. A restriction that only costs a 310 HP engine a couple HP could easily cost a 450 HP engine 15, 20, or even 25+ HP if it's bad enough.

 

You could test an off the shelf 600 CFM carb vs. an expensive 850 CFM built race carb on a mild 283 and find no difference in peak HP at all and conclude the 850 was a "waste of money." You would be wrong and that could clearly be demonstrated if you tested the two on a built 427.

 

As for my own data, I haven't been to the dyno yet since adding the AFE intake (and I've also added other stuff so it wouldn't be a pure intake test anyway). I have, however, actually measured a roughly 40% reduction in the pressure drop caused by the intake compared with stock. While a flow bench is better, anybody with a scanner who can crunch numbers can make the same measurements on his own engine. If you do the math, that equates to ~10-15 HP gain. About what is expected.

robvas Enthusiast

robvas

Posted
Posted

K&N includes dyno sheets for the 5.3 and 6.2 with their intakes...can you trust them, that's another question.

  • 1 month later...
nando87 Enthusiast

nando87

Posted
Posted

I have a 5.3 with the AFE Momentum intake and yes my Butt Dyno said I absolutely gained some power but the most impressing thing was how the tranny reacted to the intake, the truck seems much more willing to down shift than it did stock.

 

I called AFE about their Dyno sheet they provide on their site, according to them the runs they show are done one day after the other on the same truck. I don't recall what the gains were but they seemed worth it so I bought it and I don't regret it one bit, like someone above said just keep it if you like it that's all that matters.

 

Were they honest in their telling about their dyno results, who knows but it sold me LOL!!

nando87 Enthusiast

nando87

Posted
Posted

I went to their site, here is the chart they show for both flow and dyno.

 

I'm sure K&N's claims are similar, but if this is even half true then it worth the purchase especially if you like the look and sound.

 

dyno_zpse3z1pt2i.jpg

flow_zpscg1cwnug.jpg

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