I didn't do the test in the stock condition (i.e., with the stock filter). The test was just to see the difference in IAT's.
Here is some other data:
The resonantor has about a 3.6" dia opening and a 3.25" dia. exit (by the TB). The rear lobe of the resonator has a hose for the pcv system. So, if you are going to bypass the resonantor, you need a tapered tube and a hose and a hose barb for the pcv system. This is a metered system so it’s best not just venting the one end of the system.
The TB is pretty smooth and the transitions were done well. You might be able to squeeze 1 or 2 HP from a good port job. The TB doesn't have any coolant lines running to it (unless I missed them). The TB blade is not knife edged. The TB motor is pretty quick.
The MAF appears held in by 2 screws. So, you don't have to buy a complete air box base if the MAF fails. The IAT is combined with the MAF.
The I5 actually gets all of its air (excluding the 2 mini drain holes in the air box base) from a 1.8" diameter nozzle located on an extension of the air box base that fits into the fender opening. The air box base has many ridges and baffles – I guess to help meet the noise requirements in the 20ish states. The fender well opening is 3.5” dia.
These baffles and small nozzle hurt air flow. I removed the useless baffles and ridges (not all need to be removed) and designed a new fender well to air box tube that increases the air opening to the air box base by about 2.8 times. The box is sealed to the fender opening and doesn’t suck in hot engine compartment air. There is a definite improvement in throttle response and power. The engine is not as sluggish when the AC is operating. My SOTP meter says at least 10 HP from the Airaid filter and the air mox mod.
I have about 550 miles. I'll dyno it after it breaks in.
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