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CAI vs. DCI
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05-28-2009, 10:32 AM | #1 |
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CAI vs. DCI
I've seen lots of talk about one or the other, but nothing weighing the relative merits/issues with each option. Comments and discussion from those in the know, please? Off we go. Thanks.
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05-28-2009, 10:39 AM | #3 | |
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http://www.e90post.com/forums/showth...cai+versus+DCI |
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05-28-2009, 10:47 AM | #4 |
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There are proven power gains on both. They both sound different. There have been posted comparisons between the BMS DCI and Stett CAI. The CAI showed better AIT temps than the DCI. DCI's are significantly cheaper though. The Stett unit in a really nice design built with very nice materials but costs several times more. It is kind of a PITA to remove and re-install the stock air box for service or warranty. I frankly am going to wait for the Dinan CAI when it is released. Should be anytime now.
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05-28-2009, 10:54 AM | #5 | |
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05-28-2009, 11:10 AM | #6 |
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he concluded that since the JB3 met boost targets on both intakes that he believes airflow is sufficient with both setups. Which flows more air or if one would choke at higher power/flow requirements we don't know.
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05-28-2009, 11:54 AM | #7 |
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Hard to guage the gains of the DCI since it benefits from open hood dyno's...all in all I would say that your looking at a maximum of about 5 HP delta between any intake. I have had a CAI but switched to DCI because the CAI was a PITA to take off and put back on for service apointments.
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05-28-2009, 12:05 PM | #8 | |
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I gotta say Helix+BMS DCI+?BOV=my complete "intake" package. |
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05-28-2009, 12:23 PM | #9 |
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Are you deciding between purchasing one of the two or just trying to cause a ruckus? lol
You're gonna have people who argue for either side. I read this a while back and decided on DCI because it makes sense to me. Originally Posted by shiv@vishnu What about cold air ducting? The truth behind the matter is that lack of restriction is far more important than "cold air ducting". Especially in intercooled turbo systems. In such a system, the only temperature that matters is that of the air as it enters the intake manifold. But this air has already been on a long journey. It originally entered the system at the air filters. Then it travelled through the turbos, through a bunch of piping, then through the intercooler, through more piping and only then to the intake manifold. With the exception of when it passed through the intercooler, the air picked up heat at every stop. The largest heat gain occurred in the turbo during the compression stage. Here, air temps can easily rise by 150 deg F. A whole lot more than the 10-30 deg F gained from drawing air from under the hood (and not through a cold air box.) With the vast majority of heat generated in the compression stage, it makes sense to address this stage and see what we can do to cool things down. First of all, we can actually reduce the amount of compression. And yes, we can do this without reducing boost pressure simply by eliminating the negative pressure (vacuum) at the turbocharger inlet. This reduces the pressure ratio which makes the turbo spin slower and generates less heat. And not only is there less heat generated through the reduction in compressor RPM, the amount of exhaust backpressure is also reduced. Add both effects together and you get a car that makes more power with less stress on the turbo. In fact, at 14-15psi of boost, our Dual Intake system offers a 15-25whp advantage over the stock cold air ducted airbox. And not only that, intake temps at the intake manifold is measurably cooler (that's what datalogging is for!). I hope this helps your decision.
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05-28-2009, 01:33 PM | #10 | |
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05-28-2009, 01:40 PM | #11 |
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Not sure what you confused about.... Cold Air Ducting is referring to Cold Air Intake. Dual Intake is referring to Dual Cone intake. Do I need to spell it out more for you Joey?
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05-28-2009, 02:06 PM | #12 |
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Yes, trying to make a decision. I like the the CAI look much better and am trying to determine if there is close enough airflow between the CAI and the DCI. That being said, how often do I look under the hood .
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05-28-2009, 07:21 PM | #13 |
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if i did do an intake, it would be between the injen and UR CAI. but i have a question that I think is important in my decision process.
with the CAI - what are the chances of the inlet drawing in water, or other fluids? I live in a area where there are fast floods, they are not frequent, but possible. if the CAI is mounted in the lower fender area it seem really susceptible to drawing in water and stuff -- and that would be a complete catastrophe -- hydrolock is not a pretty sight and quite expensive to repair. whats the word on that ? |
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05-28-2009, 07:53 PM | #14 |
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Former_Boosted_IS I think mentioned that your entire front end would essentially need to be submerged in order for hydrolock to occur with the STETT...
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05-28-2009, 07:55 PM | #15 | |
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05-29-2009, 04:45 AM | #16 | |
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05-29-2009, 04:48 AM | #17 |
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You are correct. The bumper would have to be under water all the way over the fog lights to get water into the STETT CAI. Basically, your IC plumbing would be under before the intake would be under water.
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05-29-2009, 08:50 AM | #18 | |
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05-29-2009, 08:53 AM | #19 | |
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05-29-2009, 11:53 AM | #21 |
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did your (whatever that means) mean what does the acronym stand for? Cold Air Intake vs Dual Cone Intake.
Former_Boosted_IS logged boost levels for the CAI and DCI and marked no difference. That means the JB3 did not correct boost levels for a drop in pressure, which means at JB3 HP levels, they are air flow equivalent.
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#1 Mod: AutoX/HPDE HPDE 3 Many Thanks: **********s UUC Motorwerks VK Motorwerks HP Autowerks SOLD Last edited by longodj; 05-29-2009 at 12:42 PM.. |
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05-29-2009, 12:30 PM | #22 | |
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