| Q: |
What does the soft mount do
and how important is it? |
| A: |
The majority of AEM air intake system
designs mount to a vehicle in two locations. One mounting location is to
the engine at the throttle body and the “cold” or filter end of the
inlet pipe mounts to the body of the car. The movement of the engine on
the engine mounts allows it to rock inside the engine bay, so we
compensate for engine motion by using a soft mount that provides a
flexible link for the inlet pipe between the engine and the body of the
car. If you do not install the soft mount properly the inlet tube may
break at the bracket weld and void the warranty on the intake system.
Our instructions provide a detailed diagram of proper installation of
the soft mount, and are viewable from the search results page for each
application. |
| |
| Q: |
Quick Tips for CAS
Installation: |
| A: |
With so many new applications available
through AEM, we recommend reviewing the instructions for your system
thoroughly prior to installing an AEM Air Induction System. This will
save you time in the long run if the installation is too difficult and
will prevent you from possibly damaging your system or vehicle.
Do NOT completely tighten the fittings and connections down for your AEM
Air Induction System until the end of the installation. Although each
system is precision engineered and fits exactly the same way on each
application, it is sometimes necessary to maneuver the system to its
mounting points during the installation process. Tightening all of the
clamps and brackets as you go will make this procedure difficult, so you
should make them snug enough to hold the position of the intake system
and only tighten all fittings and connections once everything is
installed and the position of the system is properly aligned. |
| |
| Q: |
What is a C.A.R.B. E.O.
number? |
| A: |
AEM intake systems carry or are pending
approval for a California Air Resources Board Executive Order (CARB EO)
number, exempting them from the prohibitions of California Vehicle Code
(CVC) 27156, which states that you cannot modify your car in the area of
the emission control system. The C.A.R.B. E.O. number allows you to
legally use the AEM intake system on your car. |
| |
| Q: |
I have an engine swap.
Which intake should I use? |
| A: |
AEM manufactures hybrid intake systems for
Hondas and Acuras with a popular engine swaps. These intakes are a
direct fit and fully warranted. For cars with other engine swaps, we do
not recommend using our intake because of potential fitment problems. If
you elect to purchase an AEM intake for your engine swap application, we
cannot guarantee proper fitment and any modifications to the intake
system will void the manufacturer warranty. |
| |
| Q: |
What is the warranty on my
AEM intake? |
| A: |
AEM warrants that its intake systems will
last for the life of your vehicle. AEM will not honor this warranty due
to mechanical damage (i.e. improper installation or fitment), damage
from misuse, accidents or flying debris. AEM will not warrant its
powdercoating if the finish has been cleaned with a hydrocarbon-based
solvent. The powdercoating should only be cleaned with a mild soap and
water solution. Proof of purchase of both the vehicle and AEM intake
system is required for redemption of a warranty claim.
This warranty is limited to the repair or replacement of the AEM part.
In no event shall this warranty exceed the original purchase price of
the AEM part nor shall AEM be responsible for special, incidental or
consequential damages or cost incurred due to the failure of this
product. Warranty claims to AEM must be transportation prepaid and
accompanied with dated proof of purchase. This warranty applies only to
the original purchaser of product and is non-transferable. Improper use
or installation, use for racing, accident, abuse, unauthorized repairs
or alterations voids this warranty. AEM disclaims any liability for
consequential damages due to breach of any written or implied warranty
on all products manufactured by AEM. Warranty returns will only be
accepted by AEM when accompanied by a valid Return Merchandise
Authorization (RMA) number. Credit for defective products will be issued
pending inspection. Product must be received by AEM within 30 days of
the date RMA is issued.
If you have a warranty issue, please call 800-875-8511 ,
and our customer service department will assist you. A proof of purchase
is required for all AEM warranty claims. |
| |
| Q: |
Why does AEM use aluminum
for its intake piping? |
| A: |
Our Chief Engineer John Concialdi provides
an explanation of the difference between Aluminum vs. Steel vs. Plastic
in inlet piping:
The issue of heat absorption with an intake system has a degree of
validity, however we have found that too much emphasis is placed on
material selection, instead of the real issue of tuning the system. Our
systems feature a unique shape and diameter because this is what we
found to make the most useable torque and horsepower for each individual
application in testing. However, for the purposes of this discussion, we
will limit it to why we choose to make our systems from aluminum and the
effects of heat absorption on all materials. If you do not wish to
review all of this information right now, a quick synopsis of this
discussion is outlined in the following bullet points, with complete
topic discussions below:
- We use aluminum to eliminate any chance of the system rusting, and
it's lighter than steel
- We limit our use of plastic because this material absorbs some of
the sound energy we work to create in the inlet duct
- Whether or not an inlet system is made from aluminum, steel or
plastic, the thermal conductivity of the duct material has little
effect on engine power
- The rate at which air travels through the inlet path under open
throttle, when one is asking the engine for maximum power, negates the
effect of material heat soak, regardless of the material
We use aluminum—or a combination of aluminum and plastic plenums for
throttle-body-injected applications that require a special plenum—for
every intake we produce. This eliminates any chance of rust occurring on
the inside of the inlet pipe. We have seen chrome-plated steel systems
whose inner diameter became rusted over time, causing flakes of rust to
travel along the inlet path. We also choose aluminum because of its
lightweight properties. Heavier components place higher loads on the
brackets they are attached to—or even worse, to the pipes they are
attached to. We combine our lightweight aluminum design with a flexible
coupling device we call a soft mount that connects the intake system to
the body of the vehicle. In addition to the soft mount, we use doublers
at the point where the mounting bracket is welded to the pipe for
additional strength.
We limit our use of plastic because this material absorbs some of the
sound energy we work to create in the inlet duct. Although we use the
best plastic material for our plenums, it is still not as resilient and
does not retain the visual appeal of aluminum over long-term use.
Because we have to use plastic on throttle body applications, we take
extra precautions to ensure that the aluminum retaining ring that
attaches to the throttle body is anchored securely into the plastic
plenum; this is done by making an interlocking mechanical link between
the plastic and aluminum.
Whether or not an inlet system is made from aluminum, steel, or plastic,
the thermal conductivity of the duct material has little effect on
engine power. We have found that the tuning of the pipe, in addition to
providing the coolest inlet air source, are the keys to making useable
power. We perform engine inlet-air-temp studies when developing each
application to determine the coolest location for sourcing inlet air. In
addition to this, we determine the safest location for the inlet source
to protect it from highly dusty conditions and water. To this end, we
provide a stainless-steel heat shield to help minimize heat soak into
the inlet area, as well as to provide protection from dust, dirt and
mud.
At light throttle opening, air speed and airflow at the inlet system are
relatively low. The high residence time of air in the inlet while at
low-throttle settings will increase inlet charge temps when materials
with high thermal conductivity are used. Typically, when someone is at
light throttle they are not asking the engine to make power. Most
likely, fuel economy is the issue.
When the throttle is fully opened however, air speed and airflow
increase considerably. Typically, the inlet air speed of a 5.7L engine
with a four-inch duct at full throttle is 34 feet-per-second, based on a
volumetric efficiency of 70% and an engine speed of 3,000 rpm. Most
inlet systems for every intake manufacturer for this engine are 30
inches or less. This means that the air in the duct of a 30-inch inlet
length on this engine at the given rpm is 1/10th of a second—hardly
enough time to transfer an appreciable amount of heat into the air
stream on any system.
Basically, the rate at which air travels through the inlet path under
open throttle, when one is asking the engine for maximum power, negates
the effect of material heat soak, regardless of the material. We hope
that this helps to clear up the issues of material heat absorption in
intake systems. |
| |
| Q: |
Can I use an Air Bypass
Valve on a forced induction engine? |
| A: |
Do NOT use an Air Bypass Valve on engines
equipped with forced induction (turbo or superchargers). The increased
flow demands created by the forced induction could damage the valve and
lead to engine damage. |
| |
| Q: |
Can I plumb a nitrous
nozzle into the inlet pipe before the Air Bypass Valve? |
| A: |
Placing a nitrous oxide nozzle before the
bypass valve will lead to fuel contamination of the foam spring and
filter, and degrade the integrity of the plastic valve housing due to
the extremely cold temperature of the nitrous oxide. Nitrous CAN be used
downstream of the bypass valve, either along the inlet pipe (room
permitting) or plumbed into the intake manifold or throttle body. |
| |
| Q: |
When should I use an Air
Bypass Valve? |
| A: |
The AEM Bypass Valve protects the engine
from ingesting water and hydro-locking if the filter becomes submerged
in water. Hydro locking occurs when the end of the inlet pipe is
submerged in water and the water is sucked into the engine. Driving the
vehicle in rainy conditions is not enough to cause a problem unless the
vehicle submerges enough that the inlet end of the pipe is immersed in
water. Rain impingement on the filter will not cause a hydro lock
condition.
The distance of the filter from the road dictates the level of water
that can cause damage. This distance varies with the vehicle ride
height, which is why there are no published numbers for this
measurement. We suggest taking this measurement and keeping it in a log
book, so that in the event you encounter deep water you will know what
your maximum allowable depth is before potential submersion of the inlet
pipe.
All AEM Cold Air Intake installations retain the factory splash shield
(fender liner) for filter protection and performance. Removal of splash
shield actually deteriorates performance by allowing air heated by the
pavement to enter the filter and negates any positive pressure created
in the air filter area when the vehicle is in motion.
There are some instances where there is not enough room around the inlet
pipe for adequate clearance of an Air Bypass Valve. In these instances,
we recommend installing a Short Ram system if water ingestion is a
concern. |
| |
| Q: |
Quick Tips for Air Bypass
Valve installation: |
| A: |
AEM is in the process of including
diagrams in its Cold Air Induction System (CAS) instructions for Air
Bypass Valve placement. In the mean time, if you receive a system
without this information and are unsure as to where the Air Bypass Valve
installs on your CAS, please contact AEM customer service at 800-875-8511 , and we will provide information on proper
placement of the valve.
Generally, the Air Bypass Valve installs along the upper section of the
induction pipe, close to the throttle body. Do NOT install it too close
to the Inlet Air Temp sensor, and NEVER install an air bypass valve in
between a throttle body and Mass Air Flow sensor (MAF). Be sure to check
for clearance for the width of the Air Bypass Valve during installation,
and to use the provided template that comes with your Air Bypass Valve
to remove the proper amount of material from the induction pipe.
NEVER use an Air Bypass Valve on a forced induction vehicle as it will
damage the valve and could lead to engine damage. |
| |
| Q: |
What’s the Difference
between a Cold Air System (CAS) and a Short Ram (SRS)? |
| A: |
In most cases a CAS will out perform a SRS
throughout the useable power range. AEM emphasizes developing power in
the lower to mid range of the power band, since this is the area of the
power band typically used in daily driving. A CAS is typically longer
and places the air filter outside of the engine bay to achieve ambient
inlet air temperatures. A SRS places the air filter under the hood and
uses a shorter inlet pipe than the CAS. In some cases, the SRS is
preferred over the CAS due to inlet tract length tuning. The power
advantage gained by using the correct diameter and length of tube
negates the advantage of cooler inlet air in these cases. In these
instances AEM only offers SRS in some cases because there was no
advantage to using the CAS. These applications are noted in the search
results. |
| |
| Q: |
Will an AEM intake void my
new car warranty? |
| A: |
NO. The only time this can happen is from
improper installation that causes damage to a vehicle system. If a
service technician denies your warranty claim ONLY because the car is
modified with an AEM intake system and the vehicle system failure was
not a direct result of the installation and use of an AEM intake, please
refer him to the Magnusson Moss Warranty act. You can download the
Magnusson Moss Warranty act from SEMA’s website at:
http://www.enjoythedrive.com/san. |