WMS Coyote Wild "Ram-Air" Intake

[Sky Render]

You will lose power.
The length of the intake tube, much like the length of the runners in the intake manifold, has a tuned length that uses helmholtz resonance to improve output. By making the tube that short you are eliminating all of that.

Not to mention what the others mentioned about the MAFs placement.

By that logic, all aftermarket intakes would lose power, since most of them are shorter than the stock airbox.

The problem is not the overall length of the tube; the problem is the length before the MAF sensor, since the sensor requires a mostly turbulent-free flow in order to function properly. There are inserts that can be put in the tube right before the MAF that look like a honeycomb. These straighten out the flow and improve the sensor's performance. But that's adding even more cost and complexity to an already overpriced, crappy intake design.

 

[Unsub]

That piece is very similar to the setup on my 05 GTO, mafs and all. ANY tuner worth his weight in salt will have no problem tuning the car.

 

[tagle281]

It's not any crappier than any of the other intakes out there. I'd just stick with the stock one.

 

[joeymustang]

That piece is very similar to the setup on my 05 GTO, mafs and all. ANY tuner worth his weight in salt will have no problem tuning the car.

Thats what I thought...it reminded me of the LS1 intake setups

I don't see them having tuning issues

 

[kdanner]

That piece is very similar to the setup on my 05 GTO, mafs and all. ANY tuner worth his weight in salt will have no problem tuning the car.

Well go buy one then. And once you do, you're going to find out otherwise.

 

[4VFTW]

You will lose power.
The length of the intake tube, much like the length of the runners in the intake manifold, has a tuned length that uses helmholtz resonance to improve output. By making the tube that short you are eliminating all of that.

Not to mention what the others mentioned about the MAFs placement.

resonance is tuned in the intake runners and plenum, not in the intake tube.

 

[2c5s]

Lots of "opinions" here. Can anyone post their real world experience???

 

[wbt]

Lots of "opinions" here. Can anyone post their real world experience???

Nothing to do with opinion.....how about some better "Google'ing".

http://www.svtperformance.com/forum...354/806156-11-31-thru-stock-air-filter-3.html

 

[JEWC_Motorsports]

LOL unsubbing. Go buy one and when they have to tune the car around the maf issue, blame no one but yourself.

People have tested it all over the net and found the same issues i and others have said in this thread. Search.

http://www.modularfords.com/threads/185310-CAIs-and-MAF-signal-quality/page14

This is from the Corral.

We already have a MAF transfer function for the WMS intake setup that works out great with the base fuel table we use, and gets exactly the commanded AFR at the commanded load and RPM. We've tuned plenty of the WMS intakes, some with okay luck... I don't like the design. You shouldn't have to adjust dashpot to compensate for MAF backwash. Our dashpot settings are to optimize in between shifts, and you shouldn't have to limit throttle angle to prevent backwash either. Redesign the intake, not the car.


Id keep searching but its your money....waste it if you want.

 

[Full_Tilt]

resonance is tuned in the intake runners and plenum, not in the intake tube.

It happens in both places.
Why would runners resonate and the intake tube not?

By that logic, all aftermarket intakes would lose power, since most of them are shorter than the stock airbox.

Theyre not that much shorter.
Theyre probably making them a little shorter on purpose in order to move the resonance to where they want it in the power band.

A long tube is going to have strong resonance, but only in specific revs with big gaps between peak resonance. With the limited rpm range of normal engines you normally see one peak of resonance, so you tune that length to put that peak where you want it.
A shorter tube will resonate softer, but will do it more, which is why its good for a high RPM engine with a big rpm range. You end up with a very wide power band that is kind of lumpy, instead of one big hill.

Someone I know did some pretty extensive back to back dyno testing of intake tube length. The car is running speed density, so no trouble caused by a MAF placement or anything.

Longest tube:

Medium tube:

and the shortest tube was basically just that Al 90 bend directly on the throttle body with a coupler. No pic of that.

Minor adjustments were made to fuel due to the changes in VE from resonance. Timing and everything else was untouched.

Of course this is just one example. This stuff is very well documented going all the way back to when NACA was trying to build badass engines for military aircraft.
http://ntrs.nasa.gov/search.jsp?R=19930094459

 

[46Tbird]

There are inserts that can be put in the tube right before the MAF that look like a honeycomb. These straighten out the flow and improve the sensor's performance.

That is called laminar flow. And just judging by the looks of it, I would go with the consensus that that CAI is going to have some issues ingesting and smoothing airflow through the MAF and intake - ESPECIALLY at high speeds. AKA "choked flow". There is a lot of fluid dynamics going on here, but the idea is you want to maximize airflow. A long, continous, and smooth column of air is better than a short, tortured, turbulent one.

Of course this is just one example. This stuff is very well documented going all the way back to when NACA was trying to build badass engines for military aircraft.

Just wanted to point out that NACA didn't build any engines. It was an organization of scientists and laboratories that performed research related to the aeronautical industry. Their research was used by all airframe and powerplant manufacturers. So technically yes, NACA-derived technology was used in military aircraft engines, though they didn't build any engines of their own. Pratt & Whitney and Rolls Royce did that.

 

[Sky Render]

blah blah

Uh, yeah, and you're talking about intake tubes that are nearly as long as the vehicle. You just said that the difference in lengths between the WMS intake and the stock one was different enough to cause a powerband shift, and then showed proof that said powerband shift was created by varying intake tube length over several meters.

 

[Full_Tilt]

Several meters = between 1 and 3 feet?

Alright then.

Stock tube from TB to the radiused inlet insider the air box is probably like 20 inches. This intake is like 6. That is a dramatic difference.

 

[wbt]

It happens in both places.
Why would runners resonate and the intake tube not?



Theyre not that much shorter.
Theyre probably making them a little shorter on purpose in order to move the resonance to where they want it in the power band.

A long tube is going to have strong resonance, but only in specific revs with big gaps between peak resonance. With the limited rpm range of normal engines you normally see one peak of resonance, so you tune that length to put that peak where you want it.
A shorter tube will resonate softer, but will do it more, which is why its good for a high RPM engine with a big rpm range. You end up with a very wide power band that is kind of lumpy, instead of one big hill.

Someone I know did some pretty extensive back to back dyno testing of intake tube length. The car is running speed density, so no trouble caused by a MAF placement or anything.

Longest tube:

Medium tube:

and the shortest tube was basically just that Al 90 bend directly on the throttle body with a coupler. No pic of that.

Minor adjustments were made to fuel due to the changes in VE from resonance. Timing and everything else was untouched.

Of course this is just one example. This stuff is very well documented going all the way back to when NACA was trying to build badass engines for military aircraft.
http://ntrs.nasa.gov/search.jsp?R=19930094459

Is that intake nicknamed "The Dong" by chance? Lol!

 

[4VFTW]

It happens in both places.
Why would runners resonate and the intake tube not?



Theyre not that much shorter.
Theyre probably making them a little shorter on purpose in order to move the resonance to where they want it in the power band.

A long tube is going to have strong resonance, but only in specific revs with big gaps between peak resonance. With the limited rpm range of normal engines you normally see one peak of resonance, so you tune that length to put that peak where you want it.
A shorter tube will resonate softer, but will do it more, which is why its good for a high RPM engine with a big rpm range. You end up with a very wide power band that is kind of lumpy, instead of one big hill.

Someone I know did some pretty extensive back to back dyno testing of intake tube length. The car is running speed density, so no trouble caused by a MAF placement or anything.

Longest tube:

Medium tube:

and the shortest tube was basically just that Al 90 bend directly on the throttle body with a coupler. No pic of that.

Minor adjustments were made to fuel due to the changes in VE from resonance. Timing and everything else was untouched.

Of course this is just one example. This stuff is very well documented going all the way back to when NACA was trying to build badass engines for military aircraft.
http://ntrs.nasa.gov/search.jsp?R=19930094459

nothing you posted shows any effect of a change in the resonance waves. All 3 dyno graphs are virtual mirror images of each other and within 5hp. If the wave pulses were being altered all 3 power curves would be different.