HEMI Cold Air Intake - C and L TrueFlow Air Induction Systems

Our new intake consists of an all new CNC machined cast aluminum inlet pipe assembly (with provisions for the IAT sensor, PCV hose connection and a special nitrous boss), a molded filter shroud assembly that attaches to the lower half of the factory air box assembly and a custom washable air filter that was developed specifically for this system. The air filter in this package maximizes the total amount of available area inside of the shroud assembly, and features over 180 square inches of filtration surface area! The original paper filter, which is more restrictive per square inch than our cotton mesh filter, has a total of only 89 square inches of filtration. Although the filter is visible when the hood is open, our rubber trim seal at the top of the filter shroud isolates the filter from the engine compartment heat once the hood is closed. This ensures that all airflow that enters the filter comes from below the body of the vehicle, just like the factory arrangement.

While developing this system, we noticed that manufacturers of existing HEMI intake upgrades were making "sensational" power claims. One particular manufacturer, who states in their advertising and literature that their intake adds "21 rear wheel horsepower", sells an intake that flows less than 720 CFM. Another manufacturer, who claims to have been producing (up to this time) the "highest flowing" air intake for these vehicles, advertises a system with a maximum flow capacity of 847 CFM.

Our new assembly, which is airflow restricted only by the size of the factory throttle body, features a full 4" diameter inlet pipe assembly and flows 935 CFM, even when attached to a stock HEMI throttle body opening. The maximum flow capacity for our system is restricted by the fact that the factory throttle body has an outside diameter of only 3.5". When this restriction is eliminated (simulating a 4" throttle body opening), our new system flows an amazing 1,015 CFM! Click here to see the Air Flow Comparison

It is our understanding that a new 4" throttle body is in the works for these vehicles, so our new air intake assembly is the ONLY one available that will be able to easily support the size and flow requirements for this new product, once it becomes available. ALL existing air intake upgrades for these vehicles are designed around the size of the stock throttle body, which has a diameter of 3.5", with many of them utilizing even smaller plumbing between the air filter and throttle body. "Air Velocity" on these vehicles is not as important as maximum flow capacity, due to the fact that these vehicles utilize a speed density computer system. This means that with the absence of a mass airflow sensor, you do not have to worry about the flow capacity of the assembly effecting the computer's perception of air mass entering the engine. If these vehicles were MAF equipped (like most Ford and GM applications), then much care would be needed to ensure that a larger aftermarket air intake assembly does not affect the readings of the MAF sensor to the computer to ensure that a proper air/fuel ratio is maintained.

Dyno testing on 3 different test vehicles (SRT-8 Chrysler 300C, 5.7L Dodge Charger and a 5.7L Magnum) have shown typical performance gains of between 10-13 rear wheel horsepower. "Immediate" gains of as much as 19 rear wheel horsepower have been observed on the first dyno pull after installation of the intake assembly, but cannot be considered as valid. Once the computer adjusts to the increased airflow delivered to the engine, power settles in at around 13 HP over stock, as the air/fuel ratio will then stabilize to the exact same level as the stock baseline pulls. This is due to the fact that the first "after" pull does not give the factory computer the ability (enough time) to compensate for the sudden change in airflow available to the engine, and air/fuel ratio is typically leaner than stock during this "first" modified pull.



Subsequent runs will typically show that the air/fuel ratio has stabilized to match the original baseline (stock) pulls. Although using the very first "after" pull makes for sensational power claims, it is very misleading, and is NOT representative of actual results in the "real world" during normal driving conditions. Please see the dyno charts on this page for details from the testing of each of the three test vehicles. All dyno tests were performed on the same dyno, with each corresponding vehicle having all tests performed on the same day, with no notable change in conditions during testing. All pulls were also performed in 3rd gear. Allowing the vehicle to "run out" in 4th gear on the dyno may have produced slightly higher (peak) numbers "overall", but it would not allow us to produce a singular HP "graph" like what most people are used to seeing.

Dyno testing on the 5.7L Magnum vehicle has also provided us with the opportunity to test some tuning adjustments to complement our new intake assembly. These changes were utilized with a Diablosport Predator tuner. Using their generic "cold air tune" as a base, we found that the air/fuel ratio was a bit richer than ideal. After making some adjustments to the tune (but still not completely optimized), we were able to see maximum improvements of 30 to 35 rear wheel horsepower between the air intake and tuner combined (See the provided dyno test for detailed results). Since we have a good working relationship with Diablosport, we intend on developing "C & L specific" cold air tunes to be implemented into a new "C & L" version of the Predator for the Chrysler HEMI passenger car applications. These tunes are being developed with the co-operation of Bamachips (www.bamachips.com) and they will be implemented into the new programmer to ensure true "plug and play" operation in the new "C & L Specific" HEMI Predator tuners. We hope to have this tune combo available soon; however, we are currently offering our TrueFlow System with a DiabloSport Tuner which includes the "performance cai" tune.



TESTING UPDATE:

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Product testing continues with the new 2008 Challenger SRT8. In stock configuration the Challenger put down 333 RWHP. While this number is lower than expected, C & L expects to gain a few horsepower once the engine has a few more miles on it. With the installation of the H401 System, C & L gained 18 RWHP over stock. Knowing that they would be adjusting the tune, they invited Doug of Bamachips to the first dyno session with the new Challenger. With the uploading of a new custom Diablo tune they saw an additional 17 RWHP. Click here to view the Dyno Testing of our 2008 Challenger SRT8 before and after C & L H401 TrueFlow System and Custom Diablo Tune.

Click here to view a detailed graph with HP numbers and air fuel ratios of each configuration tested.

The following dyno test was performed by DiabloSport while testing the new C & L TrueFlow Hemi Air Induction System on their in-house 300 model SRT8 owned by George Nadjarian. According to Johan at DiabloSport, the gain of 18 HP they experienced is higher than any other air intake assembly they have tested on this vehicle. Other air intake assemblies tested on this vehicle showed a typical gain of around 10 RWHP.Click here to view the dyno test of our TrueFlow Air Induction System performed by DiabloSport on their Chrysler 300 SRT8.

We have also been looking into the possibility of manufacturing an aftermarket intake manifold for the 5.7L and 6.1L HEMI passenger cars. In order to determine whether or not the factory manifold could be improved upon, we modified one. Each Intake port now flows 350 cfm per runner. We installed our C & L modified intake manifold on our new Challenger and due to the engine being completely cold the Challenger with the C & L modified factory intake manifold put down 391 RWHP. We did a few more pulls and with the engine warm the Challenger put down a consistent 377 RWHP. Click here to see the Dyno Comparison before and After the installation of the C & L modified Intake Manifold on our 2008 Challenger SRT8.