Running BOTH Code III and LET Intakes!!!
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Running BOTH Code III and LET Intakes!!!
OK, I went to the dark side and experimented a lil!! Took off the SL Y splitter and put on the stock one with the Code III intake (to the rear toward the firewall) and took the boots and the intake tubes from the LET unit and put them on the stock splitter for a CodeLET intake!! Butt dyno says WOW!! Intake whine from the Code III is reduced due to the long LET tubes also taking in air as well. Still get a lil hiss, BUT nothing like just having the Code III on there. Will have to do a dyno in the future. The CodeLET is sorta cool, because you're pulling air from the Code at slower speeds and getting the LET lng tubes to take care of the forced induction with the higher speeds. Butt dyno loves it, ESP and Michelin PS IIs hate it!!! Install took about an hour.
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From: Santa Barbara & Los Angeles, CA
C32, Cobra, 700hp Vespa
You mean like this?
Cost = $40
Install = 10 minutes
Of course I just threw some foam motorcycle filters on the end, and they aren't pretty. Standard 2.5" tubing fits right into the stock intake. I tested so many different intake setups, and have loads of road and dyno datalogging. I can tell you that this type of intake makes between no power and less power. The stock airboxes work very well, they were not the problem, the restriction at the TB was the issue...This is why we developed the intake we now sell. The specific setup pictured didn't stay on the car very long. The only reason this type of intake shows gains on other vehicles is because of the SL55 splitter, not because of the tubes, and those gains are almost completely at the top end, not throughout the powerband.
Brandon
Cost = $40
Install = 10 minutes
Of course I just threw some foam motorcycle filters on the end, and they aren't pretty. Standard 2.5" tubing fits right into the stock intake. I tested so many different intake setups, and have loads of road and dyno datalogging. I can tell you that this type of intake makes between no power and less power. The stock airboxes work very well, they were not the problem, the restriction at the TB was the issue...This is why we developed the intake we now sell. The specific setup pictured didn't stay on the car very long. The only reason this type of intake shows gains on other vehicles is because of the SL55 splitter, not because of the tubes, and those gains are almost completely at the top end, not throughout the powerband.
Brandon
Last edited by Code3 Performance; Sep 3, 2008 at 07:29 PM.
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2008 A8L, 2002 996TT X50, 2009 X5
It's not really possible to mod it with a foam insert, as it's a true Y splitter (i.e. doesn't have a backing plate, therefore no piece to make a Code3 intake for) - the C32 is a T splitter with a backing plate, which is what made the Code3 intake possible in the first place...
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02 C32 AMG
Have you seen an SL55 splitter...?
It's not really possible to mod it with a foam insert, as it's a true Y splitter (i.e. doesn't have a backing plate, therefore no piece to make a Code3 intake for) - the C32 is a T splitter with a backing plate, which is what made the Code3 intake possible in the first place...
It's not really possible to mod it with a foam insert, as it's a true Y splitter (i.e. doesn't have a backing plate, therefore no piece to make a Code3 intake for) - the C32 is a T splitter with a backing plate, which is what made the Code3 intake possible in the first place...
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Code III and LET Intake
[QUOTE=Code3 Performance;3031209]You mean like this?
Cost = $40
Install = 10 minutes
Of course I just threw some foam motorcycle filters on the end, and they aren't pretty. Standard 2.5" tubing fits right into the stock intake. I tested so many different intake setups, and have loads of road and dyno datalogging. I can tell you that this type of intake makes between no power and less power. The stock airboxes work very well, they were not the problem, the restriction at the TB was the issue...This is why we developed the intake we now sell. The specific setup pictured didn't stay on the car very long. The only reason this type of intake shows gains on other vehicles is because of the SL55 splitter, not because of the tubes, and those gains are almost completely at the top end, not throughout the powerband.
Yes, it looks the same, except that mine is Black. If you say it makes no or LESS power, doesnt than conflict with your statement that the Code III intake (which I do use) makes MORE on the dyno. I believe that you state the increase is 8 RWHP? I can't imagine the elongated tubes cutting flow or intake??? I will have to take photo and share. The Code III alone should increase the power??? I dont get it Brandon???
Cost = $40
Install = 10 minutes
Of course I just threw some foam motorcycle filters on the end, and they aren't pretty. Standard 2.5" tubing fits right into the stock intake. I tested so many different intake setups, and have loads of road and dyno datalogging. I can tell you that this type of intake makes between no power and less power. The stock airboxes work very well, they were not the problem, the restriction at the TB was the issue...This is why we developed the intake we now sell. The specific setup pictured didn't stay on the car very long. The only reason this type of intake shows gains on other vehicles is because of the SL55 splitter, not because of the tubes, and those gains are almost completely at the top end, not throughout the powerband.
Yes, it looks the same, except that mine is Black. If you say it makes no or LESS power, doesnt than conflict with your statement that the Code III intake (which I do use) makes MORE on the dyno. I believe that you state the increase is 8 RWHP? I can't imagine the elongated tubes cutting flow or intake??? I will have to take photo and share. The Code III alone should increase the power??? I dont get it Brandon???
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From: STL
W203 C230SS
I'm no expert in Mercedes tuning by any means. However, in the Ford Focus camp- lack of an airbox and longer intake tubes always made less power down low and a little extra on top. On the other side- lack of an airbox and shorter intake tube made more down low, but trailed off a little on the high end. The intake that Brandon posted lacks and airbox completely and has long tubes. My understanding of it on the Focus world was that the airbox acted as an air "reserve" of sorts. Maybe something along those lines?
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I'm no expert in Mercedes tuning by any means. However, in the Ford Focus camp- lack of an airbox and longer intake tubes always made less power down low and a little extra on top. On the other side- lack of an airbox and shorter intake tube made more down low, but trailed off a little on the high end. The intake that Brandon posted lacks and airbox completely and has long tubes. My understanding of it on the Focus world was that the airbox acted as an air "reserve" of sorts. Maybe something along those lines?
I'll put it on a real one and we'll see.
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From: Melbourne
C32 AMG
whats hiding under the white-out pic?
a prototype part under development that he doesn't want us to see
i looked at my engine from that angle, i could see ancillary pullies (crank, waterpump etc)
a prototype part under development that he doesn't want us to see
i looked at my engine from that angle, i could see ancillary pullies (crank, waterpump etc)
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LET C32 2002
Glenn props to you for being creative
I do feel based on the comments made by others that it definitely sounds like you are getting the best of both worlds...now if only to modify the rear area to force colder air into the C3P intake then it will be wow....maybe a plastic attachment going from C3P intake and up to the hood and maybe screen it
something like in this pic but up by the C3P intake.
I do feel based on the comments made by others that it definitely sounds like you are getting the best of both worlds...now if only to modify the rear area to force colder air into the C3P intake then it will be wow....maybe a plastic attachment going from C3P intake and up to the hood and maybe screen it
something like in this pic but up by the C3P intake.
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ME?? NO, I did not!! The HP, only the dyno knows and its too soon to tell how she'll do at the strip. Again, this is an experiment, not a given. My philosophy is that you can NEVER have too much airflow or too much air as long as you're not lean. Superchargers love air and lots of it. Cold air is even better!! I 'll run it awhile and see what she does. Its a 10 minute install or swap out since I have BOTH the CODE III and the LET!!
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Glenn props to you for being creative
I do feel based on the comments made by others that it definitely sounds like you are getting the best of both worlds...now if only to modify the rear area to force colder air into the C3P intake then it will be wow....maybe a plastic attachment going from C3P intake and up to the hood and maybe screen it
something like in this pic but up by the C3P intake.
I do feel based on the comments made by others that it definitely sounds like you are getting the best of both worlds...now if only to modify the rear area to force colder air into the C3P intake then it will be wow....maybe a plastic attachment going from C3P intake and up to the hood and maybe screen it
something like in this pic but up by the C3P intake.
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Last edited by Newzchspy; Sep 4, 2008 at 11:24 AM.
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I'm no expert in Mercedes tuning by any means. However, in the Ford Focus camp- lack of an airbox and longer intake tubes always made less power down low and a little extra on top. On the other side- lack of an airbox and shorter intake tube made more down low, but trailed off a little on the high end. The intake that Brandon posted lacks and airbox completely and has long tubes. My understanding of it on the Focus world was that the airbox acted as an air "reserve" of sorts. Maybe something along those lines?
The ram air effect is non-existent as I did a lot of research on this years ago. You have to be traveling at something like 180+mph to create enough pressure to have a true ram air effect. (It's been a long time but the mph was something pretty high I do remember that).
Back to an intake in general. The motor decides how much air it can pull in. The intake just has to provide enough as to not choke it off but more down low from a shorter tube, etc. etc. makes no sense if you think about it. Why would a longer tube provide more on top? There's no logical reason for it. The shorter the path the better. The only differences are is if you are pulling in hot air or cold air which affects timing.
Really all any of us need is a big air filter connected to the TB like carbs used to do and seems like Code 3 did to some extent. Why we don't is we would not be able to resonate any sound and not everyone wants a big "roar" when opening the throttle and depending on position we could be sucking in a lot of hot air.
Factory airboxes just provide better packaging and sound deadening. Some work better than others at providing enough flow.
Last edited by racetested; Sep 4, 2008 at 11:23 AM.
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08 MB
You mean like this?
Cost = $40
Install = 10 minutes
Of course I just threw some foam motorcycle filters on the end, and they aren't pretty. Standard 2.5" tubing fits right into the stock intake. I tested so many different intake setups, and have loads of road and dyno datalogging. I can tell you that this type of intake makes between no power and less power. The stock airboxes work very well, they were not the problem, the restriction at the TB was the issue...This is why we developed the intake we now sell. The specific setup pictured didn't stay on the car very long. The only reason this type of intake shows gains on other vehicles is because of the SL55 splitter, not because of the tubes, and those gains are almost completely at the top end, not throughout the powerband.
Brandon
Cost = $40
Install = 10 minutes
Of course I just threw some foam motorcycle filters on the end, and they aren't pretty. Standard 2.5" tubing fits right into the stock intake. I tested so many different intake setups, and have loads of road and dyno datalogging. I can tell you that this type of intake makes between no power and less power. The stock airboxes work very well, they were not the problem, the restriction at the TB was the issue...This is why we developed the intake we now sell. The specific setup pictured didn't stay on the car very long. The only reason this type of intake shows gains on other vehicles is because of the SL55 splitter, not because of the tubes, and those gains are almost completely at the top end, not throughout the powerband.
Brandon
This is the first car I have had with dual intakes. Past cars had one tube that was usually around 3" and there is reason to think we can allow more air sometimes but now I have wo intakes that are 3" at the front. I can't see where the restriction is once you guys add the bigger flowing Y splitter or open up the OEM back to more flow via Code 3's mod.
The front half is providing plenty of air in stock form. If a tuner is selling an intake what they should do is provide pressure drop test's, vacuum, etc. and show what is restricting and what is not. Then a dyno to back up how much the pressure drops are affecting power.
Here are some articles I read years ago that I found informative. A subscription may be necessary for full articles.
http://www.autospeed.com/cms/search/...takes&x=33&y=9
Last edited by racetested; Sep 4, 2008 at 11:39 AM.
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SLK32
I appreciate Brandon's R&D, and I am very happy with my Code 3 pulley and intake mod. That having been said, I just ordered the LET CAI based on other research and conclusions. Obviously both Code 3 and LET have a wealth of tuning experience and knowledge. Not trying to incite a vendor dispute here, but I'm probably not the only one who would like to hear Jerry/LET chime in with their thoughts and results.
Isn't it possible that different ECU tune parameters are an important factor in exploiting gains of the different setups?
Isn't it possible that different ECU tune parameters are an important factor in exploiting gains of the different setups?
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SLK32
The ram air effect is non-existent as I did a lot of research on this years ago. You have to be traveling at something like 180+mph to create enough pressure to have a true ram air effect. (It's been a long time but the mph was something pretty high I do remember that).
Back to an intake in general. The motor decides how much air it can pull in. The intake just has to provide enough as to not choke it off but more down low from a shorter tube, etc. etc. makes no sense if you think about it. Why would a longer tube provide more on top? There's no logical reason for it. The shorter the path the better. The only differences are is if you are pulling in hot air or cold air which affects timing.
Really all any of us need is a big air filter connected to the TB like carbs used to do and seems like Code 3 did to some extent. Why we don't is we would not be able to resonate any sound and not everyone wants a big "roar" when opening the throttle and depending on position we could be sucking in a lot of hot air.
Back to an intake in general. The motor decides how much air it can pull in. The intake just has to provide enough as to not choke it off but more down low from a shorter tube, etc. etc. makes no sense if you think about it. Why would a longer tube provide more on top? There's no logical reason for it. The shorter the path the better. The only differences are is if you are pulling in hot air or cold air which affects timing.
Really all any of us need is a big air filter connected to the TB like carbs used to do and seems like Code 3 did to some extent. Why we don't is we would not be able to resonate any sound and not everyone wants a big "roar" when opening the throttle and depending on position we could be sucking in a lot of hot air.
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07 E550, 02 C32, 91 300E
As for him mentioning that it made little/no power, I'm pretty sure that he is referring to gains over the code 3 intake + SL55 splitter alone.
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08 MB
A s/c motor is not going to be affected as much with intake valve pulses as you have a pressurized chamber going in instead of relying on the vacuum effect of a N/A motor.
I'm not sure if we are both on the same page?
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SLK32
A S/C is just pumping and transferring what is brought in. The more air leading up the better as with a N/A motor.
A s/c motor is not going to be affected as much with intake valve pulses as you have a pressurized chamber going in instead of relying on the vacuum effect of a N/A motor.
I'm not sure if we are both on the same page?
A s/c motor is not going to be affected as much with intake valve pulses as you have a pressurized chamber going in instead of relying on the vacuum effect of a N/A motor.
I'm not sure if we are both on the same page?
