*** $1,500 CF Airbox with HP benefits ***
09-08-2006, 11:35 PM
#426
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If I increased it to 4" diameter tube does it have an adverse affect on power?
No, Since 55 relies on boost to make power, 80 mm TB ultimately is what is going to limit - throttle - the engine. Use 3.5-4'' inlet pipe.
P.S. My earlier air box design was paid for evosport and as such belongs to them, so I can not send you any pictures. However, feel free to ask any questions.
Thanks,
09-08-2006, 11:37 PM
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CLK63 Black, E350 Wagon, Supercharged Denali, Lotus Elise, Tesla Model 3 Dual-Motor.
The "Goal IAT" should be as low as we can get it... and made to keep from going into high heat soak during traffic conditions.
Vic, you and the other OBII guys... should be able to help with what it is now... and what the new air intake changes IAT to +or- temps.
MachC5
Vic, you and the other OBII guys... should be able to help with what it is now... and what the new air intake changes IAT to +or- temps.
MachC5
09-09-2006, 10:41 AM
#428
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No, no, no.. You guys missed my question..
I want to know if air VELOCITY is important on an F/I motor? By increasing the size of a tube from 3" to 4" it will SLOW down the air. I want to know if this inherent slowdown is deterimental to an F/I system.
On an N/A motor people always try to keep intake air VELOCITY higher for performance..
I want to know if this is an important thing for design purposes on an F/I motor???
I want to know if air VELOCITY is important on an F/I motor? By increasing the size of a tube from 3" to 4" it will SLOW down the air. I want to know if this inherent slowdown is deterimental to an F/I system.
On an N/A motor people always try to keep intake air VELOCITY higher for performance..
I want to know if this is an important thing for design purposes on an F/I motor???
09-09-2006, 11:20 AM
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W211 E55
Besides a small trade-off of torque for HP, I don't see a great deal of effect on this FI motor.
Traditional N/A tuning issues - e.g. intake resonance, pressure wave tuning, intake port velocity, exhaust scavenging - are largely mitigated by the Kompressor shoving air in.
In this case, mo' flow = mo' better.
Traditional N/A tuning issues - e.g. intake resonance, pressure wave tuning, intake port velocity, exhaust scavenging - are largely mitigated by the Kompressor shoving air in.
In this case, mo' flow = mo' better.
09-09-2006, 11:40 AM
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No, no, no.. You guys missed my question..
I want to know if air VELOCITY is important on an F/I motor? By increasing the size of a tube from 3" to 4" it will SLOW down the air. I want to know if this inherent slowdown is deterimental to an F/I system.
On an N/A motor people always try to keep intake air VELOCITY higher for performance..
I want to know if this is an important thing for design purposes on an F/I motor???
I want to know if air VELOCITY is important on an F/I motor? By increasing the size of a tube from 3" to 4" it will SLOW down the air. I want to know if this inherent slowdown is deterimental to an F/I system.
On an N/A motor people always try to keep intake air VELOCITY higher for performance..
I want to know if this is an important thing for design purposes on an F/I motor???
The air in any non-pressurized air cleaner system is in a vacumn... negative pressure. The E55K's intake is on the vacumn side of the blower.
Think of it as running and breathing hard while sucking air only through a straw or your nose vs. sucking through your open mouth.
E55K Air Cleaners are in Neg Pressure vs. Positive Pressure. So bigger... to a point, HP requirements... is better.
Now if I'm somehow wrong, Pls let me know...
I approve of this message,
MachC5
09-09-2006, 12:09 PM
#432
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Victor,
Think of a top fuel drag car. They use positive displacement sc's that suck air through 3 or 4 (4inch) diameter holes (throttle plates) with no intake tubes or filters. The more air the better.
I am highly considering doing away with a box and just sticking a cone airfilter on the TB. Obviously, I would put some type of heatshield under the filter and make sure I had plenty of cool air.
If I am way off base on my thought process let me know. (remember I'm a turbo guy)
Cheers1
Think of a top fuel drag car. They use positive displacement sc's that suck air through 3 or 4 (4inch) diameter holes (throttle plates) with no intake tubes or filters. The more air the better.
I am highly considering doing away with a box and just sticking a cone airfilter on the TB. Obviously, I would put some type of heatshield under the filter and make sure I had plenty of cool air.
If I am way off base on my thought process let me know. (remember I'm a turbo guy)
Cheers1
09-09-2006, 01:08 PM
#433
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I want to know if air VELOCITY is important on an F/I motor?
09-09-2006, 01:28 PM
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No, no, no.. You guys missed my question..
I want to know if air VELOCITY is important on an F/I motor? By increasing the size of a tube from 3" to 4" it will SLOW down the air. I want to know if this inherent slowdown is deterimental to an F/I system.
On an N/A motor people always try to keep intake air VELOCITY higher for performance..
I want to know if this is an important thing for design purposes on an F/I motor???
I want to know if air VELOCITY is important on an F/I motor? By increasing the size of a tube from 3" to 4" it will SLOW down the air. I want to know if this inherent slowdown is deterimental to an F/I system.
On an N/A motor people always try to keep intake air VELOCITY higher for performance..
I want to know if this is an important thing for design purposes on an F/I motor???
You currently have two 3" openings feeding one 3-1/8" hole, so I'm not sure why you feel the need for larger tubes. They certainly won't hurt, but they also won't provide any measureable benefit.
09-09-2006, 01:52 PM
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The air in any non-pressurized air cleaner system is in a vacumn... negative pressure. The E55K's intake is on the vacumn side of the blower.
Think of it as running and breathing hard while sucking air only through a straw or your nose vs. sucking through your open mouth.
E55K Air Cleaners are in Neg Pressure vs. Positive Pressure. So bigger... to a point, HP requirements... is better.
Now if I'm somehow wrong, Pls let me know...
Think of it as running and breathing hard while sucking air only through a straw or your nose vs. sucking through your open mouth.
E55K Air Cleaners are in Neg Pressure vs. Positive Pressure. So bigger... to a point, HP requirements... is better.
Now if I'm somehow wrong, Pls let me know...
As long as it can provide more air than the engine needs, the air in the air cleaner system is almost always at atmospheric pressure. There are only two possible conditions when this won't be the case:
1) If the air cleaner becomes clogged and won't flow enough air to feed the engine, this space will be under a slight negative pressure.
2) If the car has a very effective ram air system, at high speeds this space will be under a very slight positive pressure.
Your comment about the intake being on the vacuum side of the blower is not valid because there is a restriction (TB) between the blower and intake system.
09-09-2006, 03:16 PM
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OK - you're wrong.
As long as it can provide more air than the engine needs, the air in the air cleaner system is almost always at atmospheric pressure.
Agreed, if the motor is not running.
There are only two possible conditions when this won't be the case:
1) If the air cleaner becomes clogged and won't flow enough air to feed the engine, this space will be under a slight negative pressure.
What do you call air being drawn through a static source to a vacumn non-static location.
And all air filters have a pressure differential new or not...
2) If the car has a very effective ram air system, at high speeds this space will be under a very slight positive pressure.
Your right again, but I wasn't refering to a ramair system.
Your comment about the intake being on the vacuum side of the blower is not valid because there is a restriction (TB) between the blower and intake system.
As long as it can provide more air than the engine needs, the air in the air cleaner system is almost always at atmospheric pressure.
Agreed, if the motor is not running.
There are only two possible conditions when this won't be the case:
1) If the air cleaner becomes clogged and won't flow enough air to feed the engine, this space will be under a slight negative pressure.
What do you call air being drawn through a static source to a vacumn non-static location.
And all air filters have a pressure differential new or not...
2) If the car has a very effective ram air system, at high speeds this space will be under a very slight positive pressure.
Your right again, but I wasn't refering to a ramair system.
Your comment about the intake being on the vacuum side of the blower is not valid because there is a restriction (TB) between the blower and intake system.
There's two sides or ports on a blower. I call them Pressure vs. Vacumn. What do you... call them.?
Thanks for responding with a different point of view,
MachC5
09-09-2006, 03:55 PM
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I think you may be confusing this with venturi vacuum. If you were to poke a hole somewhere in the inlet tube to the outside world, air would be pulled in. But this is due to the airflow in the tube, not because there is vacuum in there - IOW, venturi vacuum.
Last edited by Grumpy666; 09-09-2006 at 03:59 PM.
09-09-2006, 04:57 PM
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There cannot be a vacuum on the inlet side of the blower unless there is a restriction upstream to limit air flow. As air is pulled into the blower, more air rushes in to take its place. Think of it like this: the vacuum in an intake manifold is caused by the pistons on their downward intake stroke. If the TB is closed (like at idle), there is a high vacuum in the intake manifold, since there is not enough air flowing to feed the engine. If the TB is open (like at WOT), there is no vacuum in the intake manifold if the TB is large enough to feed the engine's air demands. With a blower, the inlet is supplied by a virtually infinite supply of air (the atmosphere). The only way to cause negative pressure in the inlet system is to provide a restriction at the opening of that system. Thus, if the system can't supply enough air to feed the blower, the pressure will drop, similar to the intake manifold. This can all be verified with a vacuum gauge if you still have doubts.
Precisely!
Very well said.
09-09-2006, 06:04 PM
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Thanks Grump,
I understand you thought process on this.
I have been thinking of something we use in the fire department when moving water from one fold-a-tank to another. We also use these to empty large 10,000 gal tanks faster then gravity allows. It's called a Jet-Dump. A smaller jet of water under higher pressure centered in the flow that drags the water through the tanker or hose line at 3 to 4 times what gravity could do.
Best Regards Guys,
MachC5
I understand you thought process on this.
I have been thinking of something we use in the fire department when moving water from one fold-a-tank to another. We also use these to empty large 10,000 gal tanks faster then gravity allows. It's called a Jet-Dump. A smaller jet of water under higher pressure centered in the flow that drags the water through the tanker or hose line at 3 to 4 times what gravity could do.
Best Regards Guys,
MachC5
09-09-2006, 06:46 PM
#440
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Let me explain a little bit why I made the statement.. Since the top part of the box is being made in 1 piece in order to keep the costs of the mold down, the Y-pipe & tubes and airboxes will be all 1 smooth piece of Carbon fiber. Since Phase I is to keep the bottom portion of the airboxes stock, I am limited to 3 areas where volume can be increased:
1) Increasing the size of the top airbox cover (height)
2) Increasing the sizes of the tubes leading to the Y part
3) Increasing the size of the Y's
At the Y-pipe section, I was worried about leaving a very large cross-sectional area open inside because I thought it would slow down the air travelling inside it on its way to the TB..
I just wanted to confirm that the air velocity is not an important factor on an F/I motor so I dont have to worry about creating ports/baffles inside the Y-pipe area to direct air.
I know its a bit hard to explain without a picture, but, since you answered my question, I know I dont have to concern myself with this and I can make the cross-sectional area as big as I want with no ill-effect.
1) Increasing the size of the top airbox cover (height)
2) Increasing the sizes of the tubes leading to the Y part
3) Increasing the size of the Y's
At the Y-pipe section, I was worried about leaving a very large cross-sectional area open inside because I thought it would slow down the air travelling inside it on its way to the TB..
I just wanted to confirm that the air velocity is not an important factor on an F/I motor so I dont have to worry about creating ports/baffles inside the Y-pipe area to direct air.
I know its a bit hard to explain without a picture, but, since you answered my question, I know I dont have to concern myself with this and I can make the cross-sectional area as big as I want with no ill-effect.
09-09-2006, 09:45 PM
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Let me explain a little bit why I made the statement.. Since the top part of the box is being made in 1 piece in order to keep the costs of the mold down, the Y-pipe & tubes and airboxes will be all 1 smooth piece of Carbon fiber. Since Phase I is to keep the bottom portion of the airboxes stock, I am limited to 3 areas where volume can be increased:
1) Increasing the size of the top airbox cover (height)
2) Increasing the sizes of the tubes leading to the Y part
3) Increasing the size of the Y's
At the Y-pipe section, I was worried about leaving a very large cross-sectional area open inside because I thought it would slow down the air travelling inside it on its way to the TB..
I just wanted to confirm that the air velocity is not an important factor on an F/I motor so I dont have to worry about creating ports/baffles inside the Y-pipe area to direct air.
I know its a bit hard to explain without a picture, but, since you answered my question, I know I dont have to concern myself with this and I can make the cross-sectional area as big as I want with no ill-effect.
1) Increasing the size of the top airbox cover (height)
2) Increasing the sizes of the tubes leading to the Y part
3) Increasing the size of the Y's
At the Y-pipe section, I was worried about leaving a very large cross-sectional area open inside because I thought it would slow down the air travelling inside it on its way to the TB..
I just wanted to confirm that the air velocity is not an important factor on an F/I motor so I dont have to worry about creating ports/baffles inside the Y-pipe area to direct air.
I know its a bit hard to explain without a picture, but, since you answered my question, I know I dont have to concern myself with this and I can make the cross-sectional area as big as I want with no ill-effect.
1) Make sure the box volume is large enough to flow the engine's air requirement at WOT at redline.
2) Make sure the path of the airflow is smooth and does not create turbulence.
Since you're feeding the TB from two boxes, and each one probably has a cross-sectional area at least as big as the TB, I would say that #2 is where gains will come from. Make the radii of the turns as large as possible and make the sidewalls free of obstructions (strengthening ribs, etc). Your goal is perfect laminar flow. Once the air passes through the filters, the only thing it should see before the TB is smooth sidewalls with gentle bends.
Out of curiousity, does the factory air box have any sharp turns or baffles to quiet the intake sound?
09-09-2006, 11:04 PM
#442
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What are your thoughts on mounting a cone filter directly to the TB? Assuming it is protected by a heatshield and is getting cool air.
09-11-2006, 12:39 AM
#443
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06 E55 SOLD, 89 300 SE 375,000 miles
Oh yeah... 2 more things..
1) I took DocStone & KEE55AMG off the list because they never paid and I havent heard from them since Page 1 of this thread. I also refunded M5KILLR his money because he said he sold his E55 and he is no longer able to login to this board (All the best Mike).
That means we are down to 29 paid participants. I told the CF guys we had 32 people participating, so if any of you can come up with 3 more guys to fill the empty spots that would be wonderful and they would also be able to get the box at the R&D price.
2) You airflow and engine specialists.. I have a technical question!!! Pay attention!!
On an F/I motor, does it make a difference if the velocity of the incoming air is slowed (ie. an opening is made bigger than normal?).. Does it have a negative impact to oversize a tube or opening? This is critical and need some input.. It will save alot of money and time if we get this right the first time.
Here's an example.. You have an 80mm TB on the car. Let's say hypothetically that a 3" diameter tube leading to the TB has been found to provide sufficient flow to feed the engine the air it needs.. If I increased it to 4" diameter tube does it have an adverse affect on power?
I know on an N/A motor you need to keep intake velocity up, but on an F/I it doesnt matter right?
1) I took DocStone & KEE55AMG off the list because they never paid and I havent heard from them since Page 1 of this thread. I also refunded M5KILLR his money because he said he sold his E55 and he is no longer able to login to this board (All the best Mike).
That means we are down to 29 paid participants. I told the CF guys we had 32 people participating, so if any of you can come up with 3 more guys to fill the empty spots that would be wonderful and they would also be able to get the box at the R&D price.
2) You airflow and engine specialists.. I have a technical question!!! Pay attention!!
On an F/I motor, does it make a difference if the velocity of the incoming air is slowed (ie. an opening is made bigger than normal?).. Does it have a negative impact to oversize a tube or opening? This is critical and need some input.. It will save alot of money and time if we get this right the first time.
Here's an example.. You have an 80mm TB on the car. Let's say hypothetically that a 3" diameter tube leading to the TB has been found to provide sufficient flow to feed the engine the air it needs.. If I increased it to 4" diameter tube does it have an adverse affect on power?
I know on an N/A motor you need to keep intake velocity up, but on an F/I it doesnt matter right?
Hi Victor,
I went ahead and sent $206.00 to your paypal account. I hope this helps.
D
09-11-2006, 12:51 AM
#444
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Welcome to the 2 newest R&D participants: GhettoDreams & mbamg06e55
We are back to full force.
Total Participants: 31
---------------------------------------
Got it.. I am clear on it now. The complete air passage will be smooth and unobstructed.
The stock system has no baffles or sharp bends. The only piece that is not smooth is the ribbed Y-pipe like L8Apex stated.
Thanks D! Money received and your name is on the list.
We are back to full force.
Total Participants: 31
---------------------------------------
Got it.. I am clear on it now. The complete air passage will be smooth and unobstructed.
The stock system has no baffles or sharp bends. The only piece that is not smooth is the ribbed Y-pipe like L8Apex stated.
OK, I think I have a better understanding of what you're trying to ask - and if I do, you DO NOT want the airflow velocity to increase inside the air box due to the air box. If it does, it's an indication that there's a restriction somewhere. As I mentioned in a previous post, you are feeding the TB from the atmosphere, so you won't slow the airflow down by making the box bigger. You really just need to worry about two things:
1) Make sure the box volume is large enough to flow the engine's air requirement at WOT at redline.
2) Make sure the path of the airflow is smooth and does not create turbulence.
Since you're feeding the TB from two boxes, and each one probably has a cross-sectional area at least as big as the TB, I would say that #2 is where gains will come from. Make the radii of the turns as large as possible and make the sidewalls free of obstructions (strengthening ribs, etc). Your goal is perfect laminar flow. Once the air passes through the filters, the only thing it should see before the TB is smooth sidewalls with gentle bends.
Out of curiousity, does the factory air box have any sharp turns or baffles to quiet the intake sound?
1) Make sure the box volume is large enough to flow the engine's air requirement at WOT at redline.
2) Make sure the path of the airflow is smooth and does not create turbulence.
Since you're feeding the TB from two boxes, and each one probably has a cross-sectional area at least as big as the TB, I would say that #2 is where gains will come from. Make the radii of the turns as large as possible and make the sidewalls free of obstructions (strengthening ribs, etc). Your goal is perfect laminar flow. Once the air passes through the filters, the only thing it should see before the TB is smooth sidewalls with gentle bends.
Out of curiousity, does the factory air box have any sharp turns or baffles to quiet the intake sound?
Originally Posted by mbamg06e55
Hi Victor,
I went ahead and sent $206.00 to your paypal account. I hope this helps.
D
I went ahead and sent $206.00 to your paypal account. I hope this helps.
D
09-11-2006, 12:59 AM
#445
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Sure will!! The SL55 & E55 and I believe also CLS55 all share the same airbox design. Only S55 has a different Part # from what I remember.
I am trying my best to keep the initial price for our group at $1,500 for the airbox itself + whatever the intake tubes end up being.
Like I said in my previous post, within 2 weeks I'll have concrete production info & pricing info.
Once the R&D group is closed off (we start doing the mold) the first run will be set. All subsequent runs will be at a higher price.
Thanks Vadim! That's all that I wanted to confirm. I was studying a few aftermarket air boxes for different vehicles (M5, M3, etc) and just wanted to clarify this point before we went to far with our design.
Rob,
Good point. I guess I knew the answer but I wanted to hear it from someone else since 1 mistake and I would have alot of useless CF on my hands..
You wont be able to put 1 conical filter at the TB and make MORE power.. You will make LESS power if you do that because you will be limited to a very small conical filter to fit that area.
THe only real way to do that is to run a pipe down towards the bottom of the car and put a big 6" or 7" conical down there. Anything less and you will end up with less surface area than the stock design.
The SL55 & E55 and I believe also CLS55 all share the same airbox design. Only S55 has a different Part # from what I remember.I am trying my best to keep the initial price for our group at $1,500 for the airbox itself + whatever the intake tubes end up being.
Like I said in my previous post, within 2 weeks I'll have concrete production info & pricing info.
Once the R&D group is closed off (we start doing the mold) the first run will be set. All subsequent runs will be at a higher price.
Originally Posted by sporters78
will this fit a 2005 sl55 ? what will be the final cost?
thanks
thanks
Victor, you are confusing intake port velocity with throttble body intake velocity. On 55 kompressor creates velocity. Intake to TB needs to deliver as cold as possible, clean, non-turbulent air. Like I mentioned, if you can route 3.5''-4'' pipe or dual 3'' pipes, you will be OK.
Good point. I guess I knew the answer but I wanted to hear it from someone else since 1 mistake and I would have alot of useless CF on my hands..
You wont be able to put 1 conical filter at the TB and make MORE power.. You will make LESS power if you do that because you will be limited to a very small conical filter to fit that area.
THe only real way to do that is to run a pipe down towards the bottom of the car and put a big 6" or 7" conical down there. Anything less and you will end up with less surface area than the stock design.
Originally Posted by L8Apex
Victor,
Think of a top fuel drag car. They use positive displacement sc's that suck air through 3 or 4 (4inch) diameter holes (throttle plates) with no intake tubes or filters. The more air the better.
I am highly considering doing away with a box and just sticking a cone airfilter on the TB. Obviously, I would put some type of heatshield under the filter and make sure I had plenty of cool air.
If I am way off base on my thought process let me know. (remember I'm a turbo guy)
Cheers1
Think of a top fuel drag car. They use positive displacement sc's that suck air through 3 or 4 (4inch) diameter holes (throttle plates) with no intake tubes or filters. The more air the better.
I am highly considering doing away with a box and just sticking a cone airfilter on the TB. Obviously, I would put some type of heatshield under the filter and make sure I had plenty of cool air.
If I am way off base on my thought process let me know. (remember I'm a turbo guy)
Cheers1
Last edited by vrus; 09-11-2006 at 01:02 AM.
09-11-2006, 09:57 AM
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Victor:
Been out of town - sorry for the late response, but in answer to your ?--
Grumpy hit it right.....I have first hand experience with an SRT8 that I S/Charged and the "Supply side" (intake)going into the TB was too small
on the original design and actually "STARVED" the motor of air to where
it would not make HP(low boost). Once the supply of air was fixed (a much larger intake)
the Hp went up......hence...we need as large and as smooth an intake side as possible that feeds into the TB.
Tq comes from "runner velocity" but in our cases...the S/Charger takes care of that! We just have to make sure, we're supplying the S/Charger the air it wants. (Grumpy - don't want to confuse the issued....sound correct in how I worded this?)
Hope this helps
BTW - Victor - the TBottle looks GREAT!!!! I'll post on the other thread today!
Been out of town - sorry for the late response, but in answer to your ?--
Grumpy hit it right.....I have first hand experience with an SRT8 that I S/Charged and the "Supply side" (intake)going into the TB was too small
on the original design and actually "STARVED" the motor of air to where
it would not make HP(low boost). Once the supply of air was fixed (a much larger intake)
the Hp went up......hence...we need as large and as smooth an intake side as possible that feeds into the TB.
Tq comes from "runner velocity" but in our cases...the S/Charger takes care of that! We just have to make sure, we're supplying the S/Charger the air it wants. (Grumpy - don't want to confuse the issued....sound correct in how I worded this?)
Hope this helps
BTW - Victor - the TBottle looks GREAT!!!! I'll post on the other thread today!
09-13-2006, 10:48 AM
#447
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2003 E55 AMG
I just got my car back from the dealer yesterday afternoon so I dropped it off this morning with the CF guys so they can do some fitment testing on it.
I'll post another update once they provide the info to me.
I'll post another update once they provide the info to me.
09-20-2006, 12:43 AM
#448
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2003 E55 AMG
The first pic below shows a comparison of the OEM paper filter, the green filter, and a *NEW* custom foam filter that I am having specially made (No its not from ITG)..
Pictures 2 & 3 show the difference in height that the OEM filter and the foam filter have when they are installed in the airbox. Because of the tall nature of the OEM paper filter the volume of the bottom airbox is significantly reduced. The "prototype" foam filter that is installed shows a great increase in airbox volume just by making a simple change like this.
This foam filter is being specially made for me and is not available anywhere. It is a special 3 part foam filter with a hard rubber surround to keep the filter from collapsing into the airboxes like the greens.. The top of the filter also has a wire screen to help reinforce it and keep it from break apart. These filters are also engineered to be used without any OIL compounds. They are dry and can be cleaned with simple mild soap & water.
I will be making these filters available ONLY TO THOSE WHO PURCHASED AN AIRBOX.
NOTE: The foam filters will be an extra cost but you will have an option of taking them or not taking them when your airbox is ready to ship. I dont have exact pricing yet.
This is one way we are going to get an increase in airbox volume at the bottom section without going through a redesign.
Pictures 2 & 3 show the difference in height that the OEM filter and the foam filter have when they are installed in the airbox. Because of the tall nature of the OEM paper filter the volume of the bottom airbox is significantly reduced. The "prototype" foam filter that is installed shows a great increase in airbox volume just by making a simple change like this.
This foam filter is being specially made for me and is not available anywhere. It is a special 3 part foam filter with a hard rubber surround to keep the filter from collapsing into the airboxes like the greens.. The top of the filter also has a wire screen to help reinforce it and keep it from break apart. These filters are also engineered to be used without any OIL compounds. They are dry and can be cleaned with simple mild soap & water.
I will be making these filters available ONLY TO THOSE WHO PURCHASED AN AIRBOX.
NOTE: The foam filters will be an extra cost but you will have an option of taking them or not taking them when your airbox is ready to ship. I dont have exact pricing yet.
This is one way we are going to get an increase in airbox volume at the bottom section without going through a redesign.
09-20-2006, 12:52 AM
#449
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CLK63 Black, E350 Wagon, Supercharged Denali, Lotus Elise, Tesla Model 3 Dual-Motor.
Not that there's anything wrong with them, But FOAM Filters..?
09-20-2006, 07:49 PM
#450
Out Of Control!!
Renntech provided a foam filter when I bought a c/f airbox for my 430 from them but it was made by ITG. I switched over to Green though because I was afraid the foam would break apart over time and be sucked into the engine. Is it too late to be a part of the c/f E55 airbox group buy? I just bought a kleemann CLK55 and it has a E55 airbox that was modified to fit. Heres a pic (click to enlarge)
Last edited by blackbenzz; 09-20-2006 at 07:51 PM.
