would aem lie?

[MartinGouda]

ok so tonight i am installing my intake on the delsol so i was looking at AEM's site for instructions (no i am not incompetent but i was curious if there was any information regarding the second hole for intake temp sensor being rerouted to a crank case vent as a bypass) and i noticed that they have dynoed every car on the site for you with charts up to see what gains to expect...

no i thought 2 hp would be about what to expect from a short ram but they have it listed as a 9.8 hp gain at 6500 rpm (which is in the vtec range).

is that really believable? why would AEM lie? looking at the chard why does it peak so perfectly at 6500? it seems to gain in the low end too, and lose only very slightly in the mid then regain like crazy in the highs..

i have my doubts... imput?

http://www.aempower.com/pdf/dyno/22-...atic%20SRS.pdf

[Burrcold]

They all lie. Dyno it and prove them wrong...not that it will do anything. You will not see those types of gains though.

[MartinGouda]

they all do? even denso?

i totaly don't expect to but realisticaly i thought they were a reputable company that would be honest enough to say that they make 1-2% increases in hp and tq at best but this really makes me glad i have never bought anything from them.

it tore down my reality.

[MartinGouda]

AEM's DYNO TESTING PROCEDURE
AEM performs its dynamometer testing in a consistent fashion in an effort to deliver the most accurate results. Our dyno testing procedures are carried out with the hood up, with a fan placed in front of the radiator and another fan at the rear of the vehicle to force exhaust gases from the testing area. We perform the testing in this fashion because it most accurately reflects actual driving conditions.

We have performed extensive temperature studies using thermocouples placed throughout the engine compartment and air filter inlet to determine nominal operating temperatures of inlet air. We have found that underhood air temperatures are best replicated by performing dyno testing with the hood up. Without an open hood or fan to replicate what the car would experience if it were on the street and not on a dyno, the testing would not be an accurate representation of either the car's performance, or the functioning of any performance parts.

For example, the open hood allows air to flow through the engine compartment as it would if the vehicle were moving, and the fan in front of the radiator mimics the flow of air that would pass through it if the car were not stationary on a dyno. Think of it this way, for a 180 HP car that revs to 8,000 rpm, a third gear dyno pull to redline is equivalent to a run of approximately 90 mph, depending on gear ratio and tire size.

Furthermore, all numbers are corrected to SAE (Society of Automotive Engineers) standards for altitude, ambient air temperature and humidity per the program supplied with the Dynojet Dyno that we use (in this case it was a Model 248C Dynojet Chassis Dynamometer). We do this because, according to SAE, horsepower should be measured under a consistent set of conditions.

When we perform dyno testing, we monitor engine temperatures and inlet air temperatures to achieve consistent data. We DO NOT move the vehicle off of the dyno once it is strapped down, and install the performance part we are testing with the car still strapped to the dyno once we have established a baseline number. This is because we have found that vehicle alignment on a dyno will affect the results of a test-and moving a car once it is strapped down can lead to incorrect data.

AEM Temperature Testing Procedures
AEM performs temperature testing on every system it develops, in conjunction with an established method for intake system development, to ensure the creation of the most useable power in real-world driving conditions.

We use thermocouples and an ECU scanning tool to monitor and record temperatures along the inlet path, under the hood, and outside of the vehicle. The scan tool is used to monitor inlet air temps at the IAT sensor, coolant temps at the CLT sensor, and basically everything that the ECU sees from the factory sensors to determine which fuel and spark calibrations it should use. Once the vehicle is at normal operating temperature, it is subjected to a battery of driving simulations (slow cruising, stop and go, hard acceleration, highway speeds and abrupt stop after cruise) and all of the data from the thermocouples and scan tool is recorded. Through the acquisition of this information, we are able to replicate these conditions during our dyno testing to produce a realistic average power gain.

On some vehicles, the tuning effects of the system do not allow us to place the inlet air source outside of the engine compartment, as evidenced by certain Short Ram and V2 applications. In these instances, we also use temperature testing to determine the best location for the inlet source in addition to the standard temperature testing that is performed during the development phase.
To understand how inlet air temperatures affect performance, AEM engineer Damon Riggs provides a discussion below:
The international standard for an internal combustion engine atmospheric correction factor is given by the Society of Automotive Engineers (SAE J1349 Reaffirmed June 1995). The simplified equation is as follows:

Where:

Bdo = Measured inlet air supply dry air pressure (inHg)
to = Measured inlet air supply temperature (°F)

Once a correction factor (CF) is determined, corrected horsepower is calculated by multiplying the CF by the measured horsepower.

Let's look at the following example:

A typical 2002 Honda Civic Si equipped with an AEM Cold Air System puts down 141.6 measured horsepower on a 77°F day at sea level when the atmospheric dry air pressure is 29.235 inHg. These are the SAE standard testing conditions, therefore the CF = 1. In this environment, the corrected power is equal to the measured power.

Now let's take this car out to the desert where the temperature is 97°F and the dry air pressure is still at 29.235 inHg. Using the above equation, the CF is determined to be 1.022. A CF of 1.022 is telling us that in these conditions, this car will output only 97.8% of the horsepower that would otherwise be measured under SAE standard testing conditions. To determine the power that the Civic will actually put to the ground, we divide the corrected power by the CF. Therefore, if we dyno the Civic in these conditions, the dyno will measure 138.6 hp at the wheels. That is a 3.0 hp loss, or 2.1%. The corrected power will be the same, though, 141.6 hp.

If we take the Civic where it is cooler (57°F) and the dry air pressure is the same as that of the desert, the CF is 0.978. This CF tells us that at this location, 2.2% more power will actually be achieved when compared with the power output at the SAE standard testing location. An uncorrected dyno run here will record 144.8 hp. That's over a 2.2% increase or 3.2 hp.

In each of these three testing conditions, the corrected power is the same. This is due to the use of a standardized correction factor and it allows us to accurately compare dyno runs taken in different environments. Nearly every dyno run that is published displays corrected power. The fact that a correction factor like this is required reveals the importance of inlet temperatures on power output. Cooler intake air ultimately makes more power. This is part of the theory behind the design of AEM Air Induction Systems.

[Arabian_Knight]

maye u gain hp...but you lose alot of torque, check out the CAI they have I think its almost 20 hp gain

[MartinGouda]

it's a honda, we don't have torque...

hahaha...

no i looked for the cai and they don't have dyno results up for the delsol...

[Pineapple]

Marketing. If they tell the truth that its only 2HP gain, most people won't buy from them. They'll go for one cost half with 10HP gain. Most of them won't know the different anyway.

[Arabian_Knight]

martin forget the delsol, just check the civic si, should e the same engine

[MartinGouda]

i gues the older ones would but i think the 1993 si's had a dohc

[JR]

I highly doubt it'd be true 9.8hp for that is pretty out there, but who knows, a k&n cone filter added 3-4 hp (on g-tech) to my subi, I've seen unbelieveable crap that was true before

[Burrcold]

Originally Posted by MartinGouda

they all do? even denso?

our business is almost 100% parts so promote our quality. Besides we don't really make any parts that make a car faster. Just everything else lol