Air Intake Info For Those of You Who Really Want to Know More About Your Cars

[Jacko3]

I am sure a few people have touched on turbulence in the intake mechanism. Well, if you go to how stuffworks and wikipedia, you get some good info. However, the basis for that information on Wikipedia and how stuff works, is also important.

First of all, there is always a pressure drop at low flow rates of a fluid. This pressure drop increases directly wih the fluids viscosity. At higher rates of flow, this pressure drop increases much more rapidly, at about the square of the fluids velocity. Fluids are liquids or gases that can exert pressure on the walls of a container.

In delving into fluids, you will want to clearly distinguish the region of fluid flow, which is usually lamina flow and turbulent flow. Turbulent flow is when the fluid is flowing without an shearing or mixing of fluid layers. While in turbulent flow, there is constant mixing and sheering of fluid layers, leading to eddies or vortices. In between the transition of a fluid from lamina to turbulent flow, a fluid will achieve a critical velocity or a transition regime.

In most air intakes, turbulent flow is always the case.

Osborne Reynolds in 1883 studied fluids and came up with a dimensionless quantity called the Reynolds number, denoted by:

Nreynolds = D. V/u

D = diameter of pipeV = avergae velocity of the fluidu = Kinematic viscosity

Of course, kinematic viscosity (u) = dynamic viscosity/density of the newtonian fluid.

Newtonian fluids are fluids that have a linear relationship between their velocity gradient and the shear stress. There are also non-newtonian fluids, which behave differently as well.

Thus, fluid that apporach a Nreynolds < 2100 are actually operating under lamina flow, and Nreynolds that are b/w 2100 - 4000 are in a transition regime, and Nreyonlds > 4000 are in turbulent flow.

In turbulent flow, you will want to consider wall turbulence and free turbulence. Wall turbulence is when the flowing stream of fluid is in constant contact with solid boundaries, while free turbulence is contact b/w two layers of fluids moving at different velocities.

In turbulent flow, a transfer process, large eddies are formed from the bulk flow, which pass along energy along a continuous series of small eddies. Air intake in a car always has turbulence.

When a fluid is generally flowing in a pipe as in your air intake, velocity increases from zero at the innner wall of the pipe to a constant velocity in the core of the airstreem down further in the pipe. Auto manufacturers want the constant velocity to occur closer to the air fule mixter than before it. By this process, a boundary layer is ultimately formed. As the fluid stream moves farther down the tube, the rod like core of fluid stream disaappears an the boundary layer occupies the entire cross-section of the fluid stream. As the rod like stream disappears, there is a pressure drop along the tube.

Thus auto manufacturers would like this boundary layer to be formed closer to the entry of the air and fuel mixture in the combustion chamber so that more power can be produced. The question is whether that turbulence will be clsoer to the final entry in the engine combustion chamber or not, so that boundary layers are not easily formed.

In addition, based on the reynolds number, in the equation above, auto manufacturers want to keep the kinematic viscosity of the air as small as possible so that the Nreynolds can be high enough or get above 4000 9see equation above). Thus it would mean that, from the equation above, the density of air or the newtonian fluid must be high enough in order to keep the kinematic viscosity low. Thus, the cooler the air, the denser it is, and the lower its kinematic viscosity. And, the warmer the air, the less dense it is, and the higher its kinematic viscosity.

However, boundary layer seperation happens whenever there is a change in the velocity of the fluid, or its magnitude or direction, or is too large for the fluid to adhere to a solid surface. This is usually experienced when there is an abrupt change in the flow channel like a sudden expansion, a sharp bend, or an obstruction around which the fluid must flow. It is for this reason that the OEM air intakes of the G-35 are inefficient, because resonators and all the other contraptions around it, that affect the direction and lfow of air, actually create boundary layers which drop the air pressure before the air reaches the combustion chamber, thus, delivering less power.

This would be more o for Long Ram Air intakes, because of their bends, as this would increase their boundary layer prior to charging the intake with air, and thus, they may produce less power than short rams like JWT Pop Chargers. However, the density of air in long rams are much higher than the density of air on short rams. Thus short rams need a heat shield made of a material that has a relatively bad thermal conductivity, so that the short ram can suck in relatively cool air. so the heat shield in the JWT PoP charger is as important as the charger itself.

Thus, as Short ram air intakes have less air density due to sucking in relatively hot air. They make up for this because they have less bends and turns, thus, ensuring less boundary layers before the air is charged into the system, and thus producing slightly more power and response--1 hp or less. Long ram air intakes, have denser air, but because of their bends they create more boundary layers than the short ram air intakes. This small disadvantage may actually be felt somewhat when the air is accumulated in the plenum and spacer. The short ram air intake does in fact create slightly more vortices or turbulence, and less boundary layers, prior to charging the air and mixing it up with the fuel.

What superchargers and turbochargers do so well is that they eliminate almost all boundary layers that can cause a pressure drop, while maintaining a lot of trubulence, as they are forced induction systems. However, because they may actually be sucking in hot air, that air has to be cooled in order to make it denser so that a high Nreynolds number for the air well beyond 4000 can be achieved.

Thus, to reduce the boundary layer problem, Infiniti introduced the swirl technology, which is just a swell way of acknowledging the benefits of vortices, while attmeptiing to eliminate boundary layers in the inner wall of the tubing. Thus the dual intake of the current G-35 Sedans and the G-37.

Thus, the boundary layers in the G-35 and G-37 occur at some point much closer to the final air fuel mixture than the factory air intake of the G-35 Coupe. To compensate for this, modifications such as a plenum spacer and short ram air intake does create similar vortices and reduced boundary layers in the G-35 Coupe as it is with the dual air intake in the G-35 Sedan and the G-37. The spacer allows for air constantly being sucked in to remain in a state of turbulence (like a busstsop of turbulent air). In the G-37, the dual air intake makes up for this plenum spacer as it creates just as good a vortice as the spacer in a moded out G-35 Coupe without the turbulent air bus stop.

However, this comes at a cost fo rthe G-35 more than the G-37. The over exposed short and long ram air intakes will absorb more dust and particles than the G-35 Sedan and the G-37 Coupe factory intakes, simply because of its greater exposure. These particles will eventually be collected in your oil and in your oil filter. Thus, slightly more frequent oil changes than the manual suggests (perhaps 3500 miles instead of the recommended 3750) with the regular intake may be necessary.

Thus the vortices created with a modified out G-35 Coupes or the dual intakes of the G-37 Coupes, eventually reduce as a reult of boundary layers, as the air is mixed with the fuel. But these vortices occur much closer to the air fuel mixture than if the G-35 Coupe did not have the mods, and than if the G-37 Coupe did not have the dual intake system. Those resonators and other contraptions that change air flow in the factory air intakes, do affect the horse power produced by the car in a small negative way becasue of the air flow disruptions, while attempting to reduce the intake noise. In turn, the short and long ram air intakes, make more noise as there are no resonators to muffle their sound.

Engineering sometimes comes down to sacrifices in one area to achieve another end in another area. ir also comes down to cost.

If you have any questions, please let me know.


Modified by Jacko3 at 9:50 AM 2/13/2008

[Kenrik]

Cliff Notes:

Shorter Straighter intakes are better but suck in hot air so you need a shield.

Longer intakes are not as good for throttle response but get colder air.

Give and take..

Either way your car is still slow..

Get a big TURBO or SUPERCHARGE!!!

[Beezer]

Cliff Notes:

Shorter Straighter intakes are better but suck in hot air so you need a shield.

Longer intakes are not as good for throttle response but get colder air.

Give and take..

Either way your car is still slow..

Get a big TURBO or SUPERCHARGE!!!

Still slow? Its faster than 99% of all (streel legal) cars made. What do you consider fast?

[Kenrik]

Still slow? Its faster than 99% of all (streel legal) cars made. What do you consider fast?

You sir are WRONG

99%?? no..

let me make a small list of cars faster...

Notice even a MazdaSpeed 6 is faster...

2007 Bugatti Veyron 16.4 8.0L W16 1001 10.2 142.9 RT1968 Plymouth S/S Barracuda 426 Hemi V8 525 ** 10.5 130 MCR1968 Dodge S/S Hemi Dart 426 Hemi V8 525 ** 10.5 129 MCR2007 Saleen S7 Twin Turbo 7.0L V8 T/C 750 10.6 139.8 RT1969 Chevrolet Corvette Stingray LT2 454 V8 465 ** 10.6 132 MT2006 Chevrolet Corvette Z06 LS7 7.0L V8 505 ** 10.85 129.5 -1969 Chevrolet Corvette Stingray ZL1 427 V8 430 ** 10.89 130 MT2003 Ferrari Enzo 6.0L V12 660 11.0 133.9 MT2002 Mosler MT900 Photon LS6 350 V8 435 11.02 126.88 MT2004 Porsche Carrera GT 5.7L V10 605 11.1 133.4 MT2005 Ford GT 5.4L V8 S/C 550 11.2 131.2 MT2007 Ferrari 599 GTB Fiorano 5.999L V12 612 11.3 126.4 MT2003 Saleen S7 7.0L V8 550 11.36 127 MT2006 Chevrolet Corvette Z06 LS7 7.0L V8 505 11.5 127.1 MT2005 Mercedes-Benz SLR McLaren 5.4L V8 S/C 617 11.6 127.2 MT1997 Ameritech McLaren F1 6.0L V12 627 11.6 125 MT2005 Ferrari F430 F1 4.3L V8 483 11.7 122.8 MT2002 Lamborghini Murcielago 6.2L V12 571 11.72 122.52 MT1964 Ford Fairlane T-bolt 427 V8 425 ** 11.76 122.78 CC2003 Dodge Viper SRT-10 8.3L V10 500 11.77 123.63 MT2007 Lamborghini Murcielago LP640 Coupe 6.4L V12 631 11.8 124.0 MT2005 Maserati MC12 6.0L V12 624 11.8 123.9 MT2001 Lamborghini Diablo VT 6.0L V12 550 11.8 121.0 MT1997 Shelby Cobra 427 S/C 427 V8 488 11.8 121.0 MT2005 Mercedes-Benz CL65 AMG 6.0L V12 T/C 604 11.8 120.9 MT2004 Porsche Turbo X50 3.6L H6 T/C 450 11.86 119.91 MT2002 Porsche 911 GT2 3.6L H6 T/C 456 11.9 120.6 CD2004 Mercedes-Benz SL600 5.5L V12 T/C 493 11.9 120 CD2001 Porsche 911 Turbo 3.6L H6 T/C 415 11.9 115.6 MT2004 Superformance Brock Coupe 402 V8 515 12.0 120 MT2000 Lamborghini Diablo 6.0L V12 550 12.0 119.8 CD1963 Dodge Ramcharger 426 V8 425 12.0 117 MCR2004 Porsche 911 GT3 3.6L H6 380 12.07 116.04 MT1997 Dodge Viper GTS 8.0L V10 450 12.07 115.2 MCR1997 Ferrari F50 4.7L V12 513 12.1 124.5 CD2000 Shelby Series 1 4.0L V8 S/C 450 12.1 120 CD2000 Dodge Viper ACR 8.0L V10 460 12.2 119.2 MT1966 AC / Shelby Cobra 427 V8 425 12.2 118 CC2000 Ferrari 360 Modena 3.6L V8 395 12.2 113.5 MT2003 Ferrari 575M Maranello 5.7L V12 508 12.26 118.58 MT2002 Chevrolet Corvette Z06 LS6 346 V8 405 12.29 116 CD1997 Dodge Viper RT/10 8.0L V10 450 12.3 117.19 MT2003 Mercedes-Benz CL55 AMG 5.4L V8 S/C 493 12.38 114.45 MT2003 Mercedes-Benz E55 AMG 5.4L V8 S/C 469 12.39 116.21 MT2008 Chevrolet Corvette Z51 LS3 6.2L V8 436 12.4 116 CD1998 Dodge Viper GTS-R 8.0L V10 460 12.5 118.5 MT2000 Ferrari 550 Maranello 5.5L V12 485 12.5 116.9 CD2004 Lamborghini Gallardo 5.0L V10 495 12.5 116.7 MT2003 Mercedes-Benz SL55 AMG 5.4L V8 S/C 469 12.5 116.1 MT2004 Ferrari Challenge Stradale 3.6L V8 425 12.53 114.14 MT2001 Chevrolet Corvette Z06 LS6 346 V8 385 12.57 113.96 MT2006 Mercedes-Benz CLS55 AMG 5.4L V8 S/C 469 12.6 114.4 MT2005 Chevrolet Corvette Z51 LS2 6.0L V8 400 12.6 114 CD2005 Porsche 911 Carrera S 3.8L H6 355 12.6 111.1 MT2003 Audi RS 6 4.2L V8 T/C 450 12.63 108.64 MT2007 Ford Shelby GT500 5.4L V8 S/C 500 12.7 114.2 MT2001 Shelby Cobra 289 FIA 5.0L V8 350 12.7 108.1 MT1969 Chevrolet Camaro ZL1 427 V8 430 12.76 107 MCR1990

Chevrolet Corvette ZR1 LT5 350 V8 375 12.8 113.8 MT2003 Ford Mustang Cobra 4.6L V8 S/C 390 12.8 113.2 CD2000 Ford Mustang Cobra R 5.4L V8 385 12.8 112.7 MT1966 Chevrolet Corvette L72 427 V8 425 12.8 112 CD2002 BMW Z8 5.0L V8 394 12.8 111.6 MT2007 Jaguar XK 4.2L V8 S/C 400 12.8 110.9 MT2002 Ferrari 360 Spider 3.6L V8 395 12.8 110.8 MT1995 Ferrari F355 Berlinetta 3.5L V8 375 12.8 110.2 MT1993 Dodge Viper RT/10 8.0L V10 400 12.8 110 MT2005 Mercedes-Benz SLK55 AMG 5.4L V8 355 12.8 109.2 MT1999 Lotus Esprit 3.5L V8 T/C 350 12.85 110.96 MT1999 Chevrolet Camaro Z28 LS1 346 V8 310 12.89 109.18 HT2006 BMW M5 5.0L V10 500 12.9 114.9 MT2002 Aston Martin Vanquish 6.0L V12 460 12.9 112.9 CD1967 Chevrolet Corvette L71 427 V8 435 12.9 111 CI1993 Ferrari 512 TR 5.0L H12 421 12.9 110.0 MT2005 Bentley Continental GT 6.0L W12 T/C 552 12.9 109.7 MT1969 Plymouth Road Runner 440 V8 6-pack 390 12.91 111.8 SS1999 Chevrolet Corvette LS1 346 V8 350 12.98 108.85 MT1997 Pontiac Firebird / Hurst LS1 346 V8 350 12.99 103.11 MCR2003 Maserati Coupe Cambio 4.2L V8 385 13.0 110.4 MT2006 Cadillac XLR-V 4.4L V8 S/C 443 13.0 110.0 CD2003 Chevrolet Corvette convertible LS1 346 V8 350 13.0 109.6 MT1969 Chevrolet Camaro SS L78 396 V8 375 13.0 108.6 SA1970 Plymouth Cuda 440 V8 6-pack 390 13.0 105.74 MCR2002 Mercedes-Benz SLK32 AMG 3.2L V6 S/C 349 13.0 105.2 CD2006 Subaru WRX STi 2.5L F4 T/C 300 13.0 103.5 MT2007 Audi RS 4 4.2L V8 420 13.0 102.1 MT1991 GMC Syclone 4.3L V6 T/C 280 13.06 100.2 HR1964 Pontiac GTO *** 389 Tri-Power 348 13.1 115 CD1995

Chevrolet Corvette ZR1 LT5 350 V8 405 13.1 112 MT2005 Chevrolet Corvette Roadster LS2 6.0L V8 400 13.1 110.4 MT2005 Cadillac CTS-V LS6 346 V8 400 13.1 109.8 MT2002 BMW M5 5.0L V8 400 13.1 109.4 MT2006 Dodge Magnum SRT8 6.1L V8 425 13.1 108.2 MT2001 BMW M Roadster 3.2L 6-cyl 315 13.1 107.6 MT1970 Plymouth Cuda 426 Hemi V8 425 13.1 107.12 CC1970 Dodge Challenger SE 426 Hemi V8 425 13.1 107.12 CC2006 Bentley Continental Flying Spur 6.0L W12 T/C 551 13.1 107 CD2005 Mitsubishi Lancer Evolution RS 2.0L I4 T/C 271 13.1 102.8 MT1970 Chevrolet Chevelle SS LS6 454 V8 450 13.12 107.01 CC2003 Ford Mustang Mach 1 4.6L V8 305 13.13 105.51 MM2004 Mercedes-Benz CLK55 AMG 5.4L V8 362 13.14 108.07 MT1999 Pontiac Firebird Formula LS1 346 V8 320 13.15 108.27 MT2002 Acura NSX 3.2L V6 290 13.17 107.65 CD2004 Dodge Ram SRT-10 8.3L V10 500 13.19 107.07 MT2006 Aston Martin DB9 5.9L V12 449 13.2 111 CD2008 Dodge Charger SRT8 6.1L Hemi V8 425 13.2 109 CD1999 Chevrolet Camaro SS LS1 346 V8 320 13.2 108.8 MT2004 Panoz Esperante GT-LM 4.6L V8 S/C 420 13.2 108.8 MT2007 Mercedes-Benz S600 5.5L V12 T/C 510 13.2 108.5 MT2004 Maserati Spyder Vintage 4.2L V8 385 13.2 108.2 MT2005 Chrysler 300C SRT8 6.1L Hemi V8 425 13.2 108.1 MT2005 Mercedes-Benz C55 AMG 5.4L V8 362 13.2 107.3 MT2004 Jaguar XJR 4.2L V8 390 13.2 107 CD1991 Pontiac Firehawk 350 V8 350 13.2 107 CD2002 BMW M3 Coupe 3.2L 6-cyl 333 13.2 106.9 MT1992 Lotus Esprit Turbo 133 I4 T/C 264 13.2 106.2 MT1969 Pontiac GTO Judge 400 V8 370 13.2 104 MCR2006 Jeep Grand Cherokee SRT8 6.1L Hemi V8 420 13.2 104 CD2005 Mercedes-Benz G55 5.4L V8 S/C 469 13.2 103.2 MT2003 Mercedes-Benz CLK55 5.5L V8 362 13.24 107.41 MT2003 Mercedes-Benz C32 AMG 3.2L V6 S/C 349 13.24 106.86 CD1987 Buick GNX 3.8L V6 T/C 300 13.26 104 CI2002 Ferrari Barchetta Pininfarina 5.5L V12 485 13.3 111.8 CD1968 Chevrolet Corvette L71 427 V8 435 13.3 108 HPC2005 Pontiac GTO LS2 6.0L V8 400 13.3 107.5 MT2005 Chrysler Crossfire SRT-6 3.2L V6 S/C 330 13.3 107.4 MT2007 Porsche Cayman S 3.4L H6 295 13.3 107.0 CD2006 Cadillac STS-V 4.4L V8 S/C 469 13.3 105.7 MT2005 Mitsubishi Lancer Evolution IX MR 2.0L I4 T/C 286 13.3 103.4 MT2005 Lotus Elise Sport 1.8L I4 190 13.3 102.9 MT1969 Plymouth Road Runner 426 Hemi V8 425 13.32 107.7 SS1968 Oldsmobile 4-4-2 W-30 400 V8 360 13.33 103.56 CC1967 Pontiac GTO 400 V8 360 13.37 103.4 MCR1970 Buick GS Stage 1 455 V8 360 13.38 105.5 MT1998 Pontiac Firebird Trans Am LS1 346 V8 305 13.4 107.3 MT2000 Aston Martin DB7 Vantage 5.9L V12 420 13.4 106.4 MT2004 Maybach 57 5.5L V12 T/C 543 13.4 106.4 RT2004 Audi S4 4.2L V8 340 13.4 105.1 MT2002 Aston Martin DB7 Vantage Volante 5.9L V12 414 13.4 105.1 MT2006 BMW Z4 M Coupe 3.2L I6 330 13.4 105 CD2005 Porsche Boxster S 3.2L H6 280 13.4 103.9 MT1968 Chevrolet Corvette L71 427 V8 435 13.41 109.5 CD2003 Jaguar XKR 4.2L V8 S/C 390 13.43 105.36 MT1999 Mitsubishi 3000 GT 3.0L V6 T/C 320 13.44 101.79 CD1996 Chevrolet Camaro SS LT1 350 V8 310 13.46 106.48 MCR1969 Dodge Super Bee 440 V8 6-pack 390 13.46 103.02 MCR1969 Dodge Charger 500 426 Hemi V8 425 13.48 109 HR2000 Pontiac Trans Am WS6 LS1 346 V8 325 13.5 107.4 MT2000 Chevrolet Camaro SS LS1 346 V8 325 13.5 107.3 MT2005 Jaguar Super V8 4.2L V8 S/C 390 13.5 106.2 MT2007 Mercedes-Benz SL550 5.5L V8 382 13.5 106 CD1976 Porsche 911 Turbo Carrera 183 H6 234 13.5 105.3 MT1968 Dodge Charger 426 Hemi V8 425 13.5 105 CD1967 Plymouth GTX 426 Hemi V8 425 13.5 105 CD2005 Ford Mustang GT 4.6L V8 300 13.5 103.6 MT1993 Pontiac Firehawk LT1 350 V8 300 13.5 103.5 MT1989 Pontiac Trans Am 20th Ann. 3.8L V6 T/C 290 13.5 103 CC1970 Pontiac GTO 455 V8 360 13.53 103.51 MCR1968 Plymouth Road Runner 426 Hemi V8 425 13.54 105.1 CD1973 Pontiac Trans Am 455 V8 290 13.54 104.29 HR1968 Dodge Charger R/T 426 Hemi V8 425 13.54 101 MCR1969 Chevrolet Corvette L88 427 V8 430 13.56 111.1 HR1968 Ford Mustang 428 V8 CJ 335 13.56 106.6 HR1969 Ford Mustang Boss 429 429 V8 375 13.6 106 HPC1967 Shelby Mustang GT500 428 V8 CJ 355 13.6 106 CC1993 Toyota Supra Turbo 3.0L I6 T/C 320 13.6 106 CD2003 Panoz Esperante 4.6L V8 320 13.6 105.34 MT2006 Aston Martin V8 Vantage 4.3L V8 380 13.6 105.8 CD1968 Chevrolet Chevelle SS L78 396 V8 375 13.6 105 PHR2002 BMW M3 convertible 3.2L 6-cyl 333 13.6 103.8 MT2005 Mercedes-Benz SLK350 3.5L V6 268 13.6 103.3 MT2004 Pontiac GTO LS1 346 V8 350 13.62 104.78 MT1970 Dodge Challenger R/T 440 V8 6-pack 390 13.62 104.3 CC2002 Jaguar XJR 4.0L V8 S/C 370 13.62 104.21 CD2001 Ford SVT F150 Lightning 5.4L V8 S/C 380 13.62 101.16 PM1970 Ford Torino Cobra 429 V8 SCJ 370 13.63 105.9 SS1968 Chevrolet Biscayne 427 V8 425 13.65 105 SS1995 Ford Mustang Cobra R 351 V8 300 13.67 102.82 MCR1970 Buick GSX 455 V8 360 13.66 100.2 CC2004 Jaguar S-type R 4.2L V8 S/C 390 13.69 101.31 MT1964 Dodge Polara 500 426 V8 365 13.7 107.37 HPC1996 Chevrolet Corvette GS LT4 350 V8 330 13.7 105.1 RT1971 Ferrari Daytona 4.4L V12 352 13.7 104 AM2006 Lexus IS350 3.5L V6 306 13.7 104 CD2005 Maserati Quattroporte 4.2L V8 394 13.7 103.4 MT2005 Dodge Ram SRT-10 Quad 8.3L V10 500 13.7 103.0 MT1969 Plymouth GTX 440 V8 375 13.7 102.8 MT2004 BMW 645Ci 4.4L V8 325 13.7 102.6 MT2004 BMW 545i 4.4L V8 325 13.7 102.1 MT2006 Mercedes-Benz S550 5.4L V8 382 13.7 102 CD1991 Dodge Stealth 3.0L V6 T/C 300 13.7 101 MT1969 Dodge Dart 440 V8 375 13.71 105 CC1971 Plymouth Road Runner 440 6-pack 385 13.71 101.2 CC1971 Plymouth Cuda 440 6-pack 385 13.72 106 SS1971 Chevrolet Corvette LS6 454 V8 425 13.72 102.04 CC1971 Dodge Super Bee 426 Hemi V8 425 13.73 104 MT1969 Ford Mustang Mach 1 428 V8 CJ 335 13.73 102.31 CC1968 Chevrolet Camaro Z28 302 V8 290 13.75 107 HPF1962 Dodge Ramcharger 413 V8 410 13.75 106.76 CL1969 Mercury Cougar Eliminator 428 V8 CJ 335 13.76 102.09 MCR1968 Oldsmobile Cutlass (Hurst/Olds) 455 V8 W-30 390 13.77 103.91 SS2004 Nissan 350Z Track 3.5L V6 287 13.77 100.94 MT1968 Pontiac Firebird 400 V8 335 13.79 106 HR2004 Porsche Cayenne Turbo 4.5L V8 T/C 450 13.79 102.47 MT2001 Chevrolet Camaro Z28 LS1 346 V8 310 13.8 108.5 CD2001 Jaguar Vanden Plas 4.0L V8 S/C 370 13.8 104.2 MT1965 Dodge Coronet 426 Hemi V8 425 13.8 104 CD1971 Ford Mustang Boss 351 351 V8 330 13.8 104 MT2001 Ford Mustang Cobra 4.6L V8 320 13.8 103.3 MT2007 Infiniti G35 3.5L V6 306 13.8 102.7 MT2000 Honda S2000 2.0L I4 240 13.8 100.5 MT2004 Subaru Forester 2.5 XT 2.5L H4 T/C 210 13.8 97 CD1967 Plymouth Satellite 426 Hemi V8 425 13.81 104 CD1969 Dodge Coronet R/T 440 V8 375 13.83 102.27 SS1987 Buick Grand National 3.8L V6 T/C 245 13.85 99 CD1968 Mercury Cyclone GT 428 V8 CJ 335 13.86 101.69 MT1969 Chevrolet Nova SS L78 396 V8 375 13.87 105.14 HR1969 Shelby Mustang GT500 428 V8 CJ 335 13.87 104.52 SS1969 Mercury Cyclone CJ 428 V8 CJ 335 13.88 101.7 MT1970 Oldsmobile 4-4-2 W-30 455 V8 370 13.88 95.84 CC1962 Chevrolet Corvette 327 V8 FI 360 13.89 105.14 HR1969 Plymouth Barracuda 440 V8 375 13.89 103.21 SS2003 Dodge SRT-4 2.4L I4, T/C 215 13.89 101.88 MT1962 Pontiac Catalina 421 V8 405 13.9 107 MT2002 Porsche 911 Cabriolet 3.6L H6 320 13.9 104.8 MT1972 Pontiac Firebird Trans Am 455 V8 300 13.9 104.6 CD1969 Ford Mustang Mach 1 428 V8 CJ 335 13.9 103.32 CL1969 Pontiac GTO 400 V8 360 13.9 102.8 CL1998 Chevrolet Camaro Z28 LS1 346 V8 305 13.9 102.5 RT2003 Nissan 350Z Touring 3.5L V6 287 13.9 102.3 MT2005 Chevrolet SSR LS2 6.0L V8 390 13.9 102.2 MT1970 Pontiac Trans Am 400 V8 345 13.9 102 HR1969 Dodge Charger Daytona 426 Hemi V8 425 13.9 101 CD2005 Ford Mustang GT conv. 4.6L V8 300 13.9 100.8 MT2006 Lotus Exige 1.8L I4 190 13.9 99 CD1972 Chevrolet Corvette LT1 350 V8 350 13.92 104 HR1970 Dodge Charger R/T 440 V8 6-pack 390 13.95 101 CC2003 Mercedes-Benz CLK500 5.0L V8 302 14.0 102.5 MT2007 Lexus LS460 4.6L V8 380 14.0 101.2 MT2006 Mercedes-Benz CLS500 5.0L V8 302 14.0 99.3 MT1964 AC / Shelby Cobra 289 V8 271 14.0 99 SS2006 Mazdaspeed 6 2.3L I4, T/C 274 14.0 99 CD1968 Plymouth GTX convertible 426 Hemi V8 425 14.0 96.5 CL1965 Shelby Mustang GT350 289 V8 271 14.0 92 CL

[G_whizz]

Ok... I don't think he meant literally 99%

Where the hell did you find that list anyways?? All it's doing now is depressing me..lol

Really?? A Mazda 6

[Sentientbydesign]

We need to be comparing apples with apples.

Many of those cars are barely street legal.

Having twice as many cylinder or more than double the engine displacement isn't fair either.

Yeah. You're right, they're all faster, but if you compare the G35 with most street cars, it's much faster (especially if it went on a diet).

I would love a fully functional G35 coupe weighing in around 3000lbs.

[G_whizz]

Yeah, hmm maybe I'll get rid of the spare tire, ashtray, manuel etc.. oh... after winter of course... I need the weight for now..

[Beezer]

Come on, think about it.....Divide those cars you mentioned, and by all means feel free to add many more to the list, by the total number of cars, or even models produced, and you will still have well less than 1%. You'd need a list well into 6 figures, maybe even 7, to get past 1%.

I was kind of kidding but its true.

[BigWill]

Cliff Notes:

Shorter Straighter intakes are better but suck in hot air so you need a shield.

Longer intakes are not as good for throttle response but get colder air.

Give and take..

Either way your car is still slow..

Get a big TURBO or SUPERCHARGE!!!

Thanks very much for the abridged version Kenrik! I was not prepared for class today.

[rn79870]

We need to be comparing apples with apples.Many of those cars are barely street legal.

The 1964 Fairlane Thunderbolt definitely wasn't. Ford had them shipped to another company where they were completed, and the owner had to pick up ther car there. They would not even deliver the them. I would give my center nut for a T-bolt.

[BigWill]

You made me curious, so I had to Google Image the T-bolt. Wow! Did that come stock with a 427?

[G_whizz]

I would give my center nut for a T-bolt.

You have a centre nut???

[BigWill]

I believe that it's a centre nut Canadian, but a center nut US.

[rn79870]

You made me curious, so I had to Google Image the T-bolt. Wow! Did that come stock with a 427?

A special 427 at that.

http://musclecars.howstuffwork...t.htm

You have a centre nut???

Only in the back row

[BigWill]

Hard to imagine a 480hp car for under $4,000! That thing must have been a beast.

[barresij]

A special 427 at that.

http://musclecars.howstuffwork...t.htm

Only in the back row

Musta raided the heating ducts out of the attic for those intakes.