The best Ive seen and is on my list is the GT2 Decklid assy

This really brings in air to the filter assy...

 

not really and guys who telling me thats it makes it suck hot air believe me I'd bet on it it wont !
lol I'd like to compare it to a car i had 2 years ago and how different hp'z in dyno result i got from boxed air filter to big head air filter but it's not right to compare 997tt to the past car and there's no comparison past car was American muscle ;p

 

open pod filter sucks in hot air imo.. unless its something like gruppe m.. perhaps due to the tech or design, there is really an increase in hp even at the expense of sucking in hot air..? I have no doubts in ASR performance however I personally prefer werks1 intake to this one. To each his own..

 

Not many american cars have very hot turbos and cat converters inches away from the intake so your right not to draw a comparison

 

We actually designed this intake the first month the 997tt was released, since we recieved one of the first 997tt's in the US. Our system has been out for over two years as well. You should do your research a little more carefully.

As far as what everyone regards to as heat soak. We datalog our inlet temps both during driving and standstill with our system compared to stock. We would never release a system that creates negative results. Our system produces an additional 24whp in the midrange and an additional 26wtq.

I've attached a thread from AEM's website educating those who are unfamiliar with heat soak and how it works. Also, attached pics is our current intake and hardpipe kit.

<TABLE cellSpacing=3 cellPadding=0 width="100%" border=0><TBODY><TR><TD vAlign=top align=left width=20>Q: </TD><TD class=red vAlign=top align=left>Why does AEM use aluminum for its intake piping?</TD></TR><TR><TD vAlign=top align=left width=20>A: </TD><TD vAlign=top align=left>Our Chief Engineer John Concialdi provides an explanation of the difference between Aluminum vs. Steel vs. Plastic in inlet piping:

The issue of heat absorption with an intake system has a degree of validity, however we have found that too much emphasis is placed on material selection, instead of the real issue of tuning the system. Our systems feature a unique shape and diameter because this is what we found to make the most useable torque and horsepower for each individual application in testing. However, for the purposes of this discussion, we will limit it to why we choose to make our systems from aluminum and the effects of heat absorption on all materials. If you do not wish to review all of this information right now, a quick synopsis of this discussion is outlined in the following bullet points, with complete topic discussions below:

• We use aluminum to eliminate any chance of the system rusting, and it's lighter than steel
• We limit our use of plastic because this material absorbs some of the sound energy we work to create in the inlet duct
• Whether or not an inlet system is made from aluminum, steel or plastic, the thermal conductivity of the duct material has little effect on engine power
• The rate at which air travels through the inlet path under open throttle, when one is asking the engine for maximum power, negates the effect of material heat soak, regardless of the material

We use aluminum—or a combination of aluminum and plastic plenums for throttle-body-injected applications that require a special plenum—for every intake we produce. This eliminates any chance of rust occurring on the inside of the inlet pipe. We have seen chrome-plated steel systems whose inner diameter became rusted over time, causing flakes of rust to travel along the inlet path. We also choose aluminum because of its lightweight properties. Heavier components place higher loads on the brackets they are attached to—or even worse, to the pipes they are attached to. We combine our lightweight aluminum design with a flexible coupling device we call a soft mount that connects the intake system to the body of the vehicle. In addition to the soft mount, we use doublers at the point where the mounting bracket is welded to the pipe for additional strength.

We limit our use of plastic because this material absorbs some of the sound energy we work to create in the inlet duct. Although we use the best plastic material for our plenums, it is still not as resilient and does not retain the visual appeal of aluminum over long-term use. Because we have to use plastic on throttle body applications, we take extra precautions to ensure that the aluminum retaining ring that attaches to the throttle body is anchored securely into the plastic plenum; this is done by making an interlocking mechanical link between the plastic and aluminum.

Whether or not an inlet system is made from aluminum, steel, or plastic, the thermal conductivity of the duct material has little effect on engine power. We have found that the tuning of the pipe, in addition to providing the coolest inlet air source, are the keys to making useable power. We perform engine inlet-air-temp studies when developing each application to determine the coolest location for sourcing inlet air. In addition to this, we determine the safest location for the inlet source to protect it from highly dusty conditions and water. To this end, we provide a stainless-steel heat shield to help minimize heat soak into the inlet area, as well as to provide protection from dust, dirt and mud.

At light throttle opening, air speed and airflow at the inlet system are relatively low. The high residence time of air in the inlet while at low-throttle settings will increase inlet charge temps when materials with high thermal conductivity are used. Typically, when someone is at light throttle they are not asking the engine to make power. Most likely, fuel economy is the issue.

When the throttle is fully opened however, air speed and airflow increase considerably. Typically, the inlet air speed of a 5.7L engine with a four-inch duct at full throttle is 34 feet-per-second, based on a volumetric efficiency of 70% and an engine speed of 3,000 rpm. Most inlet systems for every intake manufacturer for this engine are 30 inches or less. This means that the air in the duct of a 30-inch inlet length on this engine at the given rpm is 1/10th of a second—hardly enough time to transfer an appreciable amount of heat into the air stream on any system.

Basically, the rate at which air travels through the inlet path under open throttle, when one is asking the engine for maximum power, negates the effect of material heat soak, regardless of the material. We hope that this helps to clear up the issues of material heat absorption in intake systems.
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what kind of filters are you guys using? paper or the oil type? the intake does look manacing.

 

The air cleaners are made of top quality T-304 stainless steel mesh. Totally unique, the entire filtration element is made from a fine stainless steel T-304 mesh (200 micron mesh and 150 micron crown). The mesh means the filter will never wear out, and have substantially less restriction than any toher filter. Another feature is the super fine pattern of the mesh. This straightens the airflow and dramatically reduces aerodynamic tumble (restrictive turbulence). These air cleaners also have fine mesh at the top of the filter, further improving the airflow capabilities.

 

interesting, but what about filtration vs. stock paper? Thats my fear I guess with K&N's and the like with more air = more dirt mentality that I have not being an expert in the field. How does the s/s ones stack up?

 

The air filtration is amazing compared to a paper or cloth filter. We've used this air cleaner on may different turbo charged applications and have noticed no pitting whatsoever on the compressor wheel. We've also done the coffee filter test with great results compared to cloth and paper filters. The problem I've seen with K&N style filters, is that the oil sometimes build up on the mass meters causing errors or false readings.

 

Fabspeed, for performance, Werks 1, if you want to look good wear gucci, and valentino jeans bright blue of course and alot of gold jewelry and could care less about wasting your money

 

That's my 997tt in the pictures with the ASR intake. I can tell you from personal experience that it works. Not only the intake by itself, but believe it or not the hard pipe w/ BOV as well. The bottom line is it works, and it sounds incredible. I recommend the whole kit with hard pipe.

Note**the NOS solenoids on the top left, bottom pic - heeheeeee!

 

Great quality and great products....When do I get a ride???

 

ASR,

24whp from intake alone or with hardpipe kit?

 

amazing !! great answers

 

some one is made about ur comment :P