PSM's cold air intake system draws dense cold air from a 9" x 4" cone aFe air filter located behind the driver side bumper and air dam. Cold air is conveyed to the turbo using a 3-1/2 or 4-inch diameter heavy-duty industrial type smooth bore flexible duct which is oil and fuel resistant, able to withstand negative (under boost) and positive pressures and designed to resist under hood temperatures up to 250 degrees F. Intake kits are available to accommodate the stock Buick, LT-1 and LS1 MAF sensors and all aftermarket turbochargers. Racing cold air intake kits using ducting up to 5" diameter are also available.
Air filter to MAF Cold Air Intake kit above includes: an aFe air filter, 3-1/2 or 4-inch duct, air filter and MAF duct adapters, air filter and fuel vapor canister brackets, fasteners, stainless steel duct clamps, intake air temperature sensor plug-in wiring harness and detailed installation instructions.
The optional MAF to Turbo Duct kit above includes: 3-1/2 or 4-inch duct, MAF and turbo duct adapters, MAF and duct support brackets, fasteners and stainless steel duct clamps. The optional kit is available for those who do not wish to use a metal MAF pipe or the stock duct.
Race kits (not shown) include many of the above components for a complete system from air filter to turbo using a 4 foot long 4 or 5-inch duct.
The 3-1/2-inch air filter to MAF cold air intake kit with the optional kit takes 1-1/2 hours to install with no cutting, drilling or special tools. The completed installation looks factory installed and is undetectable from outside of the car. The 4-inch air filter to MAF kit does require slight bending of the radiator support panel behind the headlight to allow passage of the 4-inch duct.
HISTORY OF TURBO-BUICK COLD AIR INDUCTION
In the late '80s to mid 90's, ram air intake systems were the only systems being sold by various vendors. As a economical solution, many racers just located the air filter under the hood with a metal MAF pipe to the turbo to get more air to the engine. In 1996, PSM was testing different air intake systems and variations within those systems for the Buicks. During our testing, we discovered that a cold air system was superior to any other air intake design. PSM's goal was to develop an air intake systems that provided the required engine air flow and the most dense air to our Turbo Buick engines to deliver the maximum performance possible. In 1997, we met our goal and began marketing our kits.
Presently, there are other cold air intake kits on the market that copy PSM's design of locating the air filter behind the front bumper. Some companies use metal ducts which transfer underhood heat to the air inside the duct. These ducts are difficult to install, get scratched and rust. Other companies use off-the-shelf plumbing hardware and rubber adapters that collapse under high boost, or cause air flow restrictions with mis-matched adapters.
Since 1997, PSM has only made one design change to our kits to keep up with the higher horsepower turbochargers. Our air intake systems are engineered to provide the best combination of smooth non-turbulent, laminar air flow from the filter to the turbo. We maximize cool air to the engine and design our kits to be maintenance free as possible.
ENGINEERING BENEFITS OF PSM's COLD AIR INTAKE SYSTEMS
+Air filter is located furthest from the engine compartment, behind the front bumper and flush with the bottom of air dam, to pick up the coldest air available from under the car. Filter locations has proven not to affected engine longevity as dirt, heavy rain and snow do not enter the filter.
+Air filter is held in place with a bracket to keep filter in the ideal location to draw-in 360 degree air surrounding the cone filter for maximum air flow with minimal air restriction. (Our competition uses an unsupported air filter that can rest against body components)
+Our adapters are machine-turned from ABS and CPVC plastic with engineered tapers to provide a smooth transition from duct to MAF and turbo for maximum laminar air flow with minimal restriction. ( Our competition uses the one-size-fits-all adapters that have large offsets causing air turbulence and obstructions to air flow)
+The heavy-duty aircraft quality, low heat conductive, smooth bore rubber duct offers maximum flexibility for long sweeping bends for minimal air restriction and easy installation. The rubber duct looks stock-appearing. (The competition uses standard radius metal pipe elbows which transfers heat to the air inside the duct, and can not easily conformed to the available space resulting in numerous and unnecessary bends and pieces that look un-natural under the hood)
+With the rubber duct between the turbo and MAP sensor, engine movements and vibrations are not transmitted to the MAF, thereby extending the service life. (The competition typically attaches the MAF sensor to a metal MAF pipe)
+IAT Sensor is relocated above the air filter to eliminate the air turbulence prior to the MAF sensor. Consequently the air flow through the MAF is very laminar and both screens in the MAF can be removed for additional air flow. (The competition retains the MAF sensor in the stock location)
+Our kits come complete with all brackets to firmly hold the MAF sensor and duct in the best possible location for minimal air restriction, smooth sweeping bends and to keep components safe from damage.
+All pollution control equipment remains functional in stock location.
+Easy to install in 1 to 1-1/2 hours and requires no drilling.
PERFORMANCE BENEFITS
+Reduces air flow restriction to turbo and increases boost 1-2 pound without making any other changes
+Reduces EGTs and WOT engine detonation, allowing engine to operate at a higher boost level on the same octane fuel
+Provides quicker turbo spool up to get into maximum power faster
+Eliminates boost pressure creep at WOT
+Provides .4 to .6 second reduction in ET and up to 5 MPH increase on top end compared to the factory air intake system
+Provides up to .2 second reduction in ET and up to 2.5 MPH increase on top end compared to a underhood air filter
+Cold air intake kits available to flow sufficient air for 8 second cars
AIR INTAKE SYSTEM FUNDAMENTALS
There are two major components that affect the performance an air intake system can deliver to the engine. These are air temperature (air density) and air flow. The above graph shows the air intake temperatures between two different air intake systems during the burnout, staging and racing phases. You will notice a 19 to 29 degree drop in air intake temperature between the underhood air filter intake and the Performance Systems Manufacturing cold air intake system while going down the track. Air temperature affects air density which ultimately influences the amount of horsepower the engine will produce. (For detailed explanation on air density see PSM technical topic under Dodge Trucks) Engines that consume cold air will always produce more horsepower and go faster in the 1/4 mile. The 29 degree difference in intake air temperature between the underhood air filter intake and the cold air intake will result in a 25 horsepower increase in a 500 HP engine when using the PSM system. An additional bonus when using denser air, is that the maximum boost can be increased 1.5 PSI without additional engine knock retard, thus gaining more horsepower.
The air flow component is much harder to quantify and understand. An air intake system must supply sufficient quantity of air to meet the engine's needs. The engine air requirement is determined by engine displacement, maximum boost setting, RPM and engine volumetric efficiency. For example consider boost; increasing the boost pressure will allow the engine to take in more air, more air requires more fuel which together produces more horsepower. The same can be said for raising engine RPM. There comes a point where increasing boost or RPM does not product additional horsepower due to turbocharger, cylinder head or camshaft size limitations. See the graph below for your engine's CFM requirement.
This graph takes in consideration changes in volumetric efficiency from performance upgrades. The modified stock and Stage 2 engines uses a better air intake system, larger turbocharger, fuel injectors, intercooler, camshaft, downpipe and ported cylinder heads to reduce air resistance and pumping losses.
An unmodified stock T-R engine running 14 psi boost only requires approximately 530 CFM of air. A modified stock block engine with upgraded performance parts running at 20 psi boost will require approximately 740 CFM. A Stage 2 race engine with maximum performance equipment will require 1200 or more CFM.
The point to remember in selecting an air induction system is that the system should provide the best combination of cold air and air flow. Our 3-1/2-inch intake system will provide cold air and sufficient air flow to support a 500 horsepower engine. Our 4-inch system is good for 1000 HP. The 4" by 9" long aFe air filter will also support 1000 HP.
Frequently Asked Questions:
1. Which kit do I need? Answer: Kits are available in 3 ½”and 4” duct diameter for all turbochargers with or without a MAF sensor. For stock appearing TA turbos with a turbo bell, and for smaller TE turbos, the 3 ½” induction kit is recommended. For 60 or larger comparable size turbochargers or for cars running faster than 11.5, the 4”induction kit is recommended.
2. What other parts do I need to purchase to install the system? Answer: None. All nuts, bolts, washers, brackets, clamps and wiring harness to relocate the air temperature sensor are included. Kit is complete from the air filter (included) to the MAF.
3. I like the option to return my car to original condition after making any modifications. Are there any wires or holes to cut or drill to install this kit? Answer: Both the 3 ½” and 4” kits are designed to be installed using existing holes and bolts. No cutting of sheet metal or plastic inner fender is necessary when installing the 3 ½” kit. To install the 4” kit, enlarging of the radiator support opening by 3/4-inch by bending down the sheet metal opening lip is necessary to pass the larger duct. This enlarged opening is below the duct and very difficult to detect.
4. Where is the air filter located? Answer: Filter is located behind the driver side air dam and out of sight. The filter in this location remains clean and dry even in heavy rains. Filter is located and supported by a bracket in the center of the open space to allow 100% exposure of the filter area to cold air.
5. I have a scoop cut in my air dam, can I leave it there? Answer: Yes, but remember exposing the air filter to the scoop will expose the filter to dirt and water and will require more frequent cleaning. Our tests have shown that using an air dam scoop from an old ram air system will lower the intake air temperature 2 degrees. This is not a noticeable improvement over the 29 degrees drop using the PSM cold air induction system and is therefore not recommended.
6. Do I need to relocate or remove the fuel canister or other pollution control equipment? Answer: All pollution control equipment remains and functions in the stock location. The kit comes with a fuel canister bracket that rotates the canister about 10 degrees to provide room for the duct to pass by.
7. What type of air duct is used? Answer: Duct is heavy duty aircraft quality with a smooth inside bore, low heat conductive rubber. The duct is ribbed on the outside to provide flexibility and strength. Duct is rated to accommodate a positive pressure of 28 PSI and a negative pressure of 12 PSI. Most aftermarket air ducts or rubber elbows have no negative pressure rating and will collapse on modified high horsepower engines. This is the best oil and fuel resistant and 250 degree temperature rated heavy duty duct on the market.
8. Where is the MAF sensor located? Answer: In the stock location. A MAF bracket is provide in the optional MAF to Turbo Duct kit to mount the MAF to the factory pedestal that the original factory air box was attached to.
9. I have seen the factory MAF duct damaged by the alternator. Will I have the same problem with the PSM system? Answer: The optional MAF to Turbo Duct kit includes a duct support bracket that keeps the duct away from the alternator. This bracket is bolted to one of the alternator studs and holds the duct 3/4-inch away from the alternator.
10. Do your adapters provide a tight fit to the MAF sensor and duct? Answer: The PSM adapters are machined to provide an air-tight connection between components. It is very important that we know the manufacturer and size of the turbocharger and MAF sensor you will be using. We do not use off the shelf rubber plumbing adapters that may or may not fit tightly. Our adapters are machine for maximum air flow and have inside tapers to provide minimum air disturbance and a smooth transition between the duct and MAF or turbo.
11. If I later want to upgrade turbochargers, will I need to purchase another kit? Answer: No. Changes in turbochargers and MAF sensors may only require an adapter change. The flexible and compressible nature of the air duct will accommodate small length changes. Adapters or larger diameter ducts are sold individually for those who want to later upgrade.
12. Will boost automatically increase with this kit? Answer: Yes. Any time a change is made to your combination that allows the air to flow from the air filter to the exhaust system with less restrictions, boost will rise without making any changes in the wastegate setting. Our induction system will automatically raise your maximum boost by 1 to 1-1/2 PSI. You will be able to run at that higher boost without a fuel octane change because the intake air is cooler which lessens detonation. However, it is recommended that you first turn down the boost after installing the kit and then readjust the wastegate to get back to your desired knock retard.
13. Will the air induction kit work with non-stock intercoolers? Answer: All front mounted intercoolers can be used. Stock location aftermarket or modified stretched stock intercoolers that do not project above the stock intercooler mounting height can be used.
14. Why are metal MAF pipes not used in the kit? Answer: Metal pipes are not recommended since metal will conduct heat from the engine compartment into the air intake system more readily than a rubber duct since metal is a much better conductor of heat than rubber. Another reason for not using metal MAF pipe is that the rigid nature of the metal pipe and its connection to the turbo will transfer engine vibrations to the MAF sensor and potentially cause premature failure. Replacement MAF sensors are very costly and new or rebuilt units are not always dependable. Tests show that a metal pipe will outflow a rubber duct of same diameter, but the improvement in flow is not seen at the track. Our duct size is larger than most MAF pipes.
15. How difficult is the kit to install? Answer: Unlike rigid metal pipe elbows that are cumbersome to install and position, the flexible rubber duct is easy to bend and made to conform to the limited space available in front of the radiator support. Aligning the metal elbows to a metal MAF pipe can be problematic and require cutting and bending the MAF pipe to insure a good fit with the MAF sensor.
Kits are available for all turbochargers, MAF sensors and for all engine applications from stock appearing cars to highly modified race cars.
3 ½” Cold Air Induction Kit - $139.00
*4” Cold Air Induction Kit - $149.00
Optional 3 ½” MAF to Turbo Duct Kit - $69.00
** Optional 4” MAF to Turbo Duct Kit - $79.00
**4” Cold Air Induction Race Kits - $199.00
Plus $15.00 shipping & handling
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* Minor cutting and bending of radiator support sheet metal is required to install 4” duct.
** 4” Duct Kit requires purchase of “Angle Boss” or similar IAC valve repositioning device.
