CL intake vs JTI intake **(JTI
– John’s Tunable Induction, not to
be confused with JLT)
well we recently recieved a JTI cold
air intake to test ..
our shop car is prety radicle and would not be much of a setup for this so we had
been waiting on our chance.
just the thing happened today.
a customer came in with his 05 mustang.
his mods were cold air intake by c@l cmrc delete plates by steeda and
a magnaflow cat back.
the c @ L with the suplied
tune that came with it was not so hot so we retuned the car and came up with
the following best numbers after about 10 pulls
305.4 horsepower 313.35
torque.
this was with a decent air fuel but there was a
troublesome bump between 4000 and 5500 wich was a
real pain to work out.. the transfer function was not
very linear.
after a lot of messing with it the result was a air fule
or aproc 12.9-1 from 5000 up to redline and 4000 and
bellow but that bump stilled showed its head betwween
4000 and 5500 dropign air fule
in that range to 12.7-12.6
however any atempt to raise that small dip would cuase the upper end to raise a bit and be a bit to lean for
best power.
Almost any shop would accept this air fuel curve and send a customer out the
door with it as it is very safe and works very well as the numbers show.
Well we then replaced the intake with the JTI system.
after 12 pulls with the JTI
< remmeber we started from scratch with the jti and were just FINE tuning the c @ l >
306.94 horsepower 317.05 torque.
now the numbers are not that much of a difference but
it was repeatable .. changeing
the tunes back and forth with the cold airs always resulted in similar power
changes regardles of how much heat soak the motor had..
the pulls above were at conditions withing
1 degree of each other and 2 percent humidity.. so
they are consistant.
the engine temperature was kept at a constant
190 degrees via data loging from the obd2 port for consistancy.
The thing I foujnd most impressive about the jti was how linear the mass air transfer function was.. it was easy to map out and consistant across the rpm range..
It did not require anything funky or fiddleing like
the c @ l did to get a nice flat air fuel ..
the air fuel with the JTI unit was a rock steady 13.1-12.9-1 never going leaner
then 13.2 or faster then 12.8 in any part of the pull it was a smoother curve
that was easier to setup and more consistant.
were as the curve on the c @ l seemed to change slightly
pull to pull.
over all across the entire rpm range the jti was aproc 1.5 horsepower and
3-5 foot pounds of torque better then the c @ l .
the c@l lost power when run
lean as the JTI unit .. it wanted to be aproc 12.7-12.8for best power numbers while the jti wanted 13.1-12.9
Considering the price advantage the JTI has over the c @ l ..
and that i sell both and
make a similar margin on each i would have to lean
towards the jti as beeing
more consistant..
however these two are so closely matched that it will realy come down to price where the jti
is the leader and wich look you prefer.
carbon fiber .. or aluminum.
DEAN @ murillo motorsports.
Taken
From www.stangnet.com - http://forums.stangnet.com/showthread.php?t=595445