Ive tried looking for a good cold air intake for my tpi, but cant seem to find one

does anybody know where i could get one, or how to make my own?

somebody told me slp makes one for our cars, but i couldnt seem to find it.

-Thanks

 

yes as far as i know slp was the only good cold air intake... but they discountinued that product a few years ago i beleive..... i had to get my slp cai used from this site... i see you got a iroc... you can modify the the factory intake on the irocs to flow just as good if not better the slp cold air intake design.... its the firebirds and trans ams that really benefit from it... our factory intake sucks big time...

 

check out my cold intake setup I made, iroc TPI bellows, into half a u-bend exhaust piece thats 3" which flows 750 CFM, with a MAF that is descreened and definned, then goes into about 12" of the same exhaust tubing, then goes into a 3" Grand National air filter, which goes into the right fender, then is covered with a piece of plastic so it keeps the engine heat from entering it, it runs great and along with the stealth ram, new head gaskets, around 3500-6000 it screams, even with the stock cam and 1.6 roller rockers, check out the pics!

www.cardomain.com/ID/cronsformula

 

I just put my 6 cylinder hood on my bird, and posted some pics on my site. Next I'm going to put in a new CAI for my 5" raised scoop on my bird, its also on my site with the hood, unprepped, I'll post some more pics.

 

looks like you put alot of time and work into your car, looks good

 

Both the Camaro and Firebird have "cold air" intakes (on TPI) so the only concern is airflow, as it's already "cold". As stated, due to the lower hood line, the Firebird's really benefit from an aftermarket or custom air intake. The camaro really doesn't need anything beyond factory. I'm sure there are some BIG power guys who can certainly benefit, but for most of us camaro/TPI guys, the factory intake is more than enough.

 

The camaros dual snorkel intake, is goood for a 550hp motor, so it needs little work for improvement.

 

We are finding there is a restriction in the Camaro intake where it goes from round to flat. There are numerous threads on this site on how to correct the problem. Dyno results support this.

The Firebird intake system is atrocious for anything above stock. The SLP is a step above the stock intake. However in a dyno session this past Saturday it becomes a constriction when making any serious power. Best approach is to search this site for the numerous solutions to the Firebird intake problem.

 

hey 1989gtatransam how much of an improvement is the slp intake system over the stock firebird intake.....

 

You guys should look at what I did, its simple and great for my firebird.

I did modify my irocs intake dual snorkel lid. Where it goes from one spot to the next, near where the maf sensor goes, it hits a spot where it hurts the flow. I cut that spot out, and used GOOP to seal it up again, and it worked great.

 

when i had my car on the dyno, the stock air box started to collapse a little, like it was trying to get some air but couldn't. There is no way a 550 horse motor could use this airbox without losing quite a bit on the big end. I just bought a modified air box that flows so much more than the stock on, and looks very similar. I am going to the track this weekend to find out if it makes any difference. But the stock air box is a huge restriction. Stick you hand in there and feel how little room there is for air to pass through it.

 

You can get those SS boxes from Hawks Third Generation, and they open up the stock airbox nicely and improve upon an already ample intake, and you spend half as much money, and you won't have to fabricate anything, which saves you time. Just my 2 cents. http://www.hawksthirdgenparts.com/ca...mairboxes.aspx

 

"hey 1989gtatransam how much of an improvement is the slp intake system over the stock firebird intake.....


I don't know as I have never seen a back to back test. However we had a car on the dyno this past Saturday making around 330rwhp with the SLP intake system. We removed it and the rwhp went up to around 350rwhp.

With my custom cold air intake there was no improvement in rwhp with it attached or removed. That is what you are looking for.

We also had a car on the dyno with the later Firebird cold air intake system such as on the 1990/1992 models and removing that also picked up substantial horsepower. Something like going from 300rwhp to 320rwhp.

So a good custom cold air intake is worth a good bit of power.

 

i just dont see how the slp cold air intake wouldnt be an improvement over the stock firebird setup.. so your sayin without the slp intake you got 20whp..... i thought that it would be a big step up over the stock setup...

 

The SLP intake system is an improvement over the stock system but by how much I do not know. It uses the same hoses but with a vane installed in each hose to help the air flow. That to me is the big problem. It also uses the factory airfilter which is ok to a point. I'm just reporting the numbers we see on the dyno.

 

yes they do have airfoils rivited into them.. i thought it was to direct airflow better and im using a K&N air filter not the stock one in place of the slp intake.... i just see similar cars with the cold air intakes mounting on the side fenders like the slp intake and they make big numbers with that...

 

also i wanted to know how all you guys in california like kevin91z you and dyno don plus others are pulling these 330+ whp and 360+wtq numbers with tpi's... thats insane..... iv'e just did a 355 tpi and i think my build is very well built and just wanna know what is formula into getting those numbers.....

 

Yes we are using a TPI system with the factory plenum. There are numerous posts with pictures which you may have seen of the various units we have modified.

I'm not disputing that the SLP cai is an improvement over the factory system. I just don't know at what point it starts to sacrifice horsepower. I gave a few dyno examples above. I believe the factory system on the 1990+ cars is a better system and it starts resticting power at lower levels than one might think.

If you are at the 260rwhp level it might not be a big deal. Get up to the 300rwhp level and it is a big deal.

 

im just really impressed by your numbers.. wish i had it...i dont know where im at as far as whp and wtq.... where do you think i should be with my mods in my sig.... im not big into numbers really just want a fun daily driver which i have now...

 

Not knowing what was done to the heads I would supect somewhere in the 260 to 280rwhp range.

 

well the SLP system, is just a little box, using the same airfilter, but it sucks air from the fender well, but its not open, so it hurts just as much. Like the TPIS insider hints, u need to cut two windows in the stock airfilter container, then its ok.

But mine cost me $20 for the tubing, 10$ for the two little blue couplers, and the K&N airfilter for $40 and it uses and IROC bellows, which isn't hard to find. That still cheaper than the SLP setup, it just uses the same ducting, which isn't the best.

This setup works better than most do, and its simple stupid. I also just put a piece of plastic going over the filter so it sucks mostly cold air, and it works well, thats my two cents! Take it or leave it, I'm doing another one shortly with my 5" raised '79 T/A scoop, it will be crazy and unique/

 

I think those stainless boxes added to your stock air setup are a good mod.

 

thats what i was thinking... they havent been ported at all but 1989gtatransam, how much do you think that would increase with afr 180's and 1.6 rockers with everything else being the same... i plan on doing the swap this winter

 

Depending you could pick up as much as 40hp. I would increase the compression while you are at it. The AFR double quench pad design can take the extra compression without detonating. Keep and eye on your quench and try to get it around the .040" area if you can. GM makes a nice .028" head gasket to help get your quench in the right area.

 

i just want to be able to achieve like 300-320whp and 330-350wtq.. i would be very happy with that... my compression is 9.7 with the iron heads now... i always run 93 octane gas... with those afr 180s they are like 64 or 65cc... i was going to mill them down maybe to like 58cc like the corvette l98 heads and that would give me around 10.3-10.4 compression with my shortblock with the afr 180s... would milling them down that much be an issue... where should my compression be with these heads using 93 gas...

 

With 93 octane and the AFR heads with a good quench you should have no problems with 11.0:1.