AEM Hybrid Induction Systems

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Saturday 19-May-2012

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NEW STREET & CIRCUIT ONLINE SHOP
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Hybrid Intakes

So you’ve swapped an H22 into your EG Civic…now what do you do about getting an intake that fits? Do you order one for the chassis, or for the engine? Will a chassis system fit, or will it sacrifice performance, or both? Relax, we’ve done the R&D for you!

AEM Hybrid intakes are direct-fit intakes for Hondas and Acuras with engine swaps, and eliminate the need to buy a system that doesn’t fit and have to cut it up, which voids the warranty. Hybrid intakes install using standard tools with no additional modifications. We designed our Hybrid intakes for high-output engines with internal engine modifications like cams and porting, and manufacture them using three-inch mandrel bent aircraft aluminum for maximum flow. Since we design our Hybrid intakes for cars with engine swaps, they are intended for off-road use only and are not 50-state legal.

	Direct fit intake for Hondas and Acuras with engine swaps—No modifications required
	Three-inch aircraft aluminum inlet pipe delivers maximum flow for high-output motors
	Reinforced TIG-welded brackets and fittings deliver added durability
	AEM’s lifetime DRYFLOW Synthetic air filter is up to 99.52% efficient in FINE DUST testing, filters dirt as small as one micron, and never needs filter oil!
	Manufactured and assembled in the USA
	Comprehensive installation instructions, decals and license plate frame included
	Utilizes a complete hardware kit with soft mounts for a guaranteed perfect fit
	Available in a powdercoated titanium-look finish
	Guaranteed for life
	CLICK HERE to view the results of our DRYFLOW's Filter Efficiency Test w/fine dust between a new and cleaned filter.
	CLICK HERE to view the results of our DRYFLOW's Filter Efficiency Test w/coarse dust.
	We EXTREMELY abused one of our Synthetic DRYFLOW Air Filters with brake cleaner, window cleaner, industrial cleaner, bleach, Honda Brite, carb cleaner, weld prep and topped it off by blowing the filter out from the inside with 125psi directed air stream... Then sent it back for independent testing to see how efficient the filter would be. CLICK HERE to view the test results!
	For a cross reference chart to see which DRYFLOW filter and/or Bypass Valve fits your Hybrid System, CLICK HERE

FAQs - Hybrid Intakes

What does the soft mount do and how important is it?

I have an engine swap. Which intake should I use?

What is the warranty on my AEM intake?

Why does AEM use aluminum for its intake piping?

Q:	What does the soft mount do and how important is it?
A:	The majority of AEM air intake system designs mount to a vehicle in two locations. One mounting location is to the engine at the throttle body and the “cold” or filter end of the inlet pipe mounts to the body of the car. The movement of the engine on the engine mounts allows it to rock inside the engine bay, so we compensate for engine motion by using a soft mount that provides a flexible link for the inlet pipe between the engine and the body of the car. If you do not install the soft mount properly the inlet tube may break at the bracket weld and void the warranty on the intake system. Our instructions provide a detailed diagram of proper installation of the soft mount, and are viewable from the search results page for each application.

Q:	I have an engine swap. Which intake should I use?
A:	AEM manufactures hybrid intake systems for Hondas and Acuras with a popular engine swaps. These intakes are a direct fit and fully warranted. For cars with other engine swaps, we do not recommend using our intake because of potential fitment problems. If you elect to purchase an AEM intake for your engine swap application, we cannot guarantee proper fitment and any modifications to the intake system will void the manufacturer warranty.

Q:	What is the warranty on my AEM intake?
A:	AEM warrants that its intake systems will last for the life of your vehicle. AEM will not honor this warranty due to mechanical damage (i.e. improper installation or fitment), damage from misuse, accidents or flying debris. AEM will not warrant its powdercoating if the finish has been cleaned with a hydrocarbon-based solvent. The powdercoating should only be cleaned with a mild soap and water solution. Proof of purchase of both the vehicle and AEM intake system is required for redemption of a warranty claim. This warranty is limited to the repair or replacement of the AEM part. In no event shall this warranty exceed the original purchase price of the AEM part nor shall AEM be responsible for special, incidental or consequential damages or cost incurred due to the failure of this product. Warranty claims to AEM must be transportation prepaid and accompanied with dated proof of purchase. This warranty applies only to the original purchaser of product and is non-transferable. Improper use or installation, use for racing, accident, abuse, unauthorized repairs or alterations voids this warranty. AEM disclaims any liability for consequential damages due to breach of any written or implied warranty on all products manufactured by AEM. Warranty returns will only be accepted by AEM when accompanied by a valid Return Merchandise Authorization (RMA) number. Credit for defective products will be issued pending inspection. Product must be received by AEM within 30 days of the date RMA is issued. If you have a warranty issue, please call (310) 484-2322, extension 203 and our customer service department will assist you. A proof of purchase is required for all AEM warranty claims.

Q:	Why does AEM use aluminum for its intake piping?
A:	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.