the air that the sri draws in is not hot when your driving
guy on TI tested it with lots of equipment
"Cliff Notes: the most important factor is not cold air. Instead, it's the diameter and length that determines powerband location...the worse thing you can do is choose one that's too small for your eventual peak power goal. 3 in. ID is more than enough. Not much more to say than that...
Those chambered, tapered Carbon Fiber intakes (J's CF or Password CF clone) or Tsuchinoko style chambered intakes ? Great for low to mid rpms. Looks great as well.
But at high rpms? It compromises the top end tq for high rpm'ers since the taper increases flow speed into the TB entry at the bend of the intake which kills the pressure at higher engine speeds. Net result at higher flow speeds at higher rpms?: turbulence at the TB entry. Basic flow dynamics at bends...read up on it and learn. A neat trick is to open up the diameter just before the bend and slow flow down so it doesn't shear and induce turbulence as the rpms rise and entry flow speed into the bend rises at the same time. Or you can open up the diameter just before it reaches the TB after the bend to slow down the flow at high rpm and hopefully reduce the turbulence that way."
"for comparing 2 different intakes, if the diameter is the same in both, different lengths (short ram vs. long tube) results in tq gains in different places along the rpm range or powerband. Longer lengths tends to move the peak tq down to a lower rpm (affectionately called the AEM hump because it was first seen in the AEM CAI back in the early 1990's on Bseries engines).
if the length is kept constant, bigger diameters shift the peak tq location to a higher rpm location along the rpm range in WOT. There is a max out point though. The law of diminishing returns has shown us by experience that for a 1.8L NA motor, there's not much point in increasing the ID past 3 in. because if you keep on going bigger, there isn't any more major gains to be seen.
So you choose the right intake dimension to suit where you want to see tq increases. We are talking about full throttle or wide open throttle powerband shapes here. You haven't even talked or considered part throttle performance and peak tq location yet either. (Again...if you had read the "I have a Teg. I want more power. Help me." thread in the Intense Learning link pinned on top of this forum, you would not be so ignorant of these basics)."
and all you need to know about intakes here
http://www.team -integra.net/forum/display_topic_threads.asp?ForumID=10&TopicID=65561&PageMsg=Viewing+Common+Topic
everything you need to know about different headers
http://www.team -integra.net/forum/display_topic_threads.asp?ForumID=10&TopicID=70812&PageMsg=Viewing+Common+Topic
Straight pipe /Testpipe vs High Flow Cat
http://www.team -integra.net/forum/display_topic_threads.asp?ForumID=10&TopicID=3110&PageMsg=Viewing+Common+Topic
"Carsound cat vs. test pipe on a modded N/A Integra. The Carsound is the blue line. The test pipe did not outperform the cat anywhere on this dyno as you can see. The 2whp peak gain of the test pipe doesn't even count as it was just the leftover inertia on the rollers at the end of the run."
bbk , Sk2, AIR, JG intake manifold IM
http://www.team -integra.net/forum/display_topic_threads.asp?ForumID=10&TopicID=122952&PageMsg=Viewing+Common+Topic