AEM Electronically Tuned Grey Cold Air Intake 41-1403C
- Designed and dyno-tested to improve horsepower and torque
- DryFlow synthetic air filter is 99.4% efficient in fine dust testing, filters dirt as small as one micron, and never needs filter oil!
- Reinforced TIG-welded brackets and fittings deliver added durability
- Inlet constructed of lightweight aircraft aluminum and mandrel bent for maximum flow
- Utilizes a complete hardware kit with soft mounts for a guaranteed perfect fit
- Available powder-coated in red, blue or silver, gunmetal gray, or with a mirror-polished finish
- Backed by a limited lifetime guarantee
- Made in the USA - Riverside, CA
If you're looking for improved performance out of you truck, SUV, or car, don't look any further than an AEM cold air intake. AEM works hard to design an intake that will allow for the largest amount of cold air to reach your engine, boost horsepower and torque. The simple fact is that this baby is going to make you're ride faster, sound meaner, and have a better throttle response.
AEM takes great pride in being one of the best in the business at tuning the inlet pipe. This fact allows for a greater volume of air to reach the engine. AEM monitors fuel trim correction factors and all OBDII sensors during R&D to eliminate leaning the engine out and/or throwing a check engine light. Also, all intakes are tested on the dyno to ensure that you're truck or car will produce more power and efficiency. Each intake features a DryFlow filter, which is washable and reusable. Simply put, the intake system and air filter are going to outlive your vehicle. How confident are they in this fact? AEM backs each system with a limited lifetime warranty.
So, what are you waiting for? Get an AEM cold air intake in your ride today, and see the dramatic improvement that is waiting for you and your ride!
Frequently Asked Questions
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 AEM compensates 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. The instructions provide a detailed diagram of proper installation of the soft mount, and are viewable from the search results page for each application.
Q: Quick Tips for CAS Installation:
A: With so many new applications available through AEM, we recommend reviewing the instructions for your system thoroughly prior to installing an AEM Air Induction System. This will save you time in the long run if the installation is too difficult and will prevent you from possibly damaging your system or vehicle.
Do NOT completely tighten the fittings and connections down for your AEM Air Induction System until the end of the installation. Although each system is precision engineered and fits exactly the same way on each application, it is sometimes necessary to maneuver the system to its mounting points during the installation process. Tightening all of the clamps and brackets as you go will make this procedure difficult, so you should make them snug enough to hold the position of the intake system and only tighten all fittings and connections once everything is installed and the position of the system is properly aligned.
Q: What is a C.A.R.B. E.O. number?
A: AEM intake systems carry or are pending approval for a California Air Resources Board Executive Order (CARB EO) number, exempting them from the prohibitions of California Vehicle Code (CVC) 27156, which states that you cannot modify your car in the area of the emission control system. The C.A.R.B. E.O. number allows you to legally use the AEM intake system on your car.
Q: I have an engine swap. Which intake should I use?
A: AEM manufactures hybrid intake systems for Hondas and Acura’s 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 powder coating if the finish has been cleaned with a hydrocarbon-based solvent. The powder coating 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.
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 increased 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.
Q: What’s the Difference between a Cold Air System (CAS) and a Short Ram (SRS)?
A: In most cases a CAS will outperform a SRS throughout the useable power range. AEM emphasizes developing power in the lower to mid-range of the power band, since this is the area of the power band typically used in daily driving. A CAS is typically longer and places the air filter outside of the engine bay to achieve ambient inlet air temperatures. A SRS places the air filter under the hood and uses a shorter inlet pipe than the CAS. In some cases, the SRS is preferred over the CAS due to inlet tract length tuning. The power advantage gained by using the correct diameter and length of tube negates the advantage of cooler inlet air in these cases. In these instances AEM only offers SRS in some cases because there was no advantage to using the CAS. These applications are noted in the search results.
Q: Will an AEM intake void my new car warranty?
A: NO. The only time this can happen is from improper installation that causes damage to a vehicle system. If a service technician denies your warranty claim ONLY because the car is modified with an AEM intake system and the vehicle system failure was not a direct result of the installation and use of an AEM intake, please refer him to the Magnusson Moss Warranty act.
Limited Lifetime Warranty
AEM cold air intakes feature a vehicle specific design for a quick, easy installation. Everything you need to install will be included, as well as instructions, which are also included on our site. If you have any questions, give us a call at 877-216-5446.
|AEM 41-1403C Installation Instructions|