Like other Rotofab intake systems, this unit installs with basic tools, requires absolutely no modifications to your car and performs well with the stock vehicle calibration. Driveability is excellent and sound is throaty under aggressive acceleration while very comparable to stock under normal cruising conditions. This CAI picks up 11 RWHP over the stock system in “hood closed” dyno testing.
Like other Rotofab intake systems, this unit installs with basic tools, requires absolutely no modifications to your car and performs well with the stock vehicle calibration. Driveability is excellent and sound is throaty under aggressive acceleration while very comparable to stock under normal cruising conditions. Our CAI picks up 11 RWHP over the stock system in “hood closed” dyno testing. Before we go any further, we want to share some of the design features and benefits. As you may know, we do all of our designing, tooling, molding and metal fabrication in-house. This gives us the unique benefits of choosing what we feel are the best materials and processes for each component.
The SS proved to be very challenging in terms of keeping air intake temps as low as possible. As many of you know, the Roto-fab G8 GT intake performs great and is extremely popular; therefore, we didn’t want to stray too much from the basic design for the SS. However, the hood strut and hood liner design made it nearly impossible to effectively seal to the hood. On both the G8 and SS, it’s crucial to isolate engine compartment air from the filter. With our G8 system, intake temps jumped over 20F simply by pulling the hood latch which creates a small gap between the hood seal of our box and the hood liner! For these reasons, we elected to use an enclosed box with the air entry located lower and on the outboard side of the frame. In addition to the air box assembly itself, we supply a polymer heat shield which mates up to our air box. The shield rests on the frame rail, extends forward to the core support and rearward to the fender. As you can see in the pictures, the air box and heat shield combine to form an effective barrier against hot radiator air reaching the filter.
To access the filter, our air box features an aluminum and polycarbonate lid which hinges from the back of the air box. To achieve an effective lid seal, we use 3 fasteners which work in conjunction with the hinge to maintain a uniform crush on the inner seal. Like the air box itself, the design features of the lid help achieve the goal of isolating the filter from engine/radiator heat.
The duct work to the throttle body starts with a” velocity stock” duct section which fastens to the air box via five molded in brass inserts and stainless steel screws. The filter side has a huge 6” diameter clamping surface which accepts our oversize filter. Passing through the air box, the duct features a generous radius which transitions to 4 ¼” to accept the OEM MAF sensor. On the engine side of the MAF sensor we use a high gloss black silicone hump hose to absorb motor rock. Next is our inlet elbow which has nearly a 4” ID, a generous radius throughout its length and a molded in brass bung to accept the PCV hose fitting. Our inlet elbow OD is larger than the OD of the throttle body; therefore, we use a high gloss black silicone reducing coupler to join the throttle body. Stainless steel hose clamps and a silicone PCV hose complete the system.
From start to finish, we have strived to provide the highest quality products possible in a package that performs well, looks good and fits your car as it should. Thank you for taking the time to learn about our products.
|Application Guide||2016-17 Chevrolet SS|