INJEN & AEM CAI head to head in dyno.

[d_m_kolb]

I found this site and it shows a INJEN and a AEM in the same dyno! This is on a 2ZZ-GE. It's a great way to decide which one is right for you if your not going with a custom CAI setup.The AEM clearly makes much more low end torque than does the INJEN. They both do well in the high RPM range with the INJEN CAI beating the AEM by 1HP. Through the rest of the RPMs the AEM was ahead.Over all if I were to buy a CAI I'd go with the AEM looking at this dyno. You need all the low end torque you can get and AEM seems to come through on this. Here's another dyno of both CAI on a 2ZZ Now when it comes to the 1ZZ-FE the INJEN seems like the winner hands down. This is a quote about the 1ZZ dyno above.quote:OK, boys and girls the final verdict is here for the Cold air intakes independent study. Part A---Installations: Both AEM and Injen were relatively easy to install. I had the hole cut already from my PHR days so it was basically a swap out rather than a complete install. AEM: The pipe was a bit hard to position in due to the extra bends in the piping. I strongly suggest removing the Ecu cooling pipe to give you more clearance to work with. The filter was a pain to put in due to the long rubber parts and the extra budge in the end of the piping where the filter goes in. But once it is in this budge helps prevent the filter from coming loose. AEM only come with one hose, which looks like a smaller version of the heater hose and is kind of big on the solenoid end to fit correctly. However with the use of a hose clamp it will fit OK. All other locations, the stock hoses are reused. Once you manage to slip the piping in place, the fit is good. After 2 days of driving around, the infamous CEL light comes on. As I have the AEM for a long time, this is not the first time it happens. I have tried checking all hoses and connections but nothing have helped. The sensor is also checked and made sure it sealed correctly. Then I pressure tested the whole intake with the air compressor and soap……no leak is found. Ended up resetting the Ecu twice or three times a week, as there are no solutions to fix this issue. I did the ODBII scan and the diagnostic code is that the engine is running lean. Perhaps the AFC might help, but as someone have posted that the dyno tuned result that AFC did not do anything for the GT so I did not go this route. Injen: The piping is a breeze to slip into place. Filter is very easy to put in as well. However, due to the lack of the budge at the end of the piping, I strongly suggest you take the time and make sure you clamp the filter in nice and tight. Only one stock hose is reused. Injen supplied all other hoses. These hoses are nice in both appearance and quality. Quality is same as stock (silicon), not some hard rubber hose like AEM. The Injen CAI also fit very nice, but required you to cut the Ecu tube in 2 places and add the 2 extension hose, which is also supplied by Injen. If you do not cut the Ecu tube and add the extension, the Ecu tube will never right. Given that this is done the fit is also very nice. I ran it for about 3 weeks straight and no CEL as of yet. As this might be too soon to tell, I can’t swear that the Injen won’t have the CEL ….but so far so good…knock on wood. Conclusion: It’s a toss up in this case. Both CAI fits fine if you follow installation procedures provided. Filter install is hard on the AEM, but Injen requires extending the Ecu cooling tube. For those peeps that are worried about converting back to stock, I guess the AEM would be a better choice. If you don’t care about conversion back to stock, may be Injen is better for you as it looks better appearance wise with the cool hoses. The CEL issue should not be a deciding factor, as I have heard cases that both CAIs have the CEL from posts on this board. See the dyno results below to help you decide which one is for you. Part B—Dyno results All dyno sessions were from Crazy Horse Racing in Clark NJ. All conditions were similar. There were a fan 3 ft in diameter blowing to simulate road wind. Same gas station, same gas grade. Engine were cooled for ½ hour before dyno for each and every session. Same tires, same rims. Everything same, except the cold air intakes. From looking at the results, It seems the Injen have a much better curve than the AEM. From 4000-6000 RPM range, the Injen seemed to have a much better gain both in HP and torque than the AEM. AEM actually lost some torque at peak. Although peak number shows the AEM has a quick peak at 6400 RPM that beats the Injen by 0.2 HP , over all I kind of like the Injen curve much better. I won’t say much here, but rather let the dyno do the talking. You folks can see for yourself. Cheers!

[mu_ohio]

After looking at the dynos again, I think I'm going to cancel my AEM and go with the Injen. I used the manufacturer dynos since they are for the Matrix adn these are for the Celica. The story is about the same for both though.

[robdog]

Does the Check engine light always come on with the AEM? I ordered the Short Ram and am going to install it this weekend and don't want that to happen to me if possible. The Injen that I have worked fine just got to dirty too fast being in the wheel well. I got the short ram to avoid this. Is this going to damage my engine if it starts running lean all the time???

[DABEAR95]

I would like to see a dyno graph of both of these compared to the stock airbox. I recall seeing a chart at one time that showed both of the intakes loosing torque below 4,000 RPM to the stock setup. To me that is not acceptable because I spend most the time below 4,000 RPM. I will try to find it...Jason

[inkinAbyssGT]

The check engine light should only come on if you fail to reconnect one of the VSV sensor plugs. The AEM instruction sheet states that if in the case you do forget to connect them, and your check engine light comes on, just disconnect the battery, plug in the sensor and all should be fine. Fortunatly I rememberd to connect all of mine and didn't have to find out if it works or not.Dustin