ZZP FULL INTAKE, bring 'em out.
Senior Member
Joined: 07-16-2011
Posts: 267
From: Georgia
Correct
Your'e saying what I'm saying, but with a more detailed description.
There isn't a single 'learn-down' feature in the program, that you can turn
on or off with a single keystroke.
You can't just go into a program to turn to turn it on, or off.
You have to change a bunch of values , in a bunch of tables,
to allow more, or less torque, [power], when , when & how.
Speaking of a single key stroke to turn something on/off.
HPTuners gives us this choice, with the cold start idle enrichment
feature of the LNF. You know, that crazy loud & obnoxious sounding
idle that's so very very super rich, so that the cats can light-off quicker.
It makes the LNF sound like an old propeller driven airplane, for the 1st
2 minutes of startup. This is the greatest single keystroke program change ever. To turn that sucker off with a single keystroke, is just so wonderful.
Your'e saying what I'm saying, but with a more detailed description.
There isn't a single 'learn-down' feature in the program, that you can turn
on or off with a single keystroke.
You can't just go into a program to turn to turn it on, or off.
You have to change a bunch of values , in a bunch of tables,
to allow more, or less torque, [power], when , when & how.
Speaking of a single key stroke to turn something on/off.
HPTuners gives us this choice, with the cold start idle enrichment
feature of the LNF. You know, that crazy loud & obnoxious sounding
idle that's so very very super rich, so that the cats can light-off quicker.
It makes the LNF sound like an old propeller driven airplane, for the 1st
2 minutes of startup. This is the greatest single keystroke program change ever. To turn that sucker off with a single keystroke, is just so wonderful.
Learn down is basically "off" when you make the parameter requirements higher(read infinite for those without hp tuner) then can be reached
Believe my table is set to opposite ends lol
I removed that feature also mainly because no cat and was making my rear bumper have carbon build lol
Senior Member
Joined: 07-04-2008
Posts: 282
From: Jacksonville, FL
Just ordered one of these intakes for myself...
Last edited by JAXFL_SS; Mar 2, 2012 at 09:54 AM. Reason: update
Senior Member
Joined: 08-02-2011
Posts: 447
From: Chesterfield Indiana
Ok, I'm raising the flag on this intake.
It's the greatest looking intake that you can get for
your HHR. It looks awesome.
If looks is what your after, It's great.
It sucks warm/hot air, & that sucks.
I'll stick with the stock goofy looking airbox, for now, with the
K&N intake system, with a proven 9.39 HP increase.
It's a fresh/cold air setup that works.
If ZZP states that it will be equal to, or better than the stock/K&N
setup, I will order one.
They went thru development, testing, manufacturing, & now selling
of the product. And they did have it on the dyno over a week ago.
I'm sure that they threw a K&N/stock setup on to, to compare, as it's only
a quick 30 minute change over. After all, if your coming out with a new
product, you need to compare it againest your only true competitor.
So please release the numbers, or tell me that it's better, so that I can get
rid of the stock goofy looking pile of crap that sits on top of my LNF...
It's the greatest looking intake that you can get for
your HHR. It looks awesome.
If looks is what your after, It's great.
It sucks warm/hot air, & that sucks.
I'll stick with the stock goofy looking airbox, for now, with the
K&N intake system, with a proven 9.39 HP increase.
It's a fresh/cold air setup that works.
If ZZP states that it will be equal to, or better than the stock/K&N
setup, I will order one.
They went thru development, testing, manufacturing, & now selling
of the product. And they did have it on the dyno over a week ago.
I'm sure that they threw a K&N/stock setup on to, to compare, as it's only
a quick 30 minute change over. After all, if your coming out with a new
product, you need to compare it againest your only true competitor.
So please release the numbers, or tell me that it's better, so that I can get
rid of the stock goofy looking pile of crap that sits on top of my LNF...
Thread Starter
Senior Member
Joined: 09-09-2011
Posts: 372
From: South Haven, MI
All this air is going into a TURBO, not sure on our application but the Honda's I've been around see up to 1500'F! I've never read EGT readings on an LNF to be honest.
I don't understand why this is constantly overlooked, this isn't an N/A or S/C application where a CAI is almighty
. Granted cooler air, easier to compress, I do get that, just don't see these crazy gains from another location, or heatshield.Note: I'm keeping this civil, no need to flame. Would like a discussion.
Senior Member
Joined: 03-18-2011
Posts: 560
From: Florida
i would be very very interested in this, with the heat shield, what are you planning on bringing that out? What is clearance like between the filter and the engine belt?
Senior Member
Joined: 10-04-2010
Posts: 724
From: Delaware
with the design of THIS intake, a heat shield wouldn't provide much (if any) benefits. air is flowing thru the front of the engine bay, the filter is in front of the engine, and heat rises.
if the intake was designed to drop the filter in the little hole in front of the windshield washer fluid tank, then i could see a heat shield being benefical because of the way the fender & hood are designed it creates a "pocket" over there for hot air to sit in.
if the intake was designed to drop the filter in the little hole in front of the windshield washer fluid tank, then i could see a heat shield being benefical because of the way the fender & hood are designed it creates a "pocket" over there for hot air to sit in.
Senior Member
Joined: 09-20-2009
Posts: 1,058
From: Hayward, Ca.
I see our world famous 12 sec. 1/4 mile, HHR racer is BBBBBAAAAAACCCCCCKKKKK.
After his fairy tale[another joke in there somewhere], I'm in mind of breaking out the ole flamethrower on his rear again. Almost ten H.P. gain on the K&N setup. Must have read the K&N poop sheet[advertisement] to get the numbers, or the good fairy whispered in his ear.
I among others are on here for good info, and hard numbers, and not for fairy tales or guessing games. 2005HHRAuto, are you listening?
Keep it up, and you better start wearing fire proof panties, because I will fire up the ole flamethrower. Keep it real, or go to FB. "Moon"
After his fairy tale[another joke in there somewhere], I'm in mind of breaking out the ole flamethrower on his rear again. Almost ten H.P. gain on the K&N setup. Must have read the K&N poop sheet[advertisement] to get the numbers, or the good fairy whispered in his ear.
I among others are on here for good info, and hard numbers, and not for fairy tales or guessing games. 2005HHRAuto, are you listening?
Keep it up, and you better start wearing fire proof panties, because I will fire up the ole flamethrower. Keep it real, or go to FB. "Moon"
Senior Member
Joined: 02-13-2010
Posts: 698
From: HuskerNation
Based off of what I've been reading in these past years in all the SS forums here I've come to one conclusion. The ecm will dictate every pony you lay onto the pavement. Numbers that are dyno proven are based on best case scenario for the ecu as far as air movement and temperature.
Joe shulte, for discussion , was there a fan near your intake and intercooler when you put up those big numbers that follow your signature?
Joe shulte, for discussion , was there a fan near your intake and intercooler when you put up those big numbers that follow your signature?
Senior Member
Joined: 09-20-2009
Posts: 1,058
From: Hayward, Ca.
Actually, torque numbers and torgue cure, are the telling tale. When and where and how much, is the thing that turns the wheels. Raw H.P. numbers don't say a lot, on the dyno. It's the real deal when your putting it to the pavement, in real life. Thats where the how much and where [torque] matters. The flatter the torque curve the better. "Moon"