DucatiRob said:Hi Nikos, can't help you with your problem I'm afraid, hope you get it sorted!
I am really interested in the K&N filter setup, like you I fitted a turbo wing/decklid to my car. I bought an Agency Power dual cone filter with the carbon air box, it was second hand but never used (awful quality by the way if anyone ever considers one, don't). The engine really struggled to cope with this setup, the ECU compensated as best it could but it would run very rough below 3000 revs, a huge flatspot at 2500 and I was getting CELs and all sorts of fault codes. In the end I took the wing off and went back to stock.
Interested how you got on with the K&N set up, any running issues, fault codes etc?
Hi Rob, thanks, I still haven't had time to take it to my dealer, I'm sure it's just a case of coding, well I hope it is :floor:
I've had the wing fitted for over a year with the K&N setup, I've had no problems with the K&N filter at all.
I know lots of people had problems with oil fouling the MAF, having flat spots and CELs and generally not being happy with the K&N filter.
I did mod the K&N setup a little: so I had read about all these problems and first saw a trend in that people were putting the maf the wrong way round, hence flat spots, CELs etc, I then read up on velocity profiles, Reynolds numbers & laminar flow and decided the easiest thing to do would be to install a flow straightener!
Basically the flow straightener increases turbulence at low flow rates to keep the flow turbulent at low loads - what your MAF wants- and decrease the entrance length at all loads to remove the effect of bends before the MAF-which on the K&N setup is not applicable as the MAF has no bends before it.
I cut down an old Audi 3" MAF housing, perfect fit and it did make a difference, I'm not talking HP but the car seemed to "breathe" easier.