FastlaneVR6

Kev, First of all: the temps I mentioned in my first post are measured temps in a wide variety of circumstances. And the sensor measuring the temps is mounted right on top of the K&N. You might question the accuracy of the sensor, yet with an open bonnet and the engine off it shows an offset of 1 Celsius compared with the MFA reading. As mentioned in my post. Second: your example is about a charged engine and you mention a reading of "intercooled air". I assume the temp was read after the turbo. If so, you can't compare that reading with a reading at the air intake of a free breathing engine. Third: I am very interested in the VAG-COM hook up. I am might be wrong after all despite all tries to get the real figures. Fourth: The VR6 indeed easily gets very hot if pushed. On the Nordschleife I got a reading of 152 Celsius prior to the mount of an oilcooler. And that resolved most if not all of my VR6 heat problems. The oilcooler reduces oiltemp by about 20 Celsius in the normal operating range and between 25-30 C on the track. Fifth: you are extremely welcome to come over here and check the stats. It is not that far, this summer it took me just 4 hours on the wheel from Southampton to the Netherlands. It was just those Eurotunnel cashcollectors that bothered me. Another 2 pennies.

Although they look very cool I would not recommend even the real Impro's. They are known to leak and that's a shame for the bucks.

Thanks dan! It is not lowered (yet). WHat I really want is the ability to switch between a road and a track set-up. The road set-up would be very close to standard. Main reason for that is the enormous amount of speedbumps on the roads here, don't want to replace my front spoiler every week. The circuit set up would not only be lower but also with very stiff damping and adjustable camber. It must also possible to switch between the setups in limited time and without the need to re-align. But the AP brake kit has priority. Sorry for being OT'ish btw.

I had that thought initially as well. I calculation however learned that at 120 kmh ~ 75 mph the airvolume on the right side of the engine has to be refreshed 5 times per second in order to have enough air in the cilinders. No way that the outside air can be heated in that timeframe. It also learns that the key thing here is to get an unrestricted flow of air to the filter. Personnaly I do not believe that tubes the front help much, this would only work if they have a very large bore. Also a pic of my C, just after the recent repaint job. The 16" Speedline's will soon be replaced by 17" whatever rims in order to fit a Big Brake AP Racing set :)

I am reading a couple of assumptions on the effects of a K&N filter and intake of hot air. Before giving my experience on that I'd like to briefly introduce myself because this is my first post on this forum (thanks for the hospitality) and do not want to seem to be some kind of wise guy. I've had my VR6 for 3 years now and have been actively busy in upgrading it as a drivers car. No, you won't find the Rieger, Luma and RS tupperware stuff on my C. I am also a regular poster on the Dutch Corrado forum under this nick and like to share experiences. Now about the K&N. Mine was installed together with other mods like camshafts, flowed airintake, strengthened gearbox. All of this topped of with a chip focussing on torque in the midrev area. 220 hp and 285 Nm on the Dyno and it drives pretty OK :D . IMHO the main contribution of the K&N is the sound when going up in revs :) and it is only supportive in improving the airflow. Now about the intake of heated air. I'll save you the long discussions and calculations before I decided to just plainly measure the air temperature at the intake point and compare it with the outside air temperature on the MFA. And believe it or not it appeared that the difference in air temperature is neglictable. While standing still (with the engine is off) the MFA temp is about 1 Celsius lower compared to the temp at the K&N, while driving this becomes 2 Celsius. This has been measured on local roads, on the motorway and even on the steepest uphill part of the German Nordschleife. The temperature only significantly goes up while standing still, and this is a familiar issue to everyone who regulary checks the MFA. So, again IMHO, a heatshield only makes sense if you make a serious job at sprints or are concerned you can't beat CRX's at traffic lights. My 2p's.