1993 Acura Integra GS

Pros
AEM's new cold air intake system utilizes a Dryflow Synthetic Air Filter that is said to provide 99.25 percent filtration without the use of filter oil. The lightweight aluminum intake tubing is mandrel-bent and reinforced with TIG-welded brackets and fittings, for superior flow characteristics and added durability. Each system is guaranteed by AEM for the life of the vehicle on which it's installed, and is CARB approved and 50-state legal, unless otherwise stated.

Cons
The factory intake resonator proved to be a complete pain in the ass to remove, as even the daintiest of hands could not loosen the 10mm bolt that sat tightly pressed on the vehicle's chassis. Using a set of swivels and flex sockets, we were able to finagle the bolt loose to make room for the new intake.

Parts
Intake, filter, mounting hardware, bracket, hoses, stickers, instructions

Tools
10-, 12-, 14-mm socket, 10-, 12-mm open end, ratchet, extension, and needle-nose pliers.

Installation Time
40 minutes

Notes
Replacing the factory intake with our new AEM system gained the B18 engine 8.0 hp and 9.9 lb-ft of torque at 4,600 rpm. The dyno revealed a strong performance gain from 3,300 rpm to 4,700 rpm, but noted a minor drop in power from 4,750 rpm to 5,250 rpm, which we concluded could be resolved with the addition of an aftermarket header.

Pros
The DC Sports 4-2-1 two-piece header comes in a ceramic-coated finish to ensure longevity from any harsh environment and extreme-temperature condition. Using mandrel-bent tubing, CNC-machined flanged and O-ring seals, each DC Sport header has been robotically TIG welded to provide maximum power gains and eliminate leaks.

Cons
Upon first glance, we were skeptical of the included O-ring gaskets that seal the two sections of the header. The thin O-ring design moves away from the conventional full-sized gaskets we were more accustomed to, but our fears were quickly put to rest as the gasket provided a crush-type seal with no unwanted leaks.

Parts
Header, hardware, exhausts gaskets, O2 adapter, and instructions

Tools
10-, 12-, 14- and 17mm socket, 10-, 12-, 14- and 17mm open end, ratchet, extension, crescent wrench, WD-40, anti-seize.

Ecu Time
60 minutes

Notes
Falling into the rusted bolt scenario once again, we applied plenty of lubricant to help speed up the removal process, and the factory cross member had to be removed in order to gain proper access to the three bolts holding the factory header together. With our new header in place, the Integra gained a range of three to four horsepower and torque from 5,300 rpm to redline, and our 4,800 rpm loss in power from the previous run was eliminated.

Conclusion
With our three bolt-on products, the B18A1 power plant delivered a peak gain of 9.6 hp and 9.1 lb-ft of torque over baseline. As impressive as our peak gains were, the final dyno run versus our baseline figure was even more so at 4,500 rpm, where the dyno revealed an increase of 12 hp and 14.5 lb-ft of torque.