Originally Posted by macakin 
What I have noticed on my car with the WAI, is better midrange response (more torque, butt dyno), with the CAI theres a noticeable top end improvement and because I have the wideband always connected to the car I noticed that the AFR goes a little bit lean (CAI) like a .4 difference on the AF reading
Butt Dyno tells Rice Lies. My top end power peak and duration is better and sustainable over time because I'm not sucking 140 deg air into my intake when I drive the car. You might see +5 whp total compared to a stock intake on a NA DE just IMHO. I never had a stock intake so I won't say other than my opinion there. It's about what you don't lose in the real world driving, as much as any gains.
Originally Posted by 2dr_sentra CAI does have more power than wai. Its been dyno proven.
Its somewhere on SE-R.net
+1^ and not just on SE-R.net. On a NA DE full CAI properly designed can yield significant if not large gains over a similarly designed WAI in use. The gains are obviously a hell of a lot more important when there is a significant temperature difference in the intake air, that's just proven physics.
Originally Posted by se-riousclassic Yeah, those results are for a de not ve. The wai gives better power under the curve hence quicker quarter-mile times. If you want peak power, go get a civic b16 motor.
See above re: Peak Power, that isn't why I'd use a CAI. But you say a WAI has better power under the curve? For what? NA DE, FI, VE, ???
VE flow is really different so IDK, but I've had great CAI results with my DE.My IAT with CAI is at most +10 deg over ambient when the underhood temps are up to 140 deg F or more on an 80-90 deg day. That's up to 50 deg F plus difference in cooler intake air. At autocross sitting in line w/o the airflow the difference drops to about 30 deg F. I measured with remote temp sensors at the fender intake end and under the hood near where a WAI filter would sit.
Area under the curve? I have 90% of my peak torque from 2500 rpm to 7400 rpm on my DE. Yes, 90% for 5000 rpm of the tach. I have near linear power from above idle, sustained peak power from just over 6200 rpm to just under 7400 rpm. That's where I spend 90% of my time on the track, and the dyno does not show even show any benefits from having consistently 50 deg cooler intake air.
I do drive it sometimes in heavy rain, I just don't confuse it with a landing craft and it's all good. Stay out of really deep water. I also drive it extensively as a DD, I talk about track use more because street use is kinda hard to quantify. So unless you have to ford streams, the water argument is kinda bogus IMHO. I drive in heavy T-storms on the highway with plenty of standing water, no problem. It does have the splash guard in place.
I'm running a full 3" CAI with JWT popcharger at the far end a la Mike K back in the day, it works great for me. Throttle response is excellent, midrange to peak is strong, and peak is wide and very usable to 500 rpm below my cutoff (8000 indicated on the tach). Granted you also have to take into account other mods, esp JWT ECU tuning time, etc. Here it's run with the hood open and a fan so WAI/CAI isn't the point, it's area under the curve. I also hurt my peak power here with running half a tank or more of leftover 98 octane race gas, I was running pretty rich up top (~12.5-12.3 AFR) or I'd likely have seen more of a peak.
Plus of course, it sounds great, who can't love that?
YouTube - COMSCC AUG1 NHMS M5 GTR
M5's seem kinda overrated
If you watch to the end there's a Great White GTR in there, too 
Man is that car impressive close up and angry...
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