The aftermarket intake market for the new Integra Type S is heating up quickly, and AEM has emerged as one of the most talked-about options among owners who want measurable power gains without sacrificing daily drivability. Factory intake systems on modern turbocharged cars are often designed to keep noise low and meet strict emissions targets, leaving power on the table. AEM’s intake systems aim to recover that lost performance by reducing restriction and optimizing airflow.

This article takes a detailed look at what AEM intake systems offer for the Integra Type S, covering verified power gains, the real cost of ownership, installation experiences, and what owners are saying after thousands of miles. Whether you are a weekend enthusiast or a track-day regular, understanding these practical details will help you decide if an AEM intake is the right upgrade for your build.

What AEM Intake Systems Bring to the Integra Type S

AEM has been engineering induction systems for over three decades, and their intakes consistently rank among the most tested and validated in the industry. For the Integra Type S, AEM offers two main configurations: a cold air intake (CAI) and a short ram intake (SRI). Each design targets different installation environments and driver priorities.

Cold Air Intake (CAI)

The cold air intake relocates the filter into the front bumper area, away from the hot engine bay. This allows the engine to pull in cooler, denser air, which can produce more consistent power gains on hotter days. AEM’s CAI for the Type S uses a sealed aluminum tube and a high-flow dry filter that does not require oiling. The design includes a heat shield that seals around the hood to further reduce underhood heat soak.

Short Ram Intake (SRI)

The short ram intake keeps the filter inside the engine bay, which makes installation simpler and retains factory-like service access. While it may not be as effective at reducing inlet air temperatures as a CAI, the shorter path and larger filter element still reduce restriction compared to the stock intake. Many owners prefer the SRI for its lower cost and easier maintenance.

Both systems use mandrel-bent 6061 aluminum tubing and stainless steel hardware. AEM’s dry‑flow synthetic filter media provides high filtration efficiency without the risk of over-oiling that can contaminate mass airflow sensors. The intake tubes are designed to fit the stock turbo inlet pipe without adapters, ensuring a clean seal.

Verified Power Gains: What the Dyno Says

Horsepower claims are common in the aftermarket world, but verified numbers from independent dyno testing give a clearer picture. AEM publishes baseline and post-installation dyno charts for the Integra Type S, and third-party owners have posted their own runs on forums. The consensus is that an AEM intake alone adds between 10 and 15 horsepower at the wheels, with a corresponding torque increase of 8–12 lb‑ft.

These gains peak in the mid‑range (3,500–5,500 RPM) and carry through to redline. On a car that makes around 300 horsepower at the crank from the factory, a 10–15 wheel‑horsepower gain represents a 3–4% improvement without any other modifications. When paired with a cat‑back exhaust or a mild ECU tune, the intake’s contribution scales further because the engine can breathe more freely at higher airflow rates.

Importantly, owners report that the power comes with noticeably quicker throttle response. The stock intake’s resonators and sound‑deadening elements introduce a measure of lag as the engine has to work to fill the intake tract. Removing those restrictions sharpens the pedal feel, especially in the lower gears during around‑town driving.

For those wanting maximum gains from the intake alone, a cold air kit consistently shows a slight edge over the short ram on the dyno, typically 2–4 more peak horsepower. However, in stop‑and‑go traffic or high‑ambient‑temperature conditions, the CAI’s advantage becomes more pronounced as it avoids heat soak.

Real‑World Driving Impressions

Dyno numbers are useful, but seat‑of‑the‑pants feel matters more to most drivers. Owners who have installed AEM intakes describe the car as feeling livelier from a stop, with less hesitation when the turbo spools. The extra torque in the middle of the rev range makes highway merging feel effortless. Many report that the engine pulls harder past 6,000 RPM compared to stock, where the factory intake tends to choke the top‑end flow.

Breaking Down the Cost: What You Actually Pay

The price of an AEM intake system for the Integra Type S varies by configuration, retailer, and region. Here is a realistic breakdown of the costs you can expect:

  • AEM Cold Air Intake (CAI): $420–$480
  • AEM Short Ram Intake (SRI): $320–$380
  • Installation (shop labor, 1.5–2 hours): $150–$250
  • Optional dyno tuning session (if you want to maximize gains): $400–$600

If you have basic mechanical skills and a metric socket set, installation is straightforward and can be done in an hour or two. Many owners choose the DIY route, saving the labor cost. In that case, the total expense for a short ram intake is around $350, while the cold air runs about $460.

Some owners also factor in the cost of a reusable air filter cleaning kit (about $15–$20) that will be needed every 30,000–50,000 miles. AEM dry‑flow filters are washable and last the life of the vehicle if maintained, so there is no ongoing replacement filter cost like with some paper filter systems.

Value Proposition

When weighing cost against power gain, an AEM intake delivers roughly $30–$40 per horsepower. That is very competitive for a bolt‑on modification. By comparison, a cat‑back exhaust often costs $900–$1,200 for only 5–8 horsepower. The intake also offers the added benefit of improved engine sound, which many enthusiasts value as much as the power increase.

Installation: What to Expect

Installing an AEM intake on the Integra Type S is a moderate difficulty job. The factory intake assembly is large and includes multiple resonators and sound‑deadening chambers. Removing it requires disconnecting the mass air flow (MAF) sensor, unclipping several hose clamps, and pulling the air box out. The most time‑consuming part is often freeing the stock rubber intake tube from the turbo inlet.

AEM provides detailed instructions with photographs. Most owners report a total time of 60–90 minutes. The work requires only basic tools: 10mm and 12mm sockets, a flat‑blade screwdriver, and pliers for hose clamps. No specialized or proprietary tools are needed.

One common tip from forum members is to apply a small amount of silicone lubricant to the rubber couplers before sliding them onto the intake tube. This makes them easier to position and creates a better seal. It is also important to torque the MAF sensor screws to the specified value (usually 2.2 Nm) to avoid cracking the plastic mounting boss.

Potential Pitfalls

If you are installing a cold air intake, you will need to remove the front bumper cover or at least the underbelly tray to access the lower mounting location for the filter. This adds 15–20 minutes to the job. Some owners recommend having a helper for the bumper removal so that clips are not broken.

Another minor point: the AEM intake filter on the CAI version sits low behind the bumper, so if you drive through deep puddles or car washes with high‑pressure undercarriage spray, there is a theoretical risk of water ingestion. AEM includes a water‑resistant sock with the kit, and most owners have had no issues in normal rain. However, if you live in a flood‑prone area, the short ram intake might be a safer choice.

Owner Experiences: What the Community Says

The Integra Type S community is active on forums such as IntegraForums and the AcuraZine Type S sub‑forum. Owner feedback on AEM intakes is overwhelmingly positive, but there are recurring themes worth noting.

Pros Reported by Owners

  • Noticeable power increase: Most owners confirm the 10–15 horsepower gain, and many say it feels stronger than the dyno suggests because the throttle response is crisper.
  • Intake sound: The AEM intake amplifies the turbo spool noise and adds a deep induction growl under hard acceleration. It is not loud enough to be intrusive during highway cruising, but it transforms the character of the car.
  • Easy maintenance: The dry‑flow filter can be cleaned with water and the included cleaner kit. There is no oil to drip or over‑apply, which eliminates the risk of MAF sensor contamination.
  • Fuel economy improvement: Several owners report a 1–2 MPG increase on the highway, likely because the reduced restriction allows the engine to operate at a lower manifold pressure for a given cruise speed.

Cons and Common Concerns

  • Increased engine bay heat: The short ram intake, in particular, can experience heat soak after extended idling in traffic. Once the car is moving again, intake air temperatures drop quickly, but the first pull after a hot restart may feel slightly less responsive.
  • Check engine light (CEL): A small number of owners have experienced a lean code (P0171) after installing the intake. This is usually due to a vacuum leak at one of the couplers or a mis‑seated MAF sensor. With careful installation, this is rare.
  • Fitment on early production cars: A few early 2024 Type S models have slightly different brackets for the coolant reservoir hose, requiring a minor adjustment. AEM has updated the kit to address this, but if you own an early‑build car, check the included instructions for notes on repositioning.

Overall, the satisfaction rate is high. On the Integra Type S subreddit, a poll of 200 owners who upgraded to an AEM intake showed that 86% would recommend it to a friend.

Comparison with Other Intake Brands

The Integra Type S aftermarket is not limited to AEM. Competitors such as PRL Motorsports, Mishimoto, and Injen also produce intakes. Understanding the differences helps clarify why AEM is a popular choice.

PRL’s intake is considered the current gold standard for absolute maximum power, but it costs $500–$600 and requires more involved installation, often needing a silicone hose that replaces the entire turbo inlet. It also tends to be louder than the AEM. Mishimoto’s option uses a larger filter housing but is heavier and may not fit as cleanly around the strut tower brace.

AEM strikes a balance: it is priced lower than PRL, installs without removing factory parts beyond the intake itself, and produces a refined sound that does not overwhelm cabin comfort. For daily‑driven cars, many owners prefer AEM’s compromise of good power gains and OEM‑like fitment.

Maintenance and Longevity

A dry‑flow air filter does not require oiling, but it still needs periodic cleaning. AEM recommends inspecting the filter every 12,500 miles and cleaning it every 30,000 miles in normal driving conditions. In dusty or off‑road conditions, clean it more often. The cleaning process involves applying AEM’s filter cleaner, rinsing with low‑pressure water, and letting the filter air dry completely before reinstalling.

The aluminum tubing does not corrode, but the silicone couplers can harden over time if exposed to underhood heat cycles. Check for cracks or looseness every 20,000 miles. If a coupler feels hard or brittle, replace it with a generic silicone coupler from an auto parts store (sizes are standard 3‑inch and 3.5‑inch).

The MAF sensor should be kept clean. Using a dedicated MAF cleaner spray every time the filter is cleaned helps maintain accurate readings. Follow the spray manufacturer’s instructions and avoid touching the sensor element.

Does the Intake Need a Tune?

One of the appealing aspects of an AEM intake on the Integra Type S is that it does not require a custom ECU tune to function correctly. The factory ECU can adjust fuel trims within a certain range to compensate for the increased airflow. Many owners run the intake on an otherwise stock car without any check engine lights or drivability issues.

However, to unlock the full potential of the intake, a professional tune (via a platform like Hondata or K‑Tuner) is recommended. Tuning can add another 8–12 horsepower on top of the intake alone, especially in the high‑RPM range where the stock fuel maps are conservative. A tune also allows you to optimize throttle mapping and remove the rev limiter in sport mode if desired.

If you plan to add more modifications in the future, such as a downpipe or intercooler, getting a base tune now means you will not have to pay full price for a re‑tune later – most tuners offer a discount for returning customers who add parts.

Sound Characteristics: A Deeper Dive

Enthusiasts often ask how an AEM intake changes the exhaust note. The answer is that it does not change the exhaust sound directly, but it adds a layer of induction noise that transforms the overall experience. At idle, the car sounds stock. Under light throttle, you hear a subtle hiss from the turbo. When you go wide‑open throttle, a deep intake roar fills the cabin, along with distinct turbo spool and blow‑off valve sounds.

Some owners find the additional induction noise slightly aggressive for early‑morning start‑ups in residential areas. If you prefer a quiet car, the short ram intake produces less extra noise than the cold air version because the filter is further from the fender opening. Ultimately, the AEM intake gives the Integra Type S a more aggressive, race‑inspired auditory character that many enthusiasts love.

Final Verdict

The AEM intake system for the new Integra Type S delivers exactly what it promises: accessible power gains, improved throttle response, and a satisfying intake sound. At a price of $320–$480, it offers one of the best power‑to‑cost ratios in the aftermarket. Installation is straightforward for the average DIYer, and the design is proven to hold up over tens of thousands of miles without issues.

While the intake alone will not turn the Type S into a 400‑horsepower monster, it is an excellent foundation for future upgrades. Whether you stop with just the intake or go on to add a tune and exhaust, the AEM system gives you a tangible and enjoyable improvement right from the first drive.

For those still on the fence, the abundance of positive owner feedback across forums and social media should offer reassurance. The AEM intake is not a risky experiment – it is a well‑engineered component that has been tested extensively and is backed by a company with decades of performance experience. If you want to breathe new life into your Integra Type S without breaking the bank, an AEM intake belongs at the top of your shopping list.

For further reading, check out the official AEM website for product specifications and dyno charts. Owner discussions can be found on IntegraForums and the AcuraZine Type S subforum. Detailed installation guides are available on YouTube from channels specializing in Honda/Acura builds. For pricing and availability, reputable retailers like CarID stock both the cold air and short ram variants.