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The factory airbox on the 2009-2015 Cadillac CTS-V was designed to keep the LSA 6.2L supercharged V8 quiet — and that's exactly the problem. A 556-horsepower super-sedan shouldn't sound like a rental car Impala. Behind the scenes, the stock intake routes air through a narrow-diameter plastic snorkel, a thick paper panel filter, and a maze of resonator chambers, all engineered to silence the supercharger whine that makes the LSA legendary. What you lose — beyond the sound — is airflow velocity at high RPM, where the supercharger is already working against heat and volumetric efficiency limits.
This cold air intake kit replaces the entire factory system with a large-diameter mandrel-bent aluminum intake tube with a polished finish and a high-flow reusable cone filter. The included heat shield positions the filter away from the hottest areas of the engine bay — directly behind the driver-side headlight — and helps draw cooler air from the factory fresh-air duct behind the grille. The kit reuses your factory MAF sensor and connects to the stock throttle body without cutting, drilling, or permanent modification.
On a stock-tune LSA, the most significant improvements are not the peak numbers — it's the supercharger whine (finally audible through the intake), sharper part-throttle response, and better airflow consistency on hot days when the factory heat-soaked airbox becomes a bottleneck. If your CTS-V already has a smaller supercharger pulley, aftermarket heat exchanger, or a tune, this intake removes the final intake-side restriction and supports the airflow your setup demands. Installation takes 60-90 minutes with basic hand tools.
Key Features
Large-Diameter Polished Aluminum Intake Tube — Mandrel-bent from lightweight aluminum with a polished finish. Smooth internal walls eliminate the turbulence and flow restriction caused by the factory plastic intake tract's resonator chambers and narrow-diameter sections. The polished finish resists corrosion and maintains a clean, OEM-plus appearance under the hood.
High-Flow Reusable Cone Filter — Large surface area conical filter, washable and reusable. Cotton gauze media provides excellent airflow while capturing fine particulates.
Insulated Heat Shield — Positions the filter behind the driver-side headlight and draws cooler air from the factory grille duct. The shield helps isolate the filter from the radiant heat of the radiator and exhaust manifold at idle and low speeds. At highway speeds, ram air through the grille provides a meaningful drop in intake temperature. The shield does not entirely eliminate heat soak at idle — see Q7 for realistic expectations.
Unlocks the LSA Supercharger Sound — The single biggest reason CTS-V owners buy this intake. The factory airbox silences the Eaton supercharger whine almost entirely. With this open-element intake, the blower becomes clearly audible — a distinctive mechanical whine that rises with RPM under load. It's loud enough to enjoy with the windows down, quiet enough to be civil at cruise.
Direct Fit — No Permanent Mods — Designed to mount using existing factory bolt holes. The MAF flange maintains the factory sensor position and diameter to preserve accurate airflow readings. Returns to stock in under an hour if needed.
Specifications
Brand: Flashark
SKU: FLIS25001
Material: Aluminum piping
Tubing Finish: Black powder-coated
Tube Outer Diameter: 4.0" (102mm)sizing
Filter Type: Cotton gauze
Filter Color: Red
Heat Shield Material: Aluminum
Coupler Material: Reinforced silicone (black)
Clamp Type: Stainless steel worm-drive
Intake Routing: Short ram with heat shield (driver-side)
Fits: 2009-2015 Cadillac CTS-V 6.2L LSA Supercharged V8 (Sedan / Coupe / Wagon)
Installation Time: 60–90 minutes
Package Includes
1 × Aluminum intake tube
1 × High-flow red cotton gauze cone filter
1 × Insulated heat shield assembly
2 × Reinforced silicone couplers (black)
4 × Stainless steel worm-drive clamps
1 × MAF sensor mounting flange
1 × Breather hose adapter and line
1 × Vehicle-specific mounting bracket with hardware
| Years | Make | Model | Engine |
|---|---|---|---|
| 2009–2015 | Cadillac | CTS-V Sedan | 6.2L LSA Supercharged V8 |
| 2011–2015 | Cadillac | CTS-V Coupe | 6.2L LSA Supercharged V8 |
| 2011–2014 | Cadillac | CTS-V Wagon | 6.2L LSA Supercharged V8 |
Q1: Will this intake fit my 2009-2015 Cadillac CTS-V?
A: Yes — this kit is designed specifically for the second-generation (V2) Cadillac CTS-V with the 6.2L LSA supercharged V8, covering all body styles: Sedan (2009-2015), Coupe (2011-2015), and Wagon (2011-2014). The intake routing, MAF housing position, and mounting points are identical across all three body styles. It will NOT fit the standard CTS (3.0L or 3.6L V6), the first-gen CTS-V (LS6/LS2), or the third-gen CTS-V (LT4).
Q2: How is the CTS-V different from a regular CTS, and does that matter for this intake?
A: The CTS-V is a fundamentally different car from the standard CTS. It uses the LSA 6.2L supercharged V8 from the factory — not a V6, not a naturally aspirated V8. The intake manifold, throttle body diameter, MAF sensor housing, and under-hood clearances are all unique to the LSA engine. This intake kit was designed on a CTS-V engine bay and will not fit a standard CTS under any circumstances. If you don't have the supercharged 6.2L badge on your fender, this kit is not for you.
Q3: Will this make my supercharger louder?
A: Yes — this is the #1 reason CTS-V owners buy this intake. The factory airbox on the LSA was deliberately engineered with resonator chambers and a thick paper filter to silence the Eaton supercharger's mechanical whine almost entirely. With this open-element intake, the blower whine becomes clearly audible — a rising mechanical whine that increases with RPM under load. It's prominent at wide-open throttle, audible but not intrusive at part-throttle, and nearly silent at steady-state highway cruise. If you want to finally hear the supercharger your car has had all along, this intake delivers.
Q4: Will I actually gain horsepower from this intake?
A: On a completely stock LSA with the factory tune, the intake alone produces 5-15 WHP at peak, with the most noticeable improvement being sharper throttle tip-in and better airflow consistency on hot days. The LSA factory intake is actually reasonably well-designed — it's the sound suppression, not the flow restriction, that's the primary limitation. Where this intake makes a real difference is on a modified car: if your CTS-V has a smaller supercharger pulley, aftermarket heat exchanger, long-tube headers, and a proper tune, the factory intake becomes a measurable bottleneck. On a pulley + tune car, the intake contributes to a combined gain that's substantially larger than what the intake does alone. Be skeptical of claims suggesting 30+ WHP from an intake alone on an LSA — the supercharger is the dominant airflow driver, not the intake pipe upstream of it.
Q5: Do I need a tune after installing this intake?
A: Not strictly required — but tune quality matters on the LSA. This kit is designed to maintain the factory MAF sensor housing diameter and position, so the airflow readings remain within the ECU's normal correction range. On a stock car, you can install it and drive without a check engine light or dangerous lean conditions. However, if your CTS-V already has a custom tune (for a pulley swap, headers, or ethanol), or if the intake is part of a larger modification package, you should have the tune reviewed to verify fuel trims and MAF calibration. A properly tuned LSA with a pulley, headers, and this intake is a completely different animal from a stock car — don't leave power on the table by skipping the tune.
Q6: Is the filter oiled? Will it damage my MAF sensor?
A: The included cone filter uses oiled cotton gauze media — the same type used by K&N and similar performance filters. It requires periodic cleaning and re-oiling with a dedicated filter service kit. Critically: over-oiling is the risk. Excess filter oil can shed onto the hot-wire MAF sensor element downstream, causing inaccurate airflow readings, fuel trim drift, and eventually sensor failure. When re-oiling, apply oil sparingly — the filter should be a uniform red color, not dripping. Let it sit for 20 minutes and blot any excess with a clean paper towel before reinstalling. If you'd prefer to avoid oiled filters entirely, replacement dry-media cone filters in the same dimensions are available from third-party manufacturers.
Q7: Does the heat shield actually work? Will I still get heat soak?
A: The heat shield works — but within physical limits. It positions the filter behind the driver-side headlight, drawing air from the factory fresh-air duct behind the grille. At highway speeds, ram air through the grille provides a meaningful drop in intake air temperature compared to the factory-sealed airbox (which heat-soaks badly after the engine warms up). At idle or in stop-and-go traffic, the shield reduces, but cannot eliminate, heat soak — the engine bay is a hot environment on any 6.2L supercharged V8, and no shield can make 200-degree under-hood air feel like ambient air. The shield also serves as a physical barrier between the filter and the hottest nearby components (radiator, exhaust manifold). It's an improvement — not a miracle.
Q8: Will this intake help with supercharger heat soak or intercooler performance?
A: No — the intake is upstream of the supercharger and has no direct effect on the intercooler system. Supercharger heat soak on the LSA is primarily a function of the intercooler brick design, intercooler coolant pump function, heat exchanger size, and ambient conditions. If your CTS-V pulls timing after repeated hard pulls, the intake is not the cause and won't be the cure — look at your intercooler pump, coolant level, heat exchanger, and supercharger coolant reservoir instead. The intake provides cooler air into the supercharger, but the blower itself compresses and heats that air regardless — the intercooler does the post-compression cooling, and the intake doesn't change that.
Q9: Will this trigger a check engine light?
A: No — when installed correctly. A CEL after intake installation on an LSA is almost always caused by: (1) the MAF sensor installed backward (the arrow on the sensor must point toward the engine), (2) the MAF connector not fully seated, (3) a vacuum leak at a coupler or breather connection, or (4) the PCV breather hose left disconnected or kinked. Double-check all connections, MAF orientation, and clamp tightness before starting the engine. If a CEL does appear, read the code — P0101/P0102/P0103 (MAF circuit) points to a sensor issue, P0171/P0174 (lean) points to an air leak after the MAF.
Q10: How difficult is the installation?
A: Moderate. Budget 60-90 minutes for a first-time install. You'll need: 8mm and 10mm sockets, a flathead screwdriver, pliers, and, optionally, a trim removal tool for the factory airbox clips. The process: disconnect the MAF sensor connector, remove the factory intake tube from the throttle body, unclip and remove the factory airbox assembly, mount the heat shield to the factory mounting points, install the new intake tube and couplers, transfer the MAF sensor to the new flange (note the arrow direction), connect the breather line, attach the filter, and secure all clamps. The factory airbox lower section has several clips that can be stubborn — budget extra time if your car has never had this area apart before. No cutting, no drilling, no permanent changes.
Q11: Does the polished finish require special maintenance?
A: The polished aluminum tube will develop a light patina over time from under-hood heat cycling, which is normal and does not affect performance. To maintain the polished appearance, wipe down with a microfiber cloth and a mild metal polish every few months. The tubing does not have a clear coat, so avoid abrasive cleaners that will leave visible scratches. If you prefer a lower-maintenance look, the polished tube can be powder-coated by any local shop in your choice of finish — the tube itself is standard aluminum and accepts coating.
Q12: Will this improve my fuel economy?
A: On a 556-horsepower supercharged V8 sedan that weighs over 4,200 pounds, the impact of an intake on fuel economy is negligible. In steady-state highway cruising (where the engine is at low load and the supercharger bypass valve is open), the factory intake is not a restriction — you won't see a measurable MPG improvement. And if you're driving the car hard enough to benefit from the intake's improved airflow, you're using more fuel, not less. If fuel economy is a priority, the CTS-V was the wrong car — buy a base CTS and keep the factory intake.
Q13: Will this intake fit with an aftermarket supercharger pulley, throttle body, headers, or other mods?
A: Yes — in fact, this intake works best on a modified car. The factory intake becomes a measurable restriction once you move beyond stock boost levels. This kit is compatible with: aftermarket supercharger pulleys (upper and lower), ported snouts, aftermarket throttle bodies (within the stock bolt pattern), long-tube headers, cat-back exhausts, and most aftermarket heat exchangers and intercooler upgrades. The only potential conflicts are: an aftermarket supercharger lid with a forward-facing inlet, a custom charge air cooler that relocates the throttle body, or a front-mount intercooler kit that occupies the driver-side space behind the grille where the heat shield sits. If you have extensive custom fabrication, check clearance before ordering.
Q14: Does this fit the CTS-V Coupe and Wagon exactly like the Sedan?
A: Yes. The second-generation CTS-V (2009-2015) shares the same engine bay layout, front-end structure, and intake routing across all three body styles. The coupe and wagon were designed on the same platform as the sedan with identical drivetrain packaging. The intake mounting points, grille duct location, and under-hood clearances are the same. Installing on a coupe or wagon follows the same steps as on a sedan, with no modifications.
Q15: Can I return this if it doesn't fit?
A: Flashark offers a 14-day return policy. Returns are accepted if the kit is new, uninstalled, and in original packaging. Once installed or used, the kit cannot be returned. Before ordering, confirm that you have a 2009-2015 Cadillac CTS-V with the 6.2L LSA supercharged V8 — not a standard CTS with a V6, not a first-gen CTS-V, and not a V-Sport. If you're unsure, contact service@flasharkracing.com with your vehicle's VIN and we'll confirm compatibility.
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