When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
This post is for all Aftermarket Intakes not just BMS’s.
I’m aware based on the thread title. Comparing to BMS’s offering, I’m not overly impressed with these ZAC intakes. They’re expensive and honestly should have just been made out of plastic/abs to cut down on materials, manufacturing time, and price.
Does anyone have any customer pictures of the ZAC intakes? I’m curious if there are any notches in the flow path not shown from all of the top down views... BMS uses a constant cross-section that is pretty narrow, while ZAC has a pretty large diameter change throughout the pipe.
Does anyone have any customer pictures of the ZAC intakes? I’m curious if there are any notches in the flow path not shown from all of the top down views... BMS uses a constant cross-section that is pretty narrow, while ZAC has a pretty large diameter change throughout the pipe.
2.5" is not narrow and has more than enough flow for the intake and power. If it wasn't flowing well enough, you'd get a vacuum code because of the sensor
We're making 800whp on 2" inlets with the 335i N54 platform.
Do any of these intakes have ANY effect on an otherwise stock car?
Hey all. Thanks for the interest in our product.
We have seen 12whp gains on the dyno, but to be honest that is not the main advantage. Throttle response is vastly improved since the turbo's have plenty of air readily available.
There are even larger gains on vehicles with turbo upgrades such as YPG, more data on that soon.
We looked at other materials including plastic, but we prefer to use the best materials for the job, carbon was the material of choice for us (read why on our website) if that means a higher cost then so be it. We consider these intakes to be very well priced especially when compared to other carbon offerings. But they aren't for everyone and we are ok with that, plenty of options
Thanks! If you want more info please contact us on insta or FB, not always on the forums.
Look forward to seeing that, do you mind posting up this thread when you do?
From website: our optional heat shields (to be released soon) further improve heat insulation at low speeds,
What will the heatshields be made from - CF, stainless?
Hey mate,
Dyno was stock C63s (Australia only has the S)
We are sticking with an "open system" as there was no way we could make power increase with an enclosed system, there simply isn't the room for the air volume, but heat shields are dual layer steel (probably aluminium , maybe titanium ) as well as a carbon shield.
Hey mate,
Dyno was stock C63s (Australia only has the S)
We are sticking with an "open system" as there was no way we could make power increase with an enclosed system, there simply isn't the room for the air volume, but heat shields are dual layer steel (probably aluminium , maybe titanium ) as well as a carbon shield.
Thanks for the response and the information. it does seem from reading that opening up the filters to breathe more freely is the key to intakes on the M177. ie no enclosure, open larger filter.
[QUOTE=ZACCOMPOSITES;7872762] there was no way we could make power increase with an enclosed system, there simply isn't the room for the air volume, QUOTE]
Just to name a few, Renntech, Weistec...etc are all idiots engineers👍
Thanks for the response and the information. it does seem from reading that opening up the filters to breathe more freely is the key to intakes on the M177. ie no enclosure, open larger filter.
Yes. 100% agree. Tried a sealed system OEM, spaced OEM and aftermarket, found open to be the best even without heat shields, higher speeds there is not much hot air travelling around the outside of the engine anyway. And removing a section of the bonnet seal to channel the heat through and out makes it even better. The seal is 2 section. Split it and trim one piece.
Last edited by ZACCOMPOSITES; Oct 8, 2019 at 06:09 PM.
Yes. 100% agree. Tried a sealed system OEM, spaced OEM and aftermarket, found open to be the best even without heat shields, higher speeds there is not much hot air travelling around the outside of the engine anyway. And removing a section of the bonnet seal to channel the heat through and out makes it even better. The seal is 2 section. Split it and trim one piece.
Do you think this would help under bonnet temps / IATs on a remapped C43 with stock intake?
Do you think this would help under bonnet temps / IATs on a remapped C43 with stock intake?
My guess is that it would help some on a C43, though not as much as on a C63 where the turbos are sitting right on top, in front of the created opening with a more direct path for heat to evacuate.
Last edited by LessIsMore; Oct 9, 2019 at 09:57 AM.
Yes. 100% agree. Tried a sealed system OEM, spaced OEM and aftermarket, found open to be the best even without heat shields, higher speeds there is not much hot air travelling around the outside of the engine anyway. And removing a section of the bonnet seal to channel the heat through and out makes it even better. The seal is 2 section. Split it and trim one piece.
Whoa that's gnarly. N00b question: I know pretty much everything is waterproof (up to the point of submersion) in the engine compartment, but wouldn't frequent water getting into the engine bay promote rusting/water damage? The seal must serve SOME purpose aside from trapping hot air...
Whoa that's gnarly. N00b question: I know pretty much everything is waterproof (up to the point of submersion) in the engine compartment, but wouldn't frequent water getting into the engine bay promote rusting/water damage? The seal must serve SOME purpose aside from trapping hot air...
it's for noise - just remove and see for yourself. All types of weird noises concealed by that one little strip.
Our C63S intake is available in 2 configurations: 61mm ID outlets to match the stock turbos and 76.5mm ID outlets to match larger turbos.
Below is the dyno graph for the stage 2 car which had the same tune on all runs and only the airbox was changed. Importantly the hood was closed for all runs to simulate road conditions. Dyno testing with the hood open - especially with open cone style intakes does not give a reliable indication of how the intakes are affecting power. On the road the hood is closed and so all the heat from the turbos is trapped in the engine bay. On the C63S this is intense heat which is why a sealed system is so crucial. Dyno testing an open cone system with the hood open will yield gains but once on the road the heat soak will cause a significant detriment to the power with the open cones sucking in the hot air. With higher air temperature being less dense, the turbos will not make as much boost resulting in lower power.
I totally agreed with what they said about open air intake dyno with hood open vs really world driving with hood closed cause hot air to be trapped inside.
I totally agreed with what they said about open air intake dyno with hood open vs really world driving with hood closed cause hot air to be trapped inside.
The engine sucks in so much air it evacuates the engine bay area every couple of seconds at high RPM, not to mention the normal path of airflow through the car. Where do you think all that air coming across the radiator goes? It flows right back out under the car out vents.
After looking at the engine bay, removing that seal is a really bad idea unless you live in a very dry climate..
The water from the base of the windscreen will drain will right onto several wiring looms otherwise which you can see in the picture .
After looking at the engine bay, removing that seal is a really bad idea unless you live in a very dry climate..
The water from the base of the windscreen will drain will right onto several wiring looms otherwise which you can see in the picture .
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
