Ok, let’s see if I can make this happen, where you from?

Im sure we can get 10 who are interested.

1. RDO247 - Brisbane Australia
2. Drisso88 - California
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California

 

Ok I have a C43 but its mapped and even in cool temperatures when on WOT for long periods / on track I could a fair bit of engine bay heat . I'm going to trim the seal this weekend and see how it works out. May even see a tiny improvement in 1/2 mile or 60-130 ?!

 

So Eventuri just notified me that they did the flow bench tests on the intake vs stock airbox vs open cone system! From :

 

Freaking LOVE their intake... If only it wasn't this expensive 😂 clearly the best option out there imho... At least for my set of requirements, perfect in every way, no compromise

 

That cheap autozone filter looks like the restriction to me. I'd like them to see some testing with our intake and filters

-Payam

 

Would be interesting to see results form a stock intake with high flow filters

 

The critical thing that I don’t see addressed in their study is, what is the actual air demand of the engine, both stock and tuned? That’s great if one design flows 100 cfm more than another, but I’d the engine is never pulling that in, it’s useless.

not to beat a dead horse, but there’s likely a reason that the best AMG-only tuning shops simply use higher flow filters in the stock boxes.

 

Again, a disclaimer that I'm not associated with Eventuri; just engaged in a long discussion with them re: Aeronautics, as I'm always curious regarding online/forum theories vs science and fact. Having said that, they wanted to extend the following replies to the comments below:

“We used a high flow filter which is actually bigger than you would be able to fit in the C63S engine bay. However, out of interest we also flow tested the tube itself with NO filter. It actually flowed LESS without a filter! This is because the tube ends without a velocity stack style lip. The filter has an internal stack which actually helps the airflow to be drawn into the tube. So the restriction is not the filter but the actual tube itself.”

“The stock airbox is restrictive due to its narrow dimensions which pinch down after the filter as it curves around to the turbo. So no matter if you use a high flow filter or a spacer to lift the airbox lids up - the restriction remains."

“The flow bench shows the maximum possible flow rate at a given pressure drop of 28” Water. An intake which shows a bigger flow rate at 28” pressure drop also means that at lower flow rates, the pressure drop through the system will also be less since it is less restrictive. So basically a less restrictive intake allows the turbos to work with less resistance since the pressure drop through the system is lower at any given flow rate. This is why we see the increase in power after 5000rpm where the pressure drop on the stock system rises faster than our less restrictive system”

My comment: I think what he's saying in the last sentence is emphasizing that pressure drop (along with IATs) is the real culprit you want to overcome with an intake system. And if you (over)design an air intake that is actually capable of flowing greater than what the motor/turbo can actually pull, there's no downside, and actually there's an upside, in that this increased flow capability translates to a decreased pressure drop on the intake side. And this eventually translates to maximizing airflow into the turbo and engine.

Here's a simple yet great explanation I found from another site as to why pressure drops are so important in intakes: https://www.hpacademy.com/technical-...ons-explained/

"When the piston descends in the cylinder, it creates a vacuum or low pressure area in the cylinder. When the intake valve opens, we now have a pressure differential between the vacuum in the cylinder and the atmospheric pressure outside. This pressure differential causes the air to flow into the cylinder to equalise this imbalance. The larger this pressure differential, the more inclined the air will be to flow into the cylinder, resulting in a better cylinder fill and the potential for more power. This is the exact principle that superchargers work on - They artificially increase the pressure differential forcing much more air to flow into the cylinder.

Now for an example lets take a GM LS1 5.7 litre V8, where each cylinder displaces 712 cc (5700cc / 8 cylinders). In the perfect world, each time the piston descends on the intake stroke, the cylinder will be filled with 712 cc of fresh air – a situation that would be known as 100% volumetric efficiency (VE). It’s the engine’s ability to fill its cylinders with fresh air during the intake stroke that defines the power potential of the engine.

While we have established that under standard conditions we have 101.3 kPa of air pressure to force the air into our engine, this is only partly true. See before the air gets a chance to make its way into the cylinder, it covers a pretty torturous path through the intake system. This includes the airbox, air filter, airflow meter, intake plumbing, and finally the throttle body. If we want to get pedantic, it also must flow through the intake manifold, the intake ports in the heads, and finally past the intake valve. Each step along this path is a potential source of restriction.

So what exactly do I mean by a restriction? Well while we have 101.3 kPa of atmospheric pressure to play with, this is not acting directly against the intake valve. It only exists at the entrance to our air box, and from this point anything that restricts the flow of air into the engine will result in a slight pressure drop. We may only be talking about pressure drops of 1-2 kPa, but by the time you introduce several such restrictions, we find that the air pressure actually available to act on the intake valve may be only 95 kPa or worse. Now our air is much less inclined to flow into the cylinder so our cylinder fill is reduced (represented by a reduction in VE), and the end result is a smaller bang and less power."

 

You just opened up the engine bay to the front of the windshield. The windshield is letting the noise through as well as probably vibrating which will throw the engine sounds literally in your face. Without that back piece of useless rubber, the engine compartment is no longer 'sealed'.

 

Re: FDNewbie's post of good information. To put it as simple as possible no matter what high flow rate your air filter system has, the air flow limiting factors are the intake components after the filter system up to and including the intake valves.

 

Looking at Eventuris air intake price why does it even matter if it is slightly better than other intakes? At that price point it is just stupid to buy an intake. You could get bigger turbos etc and still save some money or you could buy their intake for your 10-15 hp lol

 

I recently ordered the BMS system. In my opinion a reasonable price and worthwhile improvement in conjunction with my stage 1 turbo,s and catless downpipes. The competition's pricing was more $ than I wanted to spend.

 

You're going to love it!

 

Not necessarily. That's very normal in everyday testing to get lower figures when removing the filter, you're changing the surface area.

We've done this testing on my 800whp 335i when doing filter testing. We had a mesh screen on (Turbo guard) couldn't make more than 24 psi.
Pull the mesh screen and we were able to go up to 26 psi. Put our filter on, and we're able to boost more than 30+ psi. (Maxing out WGDC same tune on each run)

BTW, our filter is flat and has a great amount of surface area. Not your traditional cone filter

-Payam

 

UPD intake spacer and filter kit is a good mod to add on to stage 1 and stage 2 cars for the price.
Engine bay still looks stock.

 

So, help me out here. After ghetting 40% more 'flow', what does that translate into 1/4 mile times, 0-60 times and mpg difference? Interesting minds want to know.....

 

I think the key question is, what is the Max flow rate at upper efficiency levels of the stock turbos? That's really the bottom line when looking at whether or not the flow rate of an intake is sufficient or not. More flow than the Turbo can use is not helping.

 

Well ... I like the shape of the tube, but the filters look too small. Beyond that its speculation, really can't say much without more info on them. Who sells than, how much, are their dyno results, what is the flow rate, what are they made of, etc. Looks interesting but definitely need more info on them.

 

Theoretically, a lesser pressure drop across the pre-compressor intake tract will result in an improved pressure ratio and higher efficiency for the turbocharger. The question is, how much of a pressure drop is occuring with the stock intakes vs higher flowing intakes? With these tuned cars pushing the turbos into higher pressure ratios and lower efficiency, any improvement from intakes will be magnified. The "max flow rate" you're referring to is a function of pressure ratio and relative efficiency.

 

We've picked up around 2mph in the 1/4 with our intake. 0-60 is so short and traction dependent intake isn't going to make much difference there. Not noticed any gas mileage difference but wouldn't expect to either as the factory intake flows more than enough for mid to low throttle.

 

JB4, Piped, ECU Tuned and BMS Intake and wow what a combo. Car is a rocket.

 

video doesn't work

 

Sounds amazing !

 

Why ecu tuned and jb4? Running meth?