AUDI C7 RS6 RS7
The C7 RS6/RS7 Eventuri system uses 2 batteries Venturi mounted on the filters which pass without problems to the turbo pipes. These provide an aerodynamically efficient airflow path from the filters to the turbos. Not just another conical filter with a heat shield, but a unique design that recalls the Venturi effect and allows for laminar flow throughout the tube, reducing drag on the turbos.
Performance Gain: 15-19hp, 13-17ft-lb
V-Box Acceleration : 60-130mph Reduced By 0.4 Seconds
AUDI C7 RS6 RS7
The C7 RS6/RS7 Eventuri system uses 2 batteries Venturi mounted on the filters which pass without problems to the turbo pipes. These provide an aerodynamically efficient airflow path from the filters to the turbos. Not just another conical filter with a heat shield, but a unique design that recalls the Venturi effect and allows for laminar flow throughout the tube, reducing drag on the turbos.
Performance Gain: 15-19hp, 13-17ft-lb
V-Box Acceleration : 60-130mph Reduced By 0.4 Seconds
The Audi C7 RS6/RS7 Eventuri intake sets a new benchmark for intake design on this platform. It was developed to achieve two goals: 1) De-constrain the turbo inlet paths. 2) Keep inlet temperatures low. The first goal was achieved by equipping each turbo with a separate filter and venturi stack to reduce drag and allow the turbos to run more efficiently. The second goal was achieved by enclosing the filters inside a carbon airbox and feeding them with an additional scoop added behind the front grille. The C7 RS6/RS7 engine bay has multiple heat sources from different directions, so a simple open filter and shield setup would result in higher IAT values. Our carbon airbox cover has been designed to maximize the use of available volume and block all heat sources. The resulting performance gains and aesthetics are industry leading for the C7 RS6/RS7.
Extensive testing has been performed on this system both on the dyno and on the road. Dyno testing was performed first and showed an impressive gain of approximately 19 horsepower and 17 foot-pounds of torque. On the road this translates into increased part-throttle and full-throttle response with the car pulling much more eagerly towards redline. Testing was performed on the same day back to back and temperatures were monitored to ensure consistency. The car was tested first with the stock intake and the hood closed. We then left the car on the dyno and installed the Eventuri. The car was then driven again with the bonnet closed. Several runs were performed with both configurations to get a consistent result.
We then took the car for some road testing using a Vbox unit to record acceleration from 60-130mph (also 100-200km/h). The tests were performed on the same stretch of road, always on the same day to minimise variables. The results show that with just the added intake, acceleration times from 60-130 mph and even 100-200 km/h were reduced by 0.4 seconds, which is a significant change at those speeds.
Acceleration results summary:
The Eventuri C7 RS6/RS7 aspiration system is made up of a series of components designed to perform a specific purpose and manufactured to the highest standards. Here are the details for each component and the design ethic behind them:
Each intake system consists of:
Carbon Airbox Container
The container has been designed to make the most of the volume available when the OEM airbox is removed. It protects the filters from the multiple heat sources in the engine bay. The most obvious source is the engine/turbo setup itself, however there is also a heat exchanger under the headlight which also puts out a lot of heat. Also, when the radiator fan is running, a stream of hot air is pushed into the intake area from the side of the radiator just below the duct. All these heat sources require a complete airbox system as shielding - a simple cone and heat shield cannot do the same job. During development we tested 2 open filters with heat shielding and the inlet temperatures increased significantly causing a loss of power. The airbox prevents these heat sources from negatively affecting the conical filters and is connected to the carbon duct that supplies the container with cold air.
Carbon Venturi Tubes
To connect our Dual Cone filters to the stock turbo pipes, we designed a pair of pipes with smooth curves and an innovative venturi stack that matches the inside diameter of the filter neck. This curvature allows the airflow to remain laminar as it passes through the filter and enters the pipe, which is important since at higher RPMs turbos are sucking in high-velocity air. The pipe design creates an aerodynamically efficient flow path from the filters to the turbos, allowing the turbos to generate boost more efficiently and reducing lag. On the road, this is evident with the car having a sharper, more responsive throttle response as thrust is generated more quickly.
Flow simulation
As part of our research and development process, we perform flow simulations through our intake systems to ensure our initial concepts and calculations are sound. Simulation also helps us further optimize the system for smoother airflow where possible.
Simulating flow through a single tube shows an increase in velocity from the filter to the outlet, which is expected as the cross-sectional area is reduced. It also shows the smooth transition between the filter and the tube with the venturi stack allowing the airflow to narrow while remaining laminar in nature.
A full airbox flow simulation model shows flow saturation from the 2 airbox openings while remaining stable. It also shows both tubes feeding the turbos with laminar flow as per the Venturi concept.
Air duct in carbon
We have redesigned the inlet duct to have a larger internal volume than the stock version. This duct feeds the airbox housing with ambient air from the front grille to ensure that inlet temperatures are kept as low as possible.
Carbon air intake
The air intake sits behind the front grille and forces ambient air into the duct – the curved nature of the intake ensures that airflow is guided as efficiently as possible while the vehicle is in motion. This allows the temperature inside the airbox housing to drop rapidly after the car has been stopped and has absorbed the heat.
Heat shield
The final piece of this system is a laser cut shield with gold heat reflector to protect the surface of the airbox housing from direct heat from the turbos. The surface of the airbox is in direct line with the top of the engine where the turbos are located, once the engine is up to operating temperature and under load the turbos generate a significant amount of heat. This heat can quickly absorb into the airbox, so the shield provides a thermal barrier between the turbos and the airbox to keep inlet temperatures low. A thermal image video was shot after several dynamometer runs (with the hood closed) to show the temperature difference between the hot side of the engine and the carbon structure.
