The G8X M3/M4 Eventuri system uses our patented carbon fiber housings with our custom-fit Gen 2 filters, providing an aerodynamically efficient airflow path from the filter to the turbos. Not just another conical filter with a heat shield, but a unique design that mimics the Venturi effect and maintains laminar flow conditions to reduce drag on the turbo.
Performance Increase: 13-18 HP, 12-16 ft-lbs (stock setting)
Turbo inlet area increased by up to 160%
Filtering area increased by up to 40%
The G8X M3/M4 Eventuri system uses our patented carbon fiber housings with our custom-fit Gen 2 filters, providing an aerodynamically efficient airflow path from the filter to the turbos. Not just another conical filter with a heat shield, but a unique design that mimics the Venturi effect and maintains laminar flow conditions to reduce drag on the turbo.
Performance Increase: 13-18 HP, 12-16 ft-lbs (stock setting)
Turbo inlet area increased by up to 160%
Filtering area increased by up to 40%
Introducing an intake that truly sets a benchmark for the BMW G8X M3/M4 platform. We have undertaken extensive R&D to develop an intake that not only improves on the stock M3/M4 but is also future-proof in its ability to accommodate high horsepower builds well in excess of 1000hp. Our system is a complete redesign from the airboxes to the turbo intakes with the goal of reducing pressure loss while increasing flow and keeping inlet temperatures low. We have maximised the use of available space to employ 2 custom filters with 40% more filtration area than stock. These are used in our patented venturi housings to seamlessly channel air to the turbo intakes. The intakes themselves are up to 160% larger in cross-section than stock and are designed with an advanced dimpled internal surface to reduce friction losses between the flow and the wall boundary. By allowing a "cushion" of air on the wall surface, airflow is able to move through the intakes at higher flow rates with reduced pressure loss. This allows the turbochargers to draw in air with less resistance and therefore reduce the duty cycle of the wastegate, resulting in increased overall performance.
Dyno Testing
This intake has been independently dyno tested by BR Performance in Belgium. The tests were run back-to-back against the stock airbox and several runs were made with each setup. The test car was without carbon filters. We got the best results from the stock airbox and the best from the Eventuri system. The dyno results show a consistent gain across the RPM range which can be attributed to the turbos reaching peak boost earlier and having a lower wastegate duty cycle due to the increased efficiency of the intake system. This gain occurs despite dyno cell temperatures increasing from 11.8C for the stock system tests to nearly 16C for the Eventuri tests. The performance gain translates on the road into greater response at half and full throttle with the car pulling much more eagerly to the redline.
IAT Test
The cars Turbochargers can build up a lot of heat in the engine bay which can be detrimental to performance if the intake system is not sealed against it. Even with intercoolers and charge coolers, it is important to minimize Intake Air Temperatures (IATs) as these coolers operate on an efficiency ratio, so the outlet air temperature is affected by the inlet air temperature. Reducing intake restrictions via open cones, even if thermally shielded, will inevitably draw hot air out of the engine bay. Our fully sealed system solves this problem while still reducing flow path restrictions by using larger volumes. To demonstrate this, we recorded air temperature data using thermocouples just before each turbo. Comparisons were made between stock and Eventuri on the same day with the same ambient conditions. Our M3 was allowed to warm up and then accelerated from 30 mph to 90 mph in sixth gear to measure the temperature change on each run. At 90 mph, the throttle was released and the brakes were applied at 30 mph, at which point the car accelerated back to 90 mph. A total of 3 pulls were made with both intake configurations.
The first graph shows the temperatures before both turbos with the stock airbox on the left and the Eventuri intake on the right. Due to the scale, the axes are not perfectly matched between the two graphs, but the numbers can be seen clearly. As expected, the right side of the intake showed similar data between stock and Eventuri since the flow path and materials are similar. However, the LHS intake shows a significant improvement in IAT for the Eventuri. This can be seen in the second graph where the 2 graphs are overlaid. With each successive pull the Eventuri shows a lower IAT than stock and the temperature spike when lifting off the throttle is also significantly lower with the Eventuri. This difference is due to the more direct flow path with the Eventuri and also the materials used in the turbo inlet.
The Eventuri G8X M3/M4 intake system is made up of a series of components designed to perform a specific purpose and manufactured to the highest standards. We use 100% pre-preg carbon fiber with no fiberglass, which means we can achieve a smooth internal surface to maintain smoother airflow. Here are the details for each component and the design ethic behind them:
Each intake system consists of:
FILTER HOUSING ASSEMBLIES
The filter housings are comprised of our custom-made 2nd generation filters, aluminum inlet caps and aluminum brackets. stainless steel. The carbon pod wraps around the reverse mounted filter and gently shapes the airflow up to the tube section that then connects to the turbo pipes. This changes the flow path from the OEM airbox where the airflow enters the front of the airbox, changes direction 90 degrees to pass through the panel filter and then changes direction 90 degrees again to pass through the tube section. Our system is much more direct with the airflow entering the front of the filter housing and moving into the tube section without any abrupt changes in direction. The result is a smoother path from the filter to the turbo inlet pipe and therefore the turbo is able to run with less resistance.
CUSTOM CONE FILTER
To obtain the maximum possible flow rate we have designed a new filter element to exploit the available space in the engine compartment as much as possible. This new filter has an outside diameter of 192mm or 7.6" and when flow tested with a housing using a 4" opening is capable of flowing up to 900 CFM at 28" H2O. The filter media is ISO tested to ensure the filtration is in line with OEM standards and is also dry. The filter is constructed with our signature flow cones to aid in the Venturi housing principle.
PATENTED TECHNOLOGY
Our patented filter housing features a uniform reduction in cross-sectional area as it wraps around the filter and tapers towards the tube. This geometry is reminiscent of the Venturi effect where the airflow accelerates whilst maintaining laminar conditions. It can be thought of as a large velocity stack - below is a diagram showing how our patented design compares to a typical intake system. Our custom filters assist the airflow as it moves through the housings and allow for a uniform velocity profile as the airflow exits the housings. Further details can be found on the Technology and Filters pages.
TURBO INPUT
The biggest restriction in the stock system is the turbo inlets. The G8X M3/M4 has one inlet for each turbo and we were able to significantly increase the size of both. By increasing their size, the turbos are able to draw air with less restriction, therefore allowing for quicker spool. You can see the differences in size in the photos below. While the benefit may be small for a stock car, we expect these larger intakes to be more beneficial for higher states of tune where target boost pressures are increased. We could have finalized the designs here, however, we wanted to push the limits and introduce a new dimple pattern on the internal surfaces. In theory, small dimples can increase flow rate by reducing frictional pressure losses through a pipe.We have explained this in detail in our video which can be found in the Video tab HERE . A lot of research and development went into simulating different sizes and shapes until we settled on an optimised version that demonstrated a higher flow rate through the vents than a smooth surface. The application of such an intricate manufacturing technique was only possible thanks to the advanced manufacturing technique we employed to create the air intakes, where traditional methods would not have provided the required precision. The dimples create an "air cushion" effect on the inlet surface which then allows the main body of air to "slide" with less friction across the body into the turbo. This results in a smoother velocity profile in a dimpled tube, with the net effect of a higher velocity for the same boundary conditions. Here are the CFD simulations showing the recirculations in the dimples and the higher velocity in the dimpled tube.
CARBON DUCTS
To ensure the intake is completely sealed, the filter housings are mated to these carbon ducts which channel cold air from the stock inlet locations behind the headlights. Made from pre-preg carbon fibre, the ducts ensure that engine bay heat is blocked from entering the filters. Simply having heat shields would not work effectively as they cannot be airtight. There are many small details designed into the ducts such as the machined mounts to attach them to the stock airbox locations and the laser cut bracket.
CARBON MAIN PIPE
The filter housing on the right side of the engine is connected to a long tube for direct the air flow towards the turbo inlet. Our carbon tube replaces the stock version and has a smoother internal profile with increased volume. On the filter side it starts with a 4" internal diameter and maintains this dimension all the way to the turbo inlet where it tapers gently downwards. The pipe features integral brackets that help secure the pipe in a fixed position.
The complete system assembles to provide an intake that improves on the stock airbox in terms of performance, aesthetics and sound.
