Since the intake is located directly behind the radiator, it is crucial that the filter is not exposed, which would result in a loss of power through a high IAT. The second goal was achieved by removing the flex pipe and optimizing the inlet path with a venturi stack connected directly to the filter. Additionally, we added a second inlet to the airbox with a scoop that draws air from the inner wing area. This nearly doubles the total cross-sectional area that the turbo can draw through compared to the single inlet on the stock system. Our carbon airbox cover was designed to maximize the use of available volume and block all heat sources. The performance and aesthetic improvements achieved with the FK8 Type R are industry leading.
The standard airbox draws air from a single inlet duct behind the front bumper. The size of this intake is very small, approximately 35cm^2. The demand of the turbo causes this opening to become a restriction. However, simply opening the filter inside the engine bay is detrimental, as the filter's location is directly behind the radiator and once the engine heats up, the filter will quickly become saturated with heat. Our intake system solves this problem by keeping the filter enclosed within an airbox and adding a secondary feed which opens up the inlet area by a further 28cm^2. This, coupled with our Venturi filter stack for smooth flow, results in an immediate gain across the entire RPM range of 14-20 HP. The dyno chart below shows the stock airbox vs. Eventuri intake system on a stock car with stock map and exhaust. The dynamometer tests were carried out one after the other on the same day and with the bonnet closed.
Road tests
We also ran road tests using a Vbox unit to record acceleration from 60-130mph (also 100-200km/h). The tests were conducted 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 60-130mph and also 100-200km/h were reduced by around 1.2 seconds, which is a significant change at those speeds.
Acceleration results summary:
- 60-130 mph with standard aspiration = 15.45 seconds
- 60-130 mph with Eventuri aspiration = 14.27 seconds
- 100-200 km/h with standard aspiration = 13.04 seconds
- 100-200km/h with Eventuri intake = 12.17 seconds
The Eventuri FK8 Type R intake system is made up of a series of components designed for 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:
- Pre-preg carbon fiber airbox
- Custom ISO tested high flow air filter
- Carbon venturi stack with integrated MAF tube
- Secondary inlet scoop
- Full silicone joint with vents
- Laser cut bracket work
Carbon airbox container
The canister has been designed to make the most of the volume available when the OEM airbox is removed. It protects the filter from the multiple heat sources in the engine bay. The most direct source is the radiator and fan which pushes a stream of hot air directly into the intake area. The other significant heat sources are the turbo and downpipe which sit adjacent to the intake area and once the engine has reached operating temperatures the engine bay quickly becomes soaked in heat. All of these heat sources require a full airbox system to shield them - a simple cone and heat shield cannot do the job. During development we tested open filters with heat shields and the inlet temperatures increased significantly causing a loss of power. The airbox prevents these heat sources from negatively impacting the cone filter.
Carbon Venturi Tube
To connect our cone filter to the stock turbo downpipe, we designed a tube with an integrated MAF sensor mount and an innovative venturi stack matched to the inside diameter of the filter neck. This curvature allows the airflow to remain laminar as it passes through the filter and enters the tube. This replaces the stock rubber hose which has several deep ridges and creates turbulence in the flow path. To maintain some flexibility, the tube is independent of the airbox case and is able to move within the airbox, which relieves any stress from engine movements. The Eventuri tube design creates an aerodynamically efficient flow path from the filter to the turbo, allowing the turbo to generate boost more efficiently and reduce 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.
Secondary Inlet Scoop
To de-constrain the turbo we needed to increase the area through which it can draw air. The stock opening behind the bumper was simply not big enough at around 35cm^2, so we added a second feed in the form of this scoop which seals against the base of the airbox and opens into the inner area of the wing which is away from the engine heat sources. This adds an extra 28cm^2 cross-sectional area for the turbo to draw air from and testing proved that this was significant enough to improve the overall performance of the engine. The diagrams below show how the intake and airbox come together once installed.
Complete silicone hose< /span>
The final component is our new silicone hose which replaces the OEM hose and breather up to the alloy turbo pipe. The hose removes all interfaces between the carbon intake and the metal turbo hose. We also incorporated an internal step that mates to the OEM metal hose. This eliminates the exposed edge of the metal hose that is exposed with other aftermarket silicone hoses. This silicone hose is the final part of the intake and allows for smooth air flow from the intake to the turbo hose.
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With all the components assembled, the suction is able to provide a source of unrestricted airflow to the turbo with inlet temperatures kept to a minimum. Additionally, with smooth airflow, the turbo is able to operate more efficiently and therefore the engine produces more power.
