Performance increase – Phase 2: 22-30 HP, 20-24 foot-pounds
Performance Increase – Stock: 10-12 HP, 12-15 ft-lbs
Data of the flow bench: Stock Airbox 381 CFM: Eventuri 531 CFM (average per airbox)
The Mercedes GLC63S AMG intake system is the result of extensive development and testing. Our design brief consisted in 3 main objectives: 1) Higher flow rate. 2) Low intake temperatures. 3) Smooth air flow.
Performance increase – Phase 2: 22-30 HP, 20-24 foot-pounds
Performance Increase – Stock: 10-12 HP, 12-15 ft-lbs
Data of the flow bench: Stock Airbox 381 CFM: Eventuri 531 CFM (average per airbox)
The Mercedes GLC63S AMG intake system is the result of extensive development and testing. Our design brief consisted in 3 main objectives: 1) Higher flow rate. 2) Low intake temperatures. 3) Smooth air flow.
The first goal was achieved by utilising all the limited space available in the GLC63S engine bay, achieving 39% more flow than the stock system. The second goal was achieved by designing a completely sealed system. The GLC63S engine bay reaches high temperatures with heat sources such as turbos in close proximity to the intake, so it is vital that the intake remains sealed. The final goal was achieved by designing an organically shaped system with custom rounded panel filters to ensure the airflow path contains no sharp corners and therefore allows the flow to remain laminar. With seamless transitions from the filters to the turbo intakes, our intake minimizes turbulence formation and therefore the turbos are able to operate more efficiently.
With all 3 objectives achieved, our W205 C63S intake system delivers on all fronts and allows the turbos to generate boost more efficiently. This results in improved throttle response and real power gains that increase with higher states of tune.
Performance Increase: C63S Stage 2: 22-30 hp, 20-24 ft-lb
Performance Increase: Stock C63S: 10-12 HP, 12-15 ft-lb
Dynamometer tests were performed on both a completely stock C63S and a Stage 2 C63S with a downpipe and remap. Below is the dynamometer plot for the Stage 2 car that had the same tune on all runs and only the airbox was changed. It is important to note that the hood was closed for all runs to simulate road conditions. Dynamometer tests with the hood open, especially with open cone-style intakes, do not provide a reliable indication of how the intakes affect horsepower. On the road the hood is closed 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 produce gains but once on the road the heat absorbed will cause significant damage to power with the open cones sucking in the hot air. With higher air temperatures that are less dense the turbos will not produce as much boost resulting in reduced power. Also once the car accelerates and the open cone intakes have pulled through the hot still air present they will continue to suck in the heat generated by the engine and turbos as they spool up. With the engine under load and accelerating, the turbos produce a lot of heat which can also be seen with the hot sides turning red.
Here you can see with our fully sealed system that power increases linearly after 4800 rpm where the airflow demand increases and the stock airboxes become a restriction. These performance gains were measured after only changing the stock airbox for the Eventuri intake - all other changes were present for both the stock airbox and the Eventuri intake.
The gains measured on the dyno translate on the road into increased half and full throttle response with the car pulling much more eagerly to the redline. The test was performed on the same day in a row and temperatures were monitored to ensure consistency. The car was tested first with the stock intake and hood closed. We then left the car on the dynamometer and installed the Eventuri. The car was then run again with the hood closed. Several runs were performed with both setups to get a consistent result.
The following tests were performed on an Insoric road dynamometer which measures on-road performance data. The tests were performed in Germany by CF Dynamics on the same stretch of motorway on the same day between the standard airbox and the Eventuri system. This particular C63S had a stage 1 tune. As you can see, after 5000rpm, when the flow demand from the engine increases, the stock airbox becomes a restriction and gains of 31bhp and 39Nm were achieved with the Eventuri intake.
Flow Bench Test Results
We ran some flow tests using a Superflow SF-1020 to measure the maximum flow possible at a pressure drop of 28” H2O. The tests were run on the same day under controlled conditions using the same test jig for each system. We tested our sealed intake with our custom filter, the stock airbox with the stock filter, and an open cone tubular intake with the same diameter intake tube as the stock turbo inlet. Both the left and right airboxes were tested.
This shows how restrictive the stock airbox is, which we were able to improve by up to 41% in maximum flow possible. Interestingly, the open cone intake, while it had more flow than stock, did not have more flow than our sealed system. This is because the intake tube diameter remains constant all the way from the turbo outlet to the cone. So, while our system opens up significantly in internal volume from the outlet to the filter, the open cone system remains at the same smaller cross-sectional area. It's like sucking through a straw compared to sucking through a funnel.
The Eventuri GLC63S AMG intake 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:
AIRBOX GROUPS
The airbox assemblies consist of upper and lower sections separated by filter panels. Each section has been meticulously designed for maximum internal volume while providing a smooth airflow path to the turbos. The most challenging aspect of this design was increasing the internal volume of the airboxes in an effort to increase the flow capacity compared to the standard airboxes. As the GLC63S engine bay is so compact, this was only possible by maximising the total internal height of the airboxes. The largest increase was achieved by enlarging the upper airbox covers. As you can clearly see, we have managed to achieve a significant increase in volume while providing a smoother airflow path.
SIDE PROFILE
Looking at the side profile comparison between the stock and Eventuri airboxes with the front duct sections removed, it is clear that the stock airbox has limited space for airflow past the filter in the upper section. It narrows to just 23mm in height while in comparison the Eventuri system reaches a height of 56mm, which is 143% taller than stock. The stock airbox also has a large area in the upper section that is occupied by the MAP sensor. This area is taken away from the internal volume and therefore causes another restriction. We have repositioned the sensors to the rear of the upper sections, allowing the entire volume above the filters to be usable for airflow. Another consideration is the inlet to the lower airbox which on the stock system has a convoluted flex section with multiple ridges at 43mm high. Our system removes these ridges for a smoother inlet and increases the height to 74mm.
FRONT PROFILE
The Front view of the airboxes with the duct sections removed clearly shows how limited the stock version is. With the upper section narrowing to just 23mm over a wide section, airflow is significantly restricted. In comparison, our airbox retains a much larger area for the turbo air intakes. The inlet in the lower section has also been significantly increased in area. The Eventuri inlet is approximately 84% larger in cross-sectional area than the stock.< /span>
PANEL FILTERS UP MEASURE
To achieve optimum airflow we have designed custom panel filters that have a double layer of ISO 5011 tested non-woven mesh filtration. The filtration media is dry , so it does not require oil that can damage sensitive flow sensors. We also designed them to have a rounded outer profile rather than the traditional rectangular shape that has sharp 90 degree corners. This allowed us to maintain a smoother airbox profile that has no sharp corners, thus minimizing the occurrence of turbulence in the flow path.< /span>
Looking inside the lower airboxes, the difference between the square and rounded corners is clearly visible.
CNC MACHINED FILTER FLANGES
A crucial consideration when using panel filters is to ensure that they are always sealed properly inside the airboxes. Since we use pre-impregnated carbon fiber for the airboxes, we could not rely on the relatively wide tolerance of the carbon construction versus a precision machined component. Therefore we have designed flanges CNC machined from a single piece of aluminum and anodized black, inside which the filters are housed. These flanges are mounted inside the carbon airboxes and provide a reliable and precise seal around the rubber profile. filters.< /span>
CNC MACHINED MOUNTING BRACKETS
To hold the airboxes in place we use the stock rubber bushings and for to keep these bushings we have CNC machined the brackets for exact fitment and safe.
Every aspect of the design has been considered in great detail and the The end result is a system that sets a new benchmark for intake design on the Mercedes GLC63S AMG.
