The F56 MINI Eventuri intake system is another example of our ‘Complete System’ principle. It is a sealed system that ensures the turbo does not draw in hot air from the engine bay, but is augmented with a functional bonnet scoop that forces ambient air into the intake duct. This duct has a larger internal volume than the standard version and also draws air from the standard position above the radiator. The combination of a sealed system with an air scoop results in lower intake temperatures than the standard airbox and prevents heat absorption – a common problem especially on the more powerful MINIs. To ensure the smoothest flow possible we use our proprietary filter housing coupled with a CNC machined MAF pipe to ensure the smoothest flow possible to the turbo.
* The JCW tested had a stage 2 map and downpipe. Performance gains were measured with these modifications fitted to both the stock and Eventuri airboxes.
Performance Increase: Stage 1 Cooper S Dyno: 8-15bhp, 15-25ft-lb
Performance Increase: Stage 2 Cooper JCW Dyno: 15-27 hp, 20-26 ft-lb
Dyno testing was performed on both a Cooper S and a JCW. The Cooper S had a stage 1 remap for both the stock and Eventuri airboxes. The JCW had a stage 2 remap and a downpipe for both the stock and Eventuri airboxes. The Cooper S showed peak gains of around 8 hp and 11 ft-lb of torque, but higher mid-range gains of 15 hp and 25 ft-lb of torque with a nice gain across the rpm range. Likewise, the stage 2 JCW saw peak gains of 15 hp but much higher mid-range gains of 27 hp and 26 ft-lb of torque with a nice increase in performance across the rpm range. These performance gains were measured after changing only 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 part-throttle and full-throttle response, with the car pulling much more eagerly to redline. Testing was done 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 hood closed. Several tests were performed with both configurations to obtain a consistent result.
VBox acceleration test
Finally we took the MINI Cooper S Stage 1 for some road testing using a Vbox unit to record acceleration from 60-130mph (also 100-200km/h). For the Vbox tests our test car was in Stage 1 tune for all tests. Testing was done on the same stretch of road, on the same day to keep variables to a minimum. The results show that with just the added intake, acceleration times from 60-130 mph and even 100-200 km/h were reduced by about 0.6 seconds, which is a significant change at those speeds.
Acceleration Results Summary:
- 60-130 mph with standard aspiration = 14.01 seconds
- 60-130 mph with Eventuri aspiration = 13.41 seconds
- 100-200 km/h with standard aspiration = 11.69 seconds
- 100-200 km/h with Eventuri aspiration = 11.27 seconds
The Eventuri F5X Mini Cooper 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 ethos behind them:
Each intake system consists of:
- Carbon fiber Venturi filter housing
- Custom made high flow non-woven dry cone filter
- Carbon Fiber Inlet Duct
- Carbon Fiber Air Intake
- CNC Machined & Insulated MAF Pipe
- Laser Cut Stainless Steel Bracket
- High Quality Silicone Joint
INTAKE HOUSING ASSEMBLY
The filter housing assembly consists of our custom made 2nd generation filter, aluminum bonnet, CNC machined MAF tube and the carbon or plastic pod itself. The pod wraps around the reverse mounted filter and gently shapes the airflow up to the intake pipe. This gentle reduction in cross-sectional area 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 regular intake system. Our custom-fit filters help the airflow move through the housings and allow for a smooth velocity profile as the airflow exits the housings. Further details can be read on the Technology and Filters pages. The MAF tube is CNC machined to tight tolerances to ensure the sensor operates within OEM parameters and therefore will not cause an engine warning code. As the MAF tube is positioned close to the exhaust manifold, it is subject to high temperatures and can become heat soaked. To combat this, we insulated the tube with a neoprene rubber film that effectively protects the inside of the tube from high temperatures.
CARBON INTAKE INTAKE
The OEM intake system draws air from behind the front grille, above the radiator. The ambient air intake openings are relatively small and therefore can cause heat to be drawn from the intake, especially on a tuned Mini. The OEM bonnet scoop does not supply air directly to the intake and as the bonnet already has 2 cutouts below the scoop, we decided to utilise this feature and redesign the scoop. Our scoop is a direct replacement for the OEM part and clips into place using the same fixing method. It features 2 intake ramps that guide outside air through existing hood cutouts and into the intake duct (see below). As the car accelerates, more air is forced into the duct keeping intake temperatures to a minimum and avoiding the issue of heat absorption. The air intake has a redesigned profile with a longer upper surface to cover the openings, which also gives it a more aggressive look. Made from 100% pre-preg carbon fiber, the scoop adds an incredible aesthetic to the vehicle. To further enhance the visual feature, we have used a split V-weave with the carbon to give a symmetrical profile which works well as the scoop sits in the centre of the bonnet.
DUCT INTAKE
The OEM duct only draws air from behind the front grille and is very shallow above the trim panel. We redesigned the duct to allow air to enter from the grille and also the scoop. Additionally, our duct has a much larger internal volume that allows the intake system to breathe with less restriction. To protect against engine bay heat, the duct has a flexible rubber lip around the vents at the bottom of the hood that seals the hood when closed. It also has an expandable rubber lip around the filter housing opening which ensures a good seal to the filter and allows movement with the motor.
WATER DRAINAGE
Since we have a direct airflow path to the filter, it is important that we also allow water to drain before reaching the filter. To protect against excessive water ingress, we have designed several features into the intake components as follows.
- 1) The top of the scoop covers the openings that prevent rainwater from entering the duct when the car is stationary.
- 2) The scoop features 2 flow directional ramps that also act as a barrier against water, forcing it to fall on the base of the duct instead of heading directly towards the filter area.
- 3) The duct has 2 openings to allow water to drain away: above the radiator and a drain hole before the filter housing is connected.
- 4) The face of the duct that meets the filter housing has a wall onto which the rubber lip is fixed. This wall prevents any water build-up from entering the filter directly and the water is drained through the extra drain hole.
