BMW E92 M3 Carbon System
BMW E92 M3 Carbon System
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The Ultimate S65 Intake System
Fully Re Engineered
For this application we have opted to do a complete redesign of the entire airbox.
The factory intake elbow reduces in size considerably from the plenum opening to the airbox.
Increasing the size or smoothing the inlet elbow has been the norm for most intakes with little to no effect in power. The effect on airflow is minimal even if there is an increase in size after going through the restrictive and small area through the OEM airbox.
Our design strategy was to create an inlet tube which maintains the cross sectional area of the plenum opening consistently and enlarges it. In order to accomplish this we needed to redesign the complete airbox to allow such a large tube to pass through it.
Larger Inlet Tube
The image shows the dramatic increase in size and how much larger the opening is to the air filter in comparison to the oem intake system.
The result is a spectacular inlet tube which is significantly larger in volume and cross sectional area which slowly increases in size as it goes to the large surface area air filter.
The plenum can now take in air to it’s maximum capacity as the cross sectional area remains the same and increases.
Specifications
100% Pre Preg Carbon Construction
1 x Enlarged Carbon Inlet Tube / Elbow
1 x Carbon Airbox
1 x Airbox Lid
1 x Bespoke Infinity Design Air Filter
1 x black metal clamp
1 x Silicone Hoses with clamps
1 x Silicone Joiner
Available in Gloss, Matte and Chequered Carbon Finishes
Air Filtration
Within the beautifully shaped carbon shaped enclosure sits our bespoke short stack high surface area filter larger than any cone filter design currently on offer on the market with a huge opening of 170mm (6 3/4″) and is designed to take full advantage of the intake tube by altering the direction of the airflow towards the outer walls.
By placing the air filters in front of the inlet tube we achieve the largest velocity stack ever seen for the S65 and which also has the best laminar flow. It is important to note that we have painstakingly opted for the largest possible air filter for a various number of reasons. Not only does a larger air filter allow for more air flow and therefore power but it also does not block up for longer and continues to be efficient at it’s main purpose which is to filter the air of harmful elements.
Air Intake Temperatures
&
Heat Soak
Intake temperatures match the factory intake system.. In addition the system changes the air flow characteristics for a smoother delivery and allows more air to enter the the plenum.
This fully developed and intelligently designed intake system is not just something that looks good in the engine bay but does an impeccable job as an air smoothing device, increasing air available, increasing air speed. filters for longer more efficiently, keeps intake air temperatures low and making a race car like intake noise under load. Most important of all, it is the way the engine becomes more alive, responsive and enjoyable to use not just under full load but also normal every day driving.
Dyno Testing + 12 HP
Dyno tests were performed under strict controlled conditions on an independent Dyno Dynamics machine in order to show a true and realistic result.
The test car was a 100% stock 2012 DCT with 62,000 miles.
A healthy and genuine increase of 10-12hp | 8-10 lb.ft from 6000-8300rpm
The results shown are the highest stock result vs the highest result with the intake. This can be clearly seen from the shape of the stock dyno run as it’s shape is smooth and the power does not fall off at the high rpm. The stock car makes it’s peak power at the factory 8300rpm.
Many companies will use stock runs which are early runs in the session with high IAT’s which result in the ECU retarding ignition timing. This results in a graph which does not have a natural shape and flattens off at high rpm.
More importantly, the upgraded airbox dyno graph does not have a torque curve which has a consistent gain through the rpm range. These types of dyno results suggest a correction factor has been used to show a false gain.
The test performed here shows a realistic result as the torque curve is almost identical at low rpm and only begins to gain power after 4000rpm and especially after 6000rpm where the air demand is higher.
With modified cars with exhausts which delete the highly restrictive primary catalytic converters, the results will be similar or higher.
No Tuning Required
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