BMW G8X M2/M3/M4 Carbon Intake for All Strut Braces

Performance Gain: 13-18hp, 12-16ft-lb (Stock Tune)

Introducing our revised G8X M3/M4 intake for fitment with the CSL Strut brace. We have carried out intensive R&D to develop an intake which not only improves on the stock M3/M4 but also is future proof in its capacity to cater for high powered builds well in excess of 1000hp. Our system is a complete redesign from the airboxes to the turbo inlets with the aim of reducing pressure loss while increasing the flow rate and keeping inlet temperatures low. We have maximised the usage of the available space to employ 2 custom made filters with a 40% larger filtration area than stock. These are used in our Patented Venturi housings to smoothly funnel the air to the turbo inlets. The inlets themselves are up to 160% larger in cross sectional area than stock and are designed with an advanced dimpled inner surface to reduce frictional losses between the flow and the wall boundary. By allowing a “cushion” of air at the wall surface, airflow is able to move through the inlets at higher flow rates with reduced pressure loss. This allows the turbos to draw air with less resistance and therefore reduce the wastegate duty cycle resulting in higher overall performance.

Performance Product Details Video Installation Guide Tags

This intake has been independently dyno tested by BR Performance in Belgium. Tests were done back to back against the stock airbox and several runs were taken with each configuration. The car tested was without charcoal filters. We took the best results from the stock airbox and the best from the Eventuri system. The dyno results show a consistent gain throughout the RPM range which can be attributed to the turbos reaching peak boost earlier and with a lower wastegate duty cycle due to the higher efficiency of the intake system. This gain is despite the dyno cell temperatures rising from 11.8 deg C for the stock system tests to almost 16 deg C for the Eventuri tests. The performance gain translates on the road to increased part throttle and full throttle response with the car pulling much more eagerly to the redline.

Turbo charged cars can build up a lot of engine bay heat 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 minimise Inlet Air Temperatures (IATs) as these cooling devices work with an efficiency ratio so the output air temperature is affected by the input air temperature. Derestricting the intake by using open cones, even if heat shielded will inevitably pull in hot air from the engine bay. Our system being fully sealed solves this problem while still derestricting the flow path using bigger volumes. To demonstrate, we data logged air temperatures using thermocouples just before each turbo. Comparisons were taken between stock and Eventuri on the same day with the same ambient conditions. Our M3 was allowed to heat soak and then it was accelerated from 30mph to 90mph in 6th gear to measure the change in temperature across each run. At 90mph, throttle was released and brakes were applied to 30mph at which point the car accelerated again to 90mph. A total of 3 pulls were made with both intake configurations.