Eventuri Intake Mercedes GLC63S Carbon

Intake MERCEDES GLC63S AMG

Performance Increase – Stage 2: 22-30 HP, 20-24 Nm
Performance Increase – Series: 10-12 HP, 12-15 Nm

Airflow Data: 
Factory Airbox 381 CFM (Average per airbox)
Eventuri Airbox 531 CFM (Average per airbox)

The Mercedes W205 GLC63S AMG intake system is the result of extensive development and testing. Our design objectives consisted of three main goals:
1) Increased airflow.
2) Low intake temperatures.
3) Smooth airflow.

The first goal was achieved by utilizing all available space in the GLC63S engine bay, resulting in a 39% increase in airflow compared to the factory system.
The second goal was achieved by designing a fully sealed system. The GLC63S engine bay reaches high temperatures, and heat sources such as turbochargers are in close proximity to the intake, so it is important for it to remain sealed.
The final goal was achieved by designing an organically shaped system with panel filters featuring rounded edges to ensure that the airflow path does not contain sharp bends and remains laminar. With smooth transitions from the filters to the turbocharger inlets, our intake minimizes turbulence, allowing the turbochargers to operate more efficiently.

By meeting all three objectives, our W205 GLC63S intake system meets expectations on all fronts and allows for more efficient airflow generation by the turbochargers. This results in improved throttle response and actual power gains, which increase with higher levels of tuning. As various turbocharger upgrades are available for the GLC63S, we have also developed a special solution for larger turbochargers. Our GLC63S intake system is available in 2 configurations: 61mm outlets to fit factory and hybrid turbochargers, and 3-inch outlets to fit larger aftermarket turbochargers.

Performance Test

Dyno tests were conducted on both a fully stock GLC63S and a Stage 2 GLC63S, which had exhaust pipes and a remap installed. Below is the dyno graph for the Stage 2 car, which had the same tuning in all runs, with only the airbox changed. It is important to note that the hood was closed during all runs to simulate road conditions. Dyno testing with an open hood - especially with open cone filters - does not provide a reliable indication of how intakes affect power. On the road, the hood is closed, so all heat from the turbochargers remains in the engine bay. With the GLC63S, this heat is intense, hence the importance of a sealed system. Dyno testing with an open cone filter and open hood will show gains, but when the car is on the road, engine heating will cause a significant power drop as the open cones will suck in hot air. Additionally, as the car accelerates, the open cone filters will continue to suck in heat generated by the engine and turbochargers as they spool up. Under load and acceleration, turbochargers produce a lot of heat, which can even be seen by the glowing sides.

Here, it can be seen that our fully sealed system results in linear power gains after 4800 RPM, where the demand for airflow increases and factory airboxes become limiting. These gains were achieved simply by swapping the factory airbox for the Eventuri intake - all other modifications were present for both the factory airbox and Eventuri intake.

Gains measured on the dyno translate to increased response on partial and full throttle on the road, with the car noticeably more eager to rev to the redline. Tests were conducted on the same day, back-to-back, with temperatures monitored to ensure consistency. The car was first tested with the standard intake - hood closed. Then we left the car on the dyno and installed the Eventuri intake. The car was restarted - hood closed. Several runs were made with both configurations to obtain consistent results.

The following tests were conducted on the dynamic Insoric Road dyno, which measures performance data on the road. Tests were conducted in Germany by CF Dynamics on the same length of highway, on the same day, between the standard airbox and the Eventuri system. The specific GLC63S model was subjected to stage 1 tuning. As seen, after 5000 RPM, as airflow demand increases through the engine, the standard airbox becomes a limitation, with gains of 31 HP and 39 Nm achieved by using the Eventuri intake.

Flow Tests

We conducted airflow tests using the Superflow SF-1020 to measure maximum flow at a 28" H2O pressure drop. Tests were conducted on the same day under controlled conditions, using the same test fixture for each system. We tested our sealed intake system with our custom filter, the factory airbox with the factory filter, and an open intake system with a duct of the same diameter as the turbocharger inlet. Both left and right boxes were tested.

This shows how limiting the standard airbox is, which we managed to improve by up to 41% in maximum airflow. Interestingly, the open cone intake system, although it had higher airflow than the standard airbox, did not have higher airflow than our sealed system. This is because the diameter of the intake duct remains constant from the turbocharger outlet to the cone. While our system dramatically increases its internal volume from the outlet to the filter, the open cone system remains at a constant, smaller cross-sectional area. It's like sucking through a straw compared to sucking through a funnel.

Eventuri GLC63S AMG Kit

The Eventuri GLC63S AMG intake system consists of several components designed to meet a specific goal and made with the utmost care.

Each intake system includes:

• 2 x carbon fiber covers with transitions to turbocharger inlets
• 2 x base airboxes with inlet transitions
• 2 x carbon fiber intake scoops
• 2 x individually designed high-flow panel filters
• 4 x CNC machined aluminum filter flanges
• 2 x CNC machined MAP fittings
• 4 x CNC machined rubber mounting brackets
• 2 x custom EPDM connectors
• Laser cut stainless steel brackets

Airbox Enclosure

The airbox kit consists of upper and lower sections separated by filter panels. Each section has been carefully designed to achieve maximum internal volume while providing a smooth airflow path to the turbochargers. The most demanding aspect of this design was increasing the internal volume of the airbox enclosure to increase airflow compared to stock. Because the GLC63S engine bay is so tightly packed, achieving this was only possible by maximizing the total height of the internal enclosure. The largest increase in volume occurred by enlarging the upper coverings of the enclosure. As can be clearly seen, we achieved a significant increase in volume while providing a smoother airflow path.

Analyzing the side profile comparison between stock and Eventuri, it can be seen that the stock airbox has limited space for airflow after the filter in the upper section. It decreases to just 23 mm in height, whereas in comparison, the Eventuri system reaches a height of 56 mm, which is 143% more than stock. The stock enclosure also has a large area in the upper section occupied by the MAP sensor. This area is taken away from the internal volume and thus causes further restriction. We relocated the sensors to the rear part of the upper sections, allowing for full utilization of the volume above the filters for airflow. Another consideration is the inlet to the lower section of the enclosure, which in the stock system has a flexible section with multiple ridges at a height of 43 mm. Our system removes these ridges for smoother inlet and increases the height to 74 mm.

Front Profile

From the front view, it is evident how limited the stock version is. The upper section narrows to just 23 mm in the large part, significantly restricting airflow. In comparison, our airbox maintains a much larger inlet area to the turbochargers. The inlet to the lower section has also been significantly increased. The Eventuri inlet has approximately 84% more cross-sectional area compared to stock.

Custom Panel Filters

To achieve optimal airflow, we designed custom panel filters that feature a double filtration layer made of tested ISO 5011 non-oiled mesh. The filtration medium is dry, so it does not require oil, which can damage sensitive flow sensors. Additionally, we designed them to have a rounded outer profile rather than the traditional rectangular shape with sharp 90-degree angles. This allowed us to maintain a smoother airbox profile, which has no sharp edges, thereby minimizing turbulence in the airflow path.

Looking into the lower part of the enclosure, the difference between square and rounded corners is clearly visible.

CNC Machined Filter Flanges

A key aspect when using panel filters is ensuring they are always properly sealed inside the airbox. Since we use resin-impregnated carbon fiber for the intake production, we couldn't rely on the relatively large design tolerances of carbon fiber compared to precisely machined components. Therefore, we designed CNC machined flanges from a single block of aluminum, which are black anodized, inside which the filters sit. These flanges are mounted inside the carbon fiber intake and provide reliable and precise sealing around the rubber filter gasket.

Carbon Fiber Intake Scoops

The final components that have been upgraded from our previous EPDM hoses are our front carbon fiber ducts. These connect to the enclosures via our custom EPDM connectors. The carbon fiber ducts are shaped to smoothly transition from the oval inlet holes in the front panel to the airbox while maintaining maximum volume.

CNC Machined Mounting Brackets

To hold the airbox in place, we use factory rubber bushings, and to hold these bushings, we machine CNC brackets for precise and secure fitting.

Every aspect of the design has been meticulously thought out, and the end result is a system that sets a new standard for intake designs in the Mercedes GLC63S AMG model.