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Design
For this application we have opted for both banks having large cross sectional turbo inlet tubes with integrated MAFs with smooth non concentric expanding inlet tubes which with silicone couplers. The expanding large volume inlet tube acts like a large velocity stack which accelerates the airflow and is much larger than the small and short velocity stack fitted to the internals of the oem intake. The result of the smoother airflow from our inlet tube is a far smoother lower rpm torque availability from the engine vastly improving drivability. Throttle response is immediately felt to be smoother and more eager. The inlet tubes are attached via a stainless steel v-band clamps to the air filter housings which attaches directly to the oem front air feeds.
Air Filtration Within the beautifully shaped carbon shaped enclosures 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 tubes 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 S55 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.
The air filters are completely encapsulated within the air filter housing rejecting the all of the engine bay hot air and with the angle of the front inlet the air circulates around the air filter giving an even distribution of outside cool air.
Air Intake Temperatures | Heat Soak The result is a system which matches the factory intake system for inlet temperatures. In addition the system changes the air flow characteristics for a smoother delivery and allows more air to enter the turbos more easily.
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 into the turbo's, allowing the turbo's to spool faster, filters for longer more efficiently, keeps intake air temperatures low and making a sophisticated 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.
Average +10-15 WHP / + 10 lb.ft Average Peak Gains - 15WHP @ 6700rpm 12-15WHP 5800-7500rpm
The results are as expected for a large volume system with large velocity stack shaped inlet tubes. The OEM system flows enough up to 4000rpm up to which there are small gains in power. After 4000rpm, power gradually increases to the rpm limiter with 12-16 flywheel HP from 5800-7500rpm.
The Maximum Delta gains from the average stock run vs the highest run with the carbon intakes is also displayed on the third graph. While this is a real result we do not quote this HP gain as part or our marketing. This gain is possible however. The gains are realistic as the power increases from 3000rpm onwards with no gain below this. The graphs are not a phase shift which is typical of dyno tests where the correction factor has been changed to show larger than actual gains for marketing purposes.
