Eventuri carbon intake system for Mercedes GLC63(S) AMG

Mercedes GLC63S AMG


Performance Upgrade - Stage 2 : 22-30hp, 20-24ft-lb

Performance Upgrade - OE : 10-12hp, 12-15ft-lb

Flowbench data : OE airbox 381 CFM : Eventuri 531 CFM (average per airbox)



The Mercedes GLC63S AMG intake system is the culmination of extensive development and testing work. Our design brief consisted of 3 main goals: 1) Increased flow rate. 2) Low intake temperatures. 3) Uniform airflow. The first objective was achieved by utilizing all of the limited space in the GLC63S engine bay, resulting in a 39% higher flow rate over the original system. The second goal was achieved by designing a fully sealed system. The GLC63S engine compartment reaches high temperatures with heat sources such as the turbos in close proximity to the intake, so it is crucial that the intake remains sealed. The ultimate goal was achieved by constructing an organically shaped system with custom designed rounded panel filters to ensure the airflow path has no sharp corners and thus the flow remains laminar. With smooth transitions from the filters to the turbo inlets, our intake system minimizes the formation of turbulence, allowing the turbos to work more efficiently.



With all 3 goals met, our W205 C63S intake system delivers on all fronts and allows the turbos to generate lift more efficiently. This results in improved throttle response and real power gains that increase with higher maps.


Power Gain : Stage 2 C63S : 22-30 hp, 20-24ft-lb


Power Increase : C63S Series : 10-12hp, 12-15ft-lb

Dyno testing was done on both a stock C63S and a Stage 2 C63S with downpipes and a remap. Below is the dyno chart for the Stage 2 car, which had the same tuning on all rides and only had the airbox changed. Importantly, the bonnet was closed on all runs to simulate road conditions. Open hood dyno testing - especially with open tapered intakes - does not give a reliable indication of how the intakes affect performance. On the road, the hood is closed, so all the heat from the turbos is trapped in the engine bay. With the C63S, this is intense heat, which is why a sealed system is so crucial. While dyno testing with an open cone system with the hood open yields gains, once on the road, the heat impact severely degrades performance as the open cones draw in the hot air. Because the higher air temperature is less dense, the turbos won't produce as much lift, resulting in lower performance. Also, after the vehicle accelerates and has been pulled through the stagnant hot air, the open cone intakes will continue to attract heat generated by the engine and turbos as they roll up. When the engine is under load and accelerating, turbos generate a lot of heat, which can even be seen in the red-hot hot sides.



Here you can see with our fully sealed system that power ramps up linearly past 4800rpm where airflow requirements increase and the stock airboxes become a limitation. These performance gains were measured after only swapping out the stock airbox for the eventuri intake - all other modifications were in place for both the stock airbox and the eventuri intake.



The power gains measured on the dyno result in increased part and full throttle response on the road, with the car being pulled to the red line much more eagerly. Tests were run back-to-back on the same day and temperatures were monitored to ensure consistency. The car was first tested with the hood closed using the stock intake. Then we left the car on the dyno and installed the Eventuri. The car was then driven again with the hood closed.