MERCEDES GLC63S AMGPower Increase - Stage 2 : 22-30hp, 20-24ft-lbPower Increase - OE : 10-12hp, 12-15ft-lbFlowbench 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. Our design brief consisted of 3 main goals: 1) Increased flow rate. 2) Low intake temperatures. 3) Uniform airflow. The first goal was achieved by utilizing all of the limited space in the GLC63S engine bay, resulting in a 39% increase in flow rate over the original system. The second goal was achieved by designing a completely sealed system. The GLC63S engine bay 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 end goal was achieved by designing an organically shaped system with custom-made rounded plate filters to ensure the airflow path has no sharp corners, thus keeping the flow 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 achieved, our W205 C63S intake system delivers on all fronts, allowing the turbos to generate lift more efficiently. This results in improved throttle response and true power gains that increase with higher maps.Power Gain : Stage 2 C63S : 22-30hp, 20-24ft-lbPower Gain : Stock C63S : 10-12hp, 12-15ft-lbDyno 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 tune on all runs and only had the airbox changed. Importantly, the hood was closed on all runs to simulate road conditions. Dyno testing with the hood open - especially with open tapered intakes - does not give a reliable indication of how the intakes affect power. On the street, the hood is closed so all the heat from the turbos is trapped in the engine bay. On the C63S, this is intense heat, which is why a sealed system is so crucial. Dyno testing with an open cone system with the hood open may produce gains, but once on the street, the heat exposure will significantly impact performance as the open cones suck in the hot air. Because the higher air temperature is less dense, the turbos will not generate as much lift, resulting in less power. Additionally, after the car accelerates and after pulling through the stagnant hot air, the open cone intakes will continue to attract heat generated by the engine and turbos as they wind up. When the engine is under load and accelerating, turbos generate a lot of heat, which you can even see from the red hot hot sides.Here you can see with our fully sealed system that power increases linearly after 4800 rpm where airflow demand increases and the stock airboxes become a restriction. These power gains were measured after only swapping the stock airbox for the Eventuri intake - all other modifications were present for both the stock airbox and Eventuri intake.The power gains measured on the dyno translate to increased part and full throttle response on the road, with the car pulling to the redline much more eagerly. Tests were run back to back on the same day and temperatures were monitored to ensure consistency. The car was initially tested with the stock intake with the hood closed. Then we left the car on the dyno and installed the Eventuri. Then the car was driven again with the hood closed.