Presenting an intake which truly sets a new benchmark, the revised Eventuri G8x M2/M3/M4 intake, now engineered for fitment with the CSL or Eventuri strut brace. Extensive R&D has been carried out to develop an intake that not only surpasses the performance of the stock M2/M3/M4 system but is also future-proofed to support high-power builds well in excess of 1000 hp. The system is a complete redesign from the airboxes to the turbo inlets, with the goal of reducing pressure loss, increasing flow rate, and keeping inlet temperatures low.

Eventuri has maximised the available space to incorporate two custom-made filters with a 40% larger filtration area than stock. These sit within Eventuri’s patented Venturi housings, which smoothly funnel air toward the turbo inlets. The inlets themselves offer up to a 160% increase in cross-sectional area compared with the stock units and feature an advanced dimpled inner surface to reduce frictional losses along the boundary layer. By creating a “cushion” of air at the wall surface, airflow can move through the inlets at higher rates with reduced pressure loss.

This enables the turbos to draw air with less resistance, reducing wastegate duty cycle and ultimately delivering higher overall performance.

*Some images show our optional carbon engine cover.

The G8x M2/M3/M4 Eventuri system uses Eventuri’s patented carbon-fibre housings together with their bespoke Gen 2 filters, providing an aerodynamically efficient airflow path from the filter to the turbos. This is not merely another cone filter with a heat shield, but a unique design that invokes the Venturi effect and maintains laminar flow conditions to reduce drag on the turbos.

This intake has been independently dyno tested by BR Performance in Belgium. Tests were conducted back to back against the stock airbox, with several runs completed for each configuration. The car tested did not have charcoal filters. The best results from the stock airbox and the best from the Eventuri system were compared.

The dyno results show a consistent gain throughout the RPM range, attributed to the turbos reaching peak boost earlier and with a lower wastegate duty cycle thanks to the higher efficiency of the intake system. This gain was recorded despite dyno cell temperatures rising from 11.8°C during the stock-system runs to nearly 16°C during the Eventuri runs.

On the road, this improvement translates into increased part-throttle and full-throttle response, with the car pulling far more eagerly to the redline.

Turbocharged cars can accumulate significant engine-bay heat, which can be detrimental to performance if the intake system is not properly sealed against it. Even with intercoolers and charge coolers, it is important to minimise inlet air temperatures (IATs), as these cooling systems operate with an efficiency ratio—meaning the output air temperature is influenced by the input temperature. Derestricting the intake using open cones, even when heat-shielded, will inevitably draw hot air from the engine bay. Eventuri’s fully sealed system resolves this issue while still derestricting the flow path through the use of larger volumes.

To demonstrate this, air temperatures were data-logged using thermocouples positioned just before each turbo. Comparisons between the stock system and the Eventuri intake were taken on the same day under identical ambient conditions. The M3 test car was heat-soaked, then accelerated from 30 mph to 90 mph in 6th gear to measure temperature changes across each run. At 90 mph, throttle was released and braking brought the car back down to 30 mph, after which it was accelerated again to 90 mph. A total of three pulls were recorded for both intake configurations.

The first graph shows the temperatures before both turbos, with the stock airbox on the left and the Eventuri intake on the right. Although the axes are not perfectly matched due to scaling, the temperature data can be clearly read. As expected, the right-hand side of the intake showed similar results between stock and Eventuri, since the flow path and materials are comparable. However, the left-hand side intake shows a significant improvement in IAT with the Eventuri system. This difference is illustrated in the second graph, where both data sets are overlaid. With each successive pull, the Eventuri intake demonstrates lower IATs compared with stock, and the temperature spike when throttle is lifted is also noticeably reduced. This improvement is due to the more direct flow path of the Eventuri design and the materials used in the turbo inlet.

The Eventuri G8X M2/M3/M4 intake system consists of a number of components engineered to perform a specific purpose and fabricated to the highest of standards. Eventuri use 100% pre-preg carbon fiber with no fibreglass which means they can achieve a smooth internal surface to maintain smoother airflow. Below are the details for each component and the design ethos behind them.

The filter housings consist of Eventuri’s bespoke Generation 2 filters, aluminium inlet cowls, and stainless-steel brackets. The carbon pod encloses the reverse-mounted filter and smoothly shapes the airflow toward the tube section, which then connects to the turbo tubes. This design changes the flow path compared with the OEM airbox, where airflow enters the front of the airbox, turns 90 degrees to pass through the panel filter, and then turns another 90 degrees to move into the tube section.

Eventuri’s system is far more direct, with airflow entering the front of the filter housing and moving into the tube section without abrupt direction changes. The result is a smoother path from the filter to the turbo inlet tube, allowing the turbo to operate with reduced drag.

To achieve the highest possible flow rate, Eventuri designed a new filter element that maximises the available space in the engine bay. This filter has an outside diameter of 192 mm (7.6") and, when flow-tested with a housing using a 4" opening, is capable of flowing up to 900 CFM at 28" H₂O. The filter medium is ISO tested to ensure filtration performance consistent with OEM standards and is also dry. The filter features Eventuri’s signature flow cones to support the Venturi housing principle.

Eventuri’s patented filter housing features a smooth reduction in cross-sectional area as it shrouds the filter and tapers down to the tubing. This geometry invokes the Venturi effect, accelerating the airflow while maintaining laminar conditions. It functions much like a large velocity stack—illustrated below in a diagram comparing the patented design with a conventional intake system. Eventuri’s bespoke filters further support airflow through the housings, helping to maintain an even velocity profile as the air exits.

The biggest restriction in the stock system is the turbo inlets. The G8X M2/M3/M4 uses an individual inlet for each turbo, and Eventuri was able to significantly increase the size of both. By enlarging the inlets, the turbos can draw in air with less restriction, allowing for quicker spool. The size differences can be seen in the comparison photos. Although the improvement may be modest on a stock car, these larger inlets are expected to offer greater benefits on higher-powered builds where target boost pressures are increased.

Eventuri could have finalised the designs at this stage; however, the team wanted to push the boundaries further and introduce a novel dimpled pattern to the internal surfaces. In theory, small dimples can increase flow rate by reducing frictional pressure losses through a tube. Eventuri explains this in detail in the video below.

A significant amount of R&D went into simulating different dimple sizes and shapes before an optimised version was chosen—one that demonstrated a higher flow rate through the inlets compared with a smooth surface. Applying such an intricate pattern was only possible due to the advanced manufacturing techniques used to produce the inlets, as traditional methods would not have provided the required accuracy.

The dimples create an “air-cushion” effect over the surface of the inlet, allowing the main body of air to slip through with less friction as it travels toward the turbo. This results in a more uniform velocity profile within a dimpled tube, with the net effect being higher airflow velocity under the same boundary conditions.

Shown here are the CFD simulations illustrating the recirculation zones within the dimples and the increased velocity in the dimpled tube.

To ensure the intake is fully sealed, the filter housings are connected to carbon ducts that route cold air from the stock entry locations behind the headlamps. Made from prepreg carbon fiber, these ducts prevent engine-bay heat from entering the filters. Simply using heat shields would not be as effective, as they cannot create an airtight seal. The ducts also incorporate numerous detailed design elements, such as machined mounts that secure them to the stock airbox locations and precision laser-cut bracketry.

The filter housing on the right side of the engine is connected to a long tube to route the airflow to the turbo inlet. The Eventuri carbon tube replaces the stock version and has a smoother internal profile with a larger volume. At the filter side it starts with an internal diameter of 4" and maintains this size up to the turbo inlet where is smoothly tapers down. The tube features integral brackets which help to secure the tube in a fixed location.

The complete system comes together to provide an intake which improves on the stock airbox in performance, aesthetics and sound. Available in Gloss or Mate finish.

The Eventuri G8X M2/M3/M4 intake system consists of a number of components engineered for specific functions and fabricated to the highest standards. Eventuri uses 100% pre-preg carbon fiber with no fiberglass, allowing for a smooth internal surface that promotes efficient airflow.