Specifications

Pre-Preg Carbon 4-piece system comprising of inlet tubes and filter housings

Single piece inlet tube with integrated MAF sensor eliminating flexi hose

Lower Air Filter Housings with integrated air feed fitting directly to oem air feed

Bespoke large surface area Air Filters

Dual inlet semi sealed Design

Silicone Hoses and Clamps

+ 15-25hp

OEM levels of inlet air temperature


The OEM Design
The factory intake system of the F10 M5 system is not a sealed design.  The front opening attaches directly the front inlets which are in turn attached to the front air ducts located behind the grills and there is a second opening which opens into the engine bay against the wheel arch liner with it's own velocity stack protruding into the factory airbox.  This clearly suggests that one opening is not enough and the engineers had to create a separate opening to meet the high airflow demands of the engine which is understandable since the front intake has barely the same cross sectional area as the MAF.  The design is still however efficient as far as keeping the intake air temperatures low.  As far as being an ultimate performance intake, it is most certainly not with it's angular design, small volume and having an airflow with a directional path which is not direct.


Infinity Design
For this application we have opted for a smooth non concentric one-piece expanding inlet tube with integrated MAF attaching directly to the inlet tubes 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 tube is attached via a stainless steel v band clamp to the air filter housing which attaches directly to the OEM front air feed and has a 100mm opening facing towards the front corners of the engine bay rather than facing downwards towards the wheel arch liner away from engine heat.

Air Filtration

Within this beautifully shaped carbon shaped enclosure 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 tube by altering the direction of the airflow towards the outer walls.  By placing the air filter in front of the inlet tube we achieve the largest velocity stack ever seen for the F10 M5 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.


Air Intake Temperatures | Heat Soak
The air filter is almost completely encapsulated within the air filter housing rejecting the vast majority 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.

Finally, the system is fitted with our front air feed extensions which are very different to the usual open style scoops.  This ensures the air is fully forced into the front air duct and not wasted by escaping where openings would exist and cause turbulence.     

The result is a system which matches the factory intake system for inlet temperatures but has air forced into it from the front displacing any hot air that could accumulate inside of the air filter housing.  In addition the system changes the air flow characteristics for a smoother delivery and allows more air to enter the turbos more easily.

At just 30mph and above, inlet temperatures are equal to ambient under normal cruising conditions.
Under full load in 2nd and 3rd gear to 70mph intake temperatures rise only by 6 degC / 10degF in hot conditions (30degC / 86DegF C Ambient) and then level off to ambient temperatures there after.
Above 70mph even under hard acceleration inlet temperatures remain at ambient which ensures maximum performance without the ECU compensating by reducing ignition timing, altering boost and adjusting fueling as in hot air open intake systems.

This fully developed and intelligently designed intake system is not just something that looks good in the engine bay but does an impeccible 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 bellowing V8 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.