This has been posted before, but I think its important enough to be brought up again. This is very relevant to the current discussion of CFM flow and power gains on these aftermarket intakes:

Here's an article I found on our stock Lysolm superchargers:

Unlike the Roots-type Eaton blower used on the supercharged Mercedes four cylinder engines, the 260kW engine uses a very sophisticated Lysholm-type supercharger produced by IHI in Japan. Driven at 3.3 times crankshaft speed, the helical lobe supercharger develops up to 1 Bar (14.5 psi) of boost. One of its two cast aluminium rotors is Teflon-coated (it's the yellow one), and the supercharger drive is through an air-conditioning style electromagnetic clutch. Despite the high efficiency of this design of supercharger, the blower still requires 45kW to power it when the engine is at its 6220 max rpm. Of course, the blower is also then flowing a lot of air - up to 1200kg per hour of it, in fact.
In order that the supercharger could be fitted into the already tight confines of the SLK and C-class bodies, it has been mounted within the 'V' of the V6. Sandwiched between the supercharger and the inlet manifold is a reverse-flow heat exchanger for a water/air intercooling system. Aimed specifically at reducing temperature peaks (an area where Mercedes-AMG engineers believe that an air/air system can be less effective), the system has its own radiator and electric water pump. The complete supercharger and intercooler system adds only 25kg of mass - so the power/weight ratios of the two cars equipped with the upgraded drivetrain are radically improved!

The supercharger engages only as required; when it is not being driven, the intake air flows through its rotors (ie no external bypass is fitted). Supercharger operation is dictated by the Bosch ME 2.8.1 engine management system on the basis of engine speed and load. However, the supercharger, which is driven from the engine's serpentine belt, will not engage at engine speeds over 3000 rpm - if this occurred, the belt stresses would be too high. If required, the engine can develop 400Nm from 2300 rpm to 6100 rpm.
The better breathing and engagement-on-demand characteristics of the supercharger have not turned the engine into a polluting and thirsty monster. Mercedes-AMG engineers are proud that that the C 32 AMG has a NEDC combined fuel consumption of just 11.5 litres/100 km and already complies with the EU 4 emissions standard that does not come into effect until 2005.

Now 1200Kg, per hour of air flow that the stock supercharger pulls at max RPM converts to 706cfm if there is no restriction in the air path like a small intake tube. My '04 cobra was pulling 1100cfm and that was through a 4" diameter JLT cold air intake. Needswings has posted that their 3" intake will flow 900cfm so that sounds about right to me...Therefore, the Needswings intake would give about 200cfm above what the stock supercharger can pull.

If the ASP kit increases the boost of the supercharger by 14%, we'd be pulling 804cfm with the ASP kit. Still well within the limits of the 900cfm Needswings air intake.

Clearly the stock intake system does not flow anywhere near 706cfm, if we are getting a 25-30hp increase by removing that as a restriction path.

The SL55 air intake setup is capable of flowing the 804cfm required by the ASP/Renntech pulley setup, because Steve Hellums has experienced that widening the ends beyond stock size did not give him any further performance increases.

If you go up to the LET pulley you would be needing 850cfm. Still within the range of the Needswings intake. We cant say yet if this is within the flow capabilities of the SL55 intake, or the BDJ intake, but it makes sense that it would be.

Look at it this way...if the single leg of the Needswings intake is already flowing more CFM than the supercharger with the LET pulley setup can pull, adding a second intake leg is really more an exercise in symmetry and aesthetics than in supplying enough air to the supercharger. It is likely that the supercharger would be overspun before we would ever get to the point of needing more than 900cfm.

The conclusion of all of these flow numbers and comparisons is: ALL THREE OF THESE INTAKES PROVIDE ENOUGH AIR FOR AT LEAST UP TO THE ASP PULLEY LEVEL. We can be pretty sure both the Needswings and BDJ intake will provide enough air for up to the LET pulley level with plenty of cushion to spare, so doing shootouts between them until the cows come home will not change the fact that the supercharger is the limiting factor here on how much air is coming into the engine at this point. If you go with a larger pulley than the LET you may need the second leg of the BDJ intake, but you are flirting with overspinning the supercharger, and with diminishing returns on power due to overheating of air.

Basically, choose the one you like the looks of best. The only possible difference in power these are going to make would be from one pulling air outside the engine bay, and the other pulling from right inside the engine bay. Temperature of air is going to be the difference here, not volume of air going in.