The ultimate Ferrari carb airbox from a Lambo

Here are the unfinished, untrimmed and unsecured pieces in place.

Pic 1 is baseplate with stock airhorns. Since you asked, there is the same amount of upward clearence in the stock airbox, which is where the vertical dimension came from

Pic 2 is with the Durable1 shoet air horns

Pic 3 is the plenums in place

Pic 4 is Plenums with filters. What may not be visible is that the are sitting in front on the large airduct to the side scoop

I think I am going to shorten the ram tubes to the plenums just an inch or so. Don't ask me why, just a a vibration in The Force.

Will start it I hope by Sunday sometime.

Will probably leave the plenums aluminum, but am tempted to do crinkle black. Have a friend who suggested red matching the cam covers - any advice?

best
rt

First drive:
I can't tell if it has any more power as much, but it is a bit easier reving around 4500+ rpm and sems a bit smoother at higher revs. Purely objective of course. The sound is a bit bit 'harder' - much like it sounds with 4 separate air cleaners with a lot of induction sound and it seems you can hear the reversion a bit at low throttle. At full throttle she still jumps and pulls hard, and maintains a good amount of torque.
Will get a dyno later - will first put on the mobile LM-1 A/F meter to see if any mixture tweaks neccesary.
Cleaned up the engine a bit, and have one rubbing place I have to fix.:

Looks Awesome!
Did you ever get rid of the lambo boxes - I think they would fit the GT4, more space above the airbox..

Regardfs
Nick

yes = I still have the Lambo airboxes.
And they're for sale!

Cool, i have sent an email to you asking for more details.

Cheers
Nick

Awesome work! Do you have any measurement supporting your good feeling on engine torque response? Apart of the engine sound and lay-out improvement(the stock airbox is penalizing both )I wonder how the dual air boxes made on the spot can be very effective.Matching a continous air flow inside ducts to reciprocate machines ( the cylinders ) with variable speed means dealing with multiple waves streams. To get measurable improvement over the stock baseline would require an accurate study of the actual airflow path inside the box over the engine RPM range and air temperature.
Most of the advantage in changing the stock airbox would come IMO from reducing/removing the filter restriction ( simple velocity stacks ). Without airboxes the airstream would adapt his shape and find the most effective way to the stacks at all speed and temperature conditions ( a kind of adapted flow ) matching so far the engine requirements over the whole RPM range. Anyway your engine compartment looks now very appealing and professional.
CalMorr

If as dicussed one of the issues with the stock airbox is the robbing of air between one cylinder and another (I asume this is across banks?) could a simple option be to divide the stock airbox in two? with a sheet of steel rnning between the banks?

Have settled on the original air horns for now; could not get Kermits low rise to fit as well (Kermit - will need a special version).
One of the things that is amazing is how open things are and easy to work around and inspect when compared to the original airbox. I am hoping that it will also help to increase airflow and keep the carbs cooler in the Texas heat.
The induction sound is now a bit more hard. Have not pushed up in high rpms, but low end is still very good. The one time I did run it up it seemed to catch and 'come on the cam' about 5,500 rpm and really pull. Perhaps that is a resonance point. Still all subjective and will get a dyno this fall when it cools down.
One option I had looked at was to splt the stock box and put a K&N cone filter at the front of the stock airbox.

Nick - I do still have the Lambo air boxes if you or anyone is interested.