Support as Andy says but could also be changing flow efficiency. Back in the day we used to have trumpets on our SU carbs inside the filter to make air flow more effective.
Unless your car is tuned I can't see any of the air box restrictions be an issue.
A proper stoichiometric air fuel mix is power. Additional oxygen accomplishes nothing if not paired with fuel at the correct ratio.
… now back in the day, air velocity was important as it was the mechanism used to draw fuel from your carburetor (aka the venturi effect) and airflow through your intake manifold was carefully controlled to ensured each cylinder got the same amount of air/ fuel... but direct fuel injection engines don't rely on the airflow to draw fuel into the combustion chamber there is little benefit to 'streamlining' that airflow (on a turbo motor, there is no benefit since air has to flow through the turbo and the turbo relies on exhaust, not intake air velocity to draw air into your intake).
Looks like I have a bit to learn about direct injection turbo engines. My experience comes from N/A port injection engines. I swapped over a prb inlet manifold for an rrc on my ep3, it gained 17bhp. Larger plenum, and wider ports helped.
Yeah, we used to do all sorts of crazy things to get more air / fuel into a N/A motor. Cross ram / tunnel ram manifolds, velocity stacks, multiple carburetors... good times 8)
Anyone else remember the days of balancing carbs? My old '59 MGA side draft SUs were a joy. Ah, the good old days of British car ownership. Despite all the maintenance issues, at least the MGA window regulators never failed.
Just looking over this picture it's amazing how simple everything was. And easy to get to!
I agree, cars are so friggin complex now and everything is shoe horned in!
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