Titanium Intake for the Murcielago

After success making more power with smooth intake tubes for the Huracan, Gallardo and R8 V10. The itch was to strong to do the same to my Murcielago and I finally couldn't take the factory intake hoses anymore. Time for the accordion to GTFO, but there was a problem, it was going to be a complete PITA and stupid expensive to make the intake out of silicone tubes. So I decided to go another stupid expensive route, pie cut titanium.

Here's some video clips from the dyno. Mears are still bleeding from the DTP exhaust. lol

[ame="http://www.youtube.com/watch?v=fcLuUdMeDjY"]Lamborghini Murcielago LP640 on the Dyno - YouTube[/ame]

[ame="http://www.youtube.com/watch?v=atofi99S78A"]Lamborghini Murcielago LP640 on the Dyno - YouTube[/ame]
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The LP640 put down some decent numbers this weekend, specifically 612 wheel horsepower. The intake gained 11whp (600.7whp to 612whp). Here are the power figures:
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That was one of the reasons for choosing it.

Thanks!

I love that car.
My car is about 720hp at the engine (figuring 18% drivetrain loss.) So the 6.2 with those modifications could easily hit 650ps (640hp). Based off the engine shots, it looks like an '02/'03 motor.

 

It is only for LP Gallardos (2009+). There are threads discussing the intake on LamboPowrr and R8talk.

Here's info for the V10 intake:
On 91 octane, the intake increases peak power by 15hp (13whp) along with a nice power bump in the middle of the powerband. The torque gains are similar. The Gallardo Intake replaces the factory accordion intake hose and is constructed of 4-ply silicon. The intake reduces air turbulence, amplifies the engine's intake sound and makes throttle response quicker.
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I am doing further development with the intake on my car and have removed the air boxes and fitted 4 K&N cone filters to the titanium tubes. The fresh air inlet to the factory air box is 4.5" and the throttle bodies are 3" in diameter each. So there is a bit of a restriction in the factory box on the coupe. With the box removed there is a lot of volume in the fender and it is still fed by the 4.5" fresh air duct. The roadster is a maze in comparison to the coupe.

The car feels MUCH faster and has better throttle response in real world driving conditions with the individual filters. I strapped the car on the dyno and the carbon engine covers don't create a good enough barrier while the car is not in motion, which allows the filters to suck in hot air from the engine bay and as a result the car retards timing, so the dyno testing is useless. Next up are some vbox tests to see if there are power gains in the real world besides what my butt dyno says.
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Also, my fabricator made a jig that feeds the inside of titanium intake tubes with with a gas to for better heat transfer properties and to reduce oxygen while welding. Now he gets cleaner beads with a smoother interior surface and some great colors. Each set requires 13 hours of fabrication, but the new intakes are a piece of art.
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I haven't considered it. This is a super low production item and each intake built specifically for each order, which has its own unique flavor. If this was a part with higher production figures, then it would definitely be worth looking into other manufacturing options.

 

A little update:
the car went on a mustang dyno and put down 719whp.
vbox testing resulted in a 7.65 second 60-130 run.

Mods: titanium intake with K&N cone filters; primary deletes; DTP exhaust (secondary & muffler delete); and 2WD conversion. Using 91 octane.

 

612whp on dyno dynamics
719whp on mustang dyno
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The response was better when switching from the flex tube to the Ti. But after swapping the airboxes for cone filters, the results were even greater. These engines are definitely starved from the factory.

I will get some video soon. The most noticeable intake sound is highway driving with the windows up. With the windows down my exhaust overcomes the intake's acoustics.

 

The pipes are attached on each side by a silicone coupler, so there is room for it to flex with the motor.

The carbon panels in the engine bay block the majority of the heat from the engine bay, but there are still some open areas (cut outs in the carbon) that I am going to add carbon panels to further isolate the filters. Further isolating the filters is for when the car is at a stop, idling speeds or on a dyno, not while at speed.

While in motion, the inner fenders are fed by the original fresh air inlet, which dumps directly on the filters (picture attached.) The engine bay has large openings in the hatch, bottom of the car and the rear vent, so the vacuum from those low pressure areas is going to draw out airflow from the engine bay (heat.) The small openings in the carbon covering the intakes don't lead to any openings in the inner fender, so they act as low pressure areas for the fender dumping excess air into the engine bay.
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Here is the design of the upper airbox, it is a bottle neck. There amount of surface area for the engine to pull air from the filter is tiny.
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