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Tuning an airbox is anything but simple. It is not just a basic Helmholtz resonator
with one volume and one supply duct because there is a second set of ducts (the
carburetors), opening and closing with a varying frequency (the crankshaft rpm).

Speaking of volumes, simultaneously-firing multicylinder engines, for example

tandem-twins and the Aprilia V-twin racing engines, have the disadvantage that both
cylinders breathe at the same time, which causes large pressure fluctuations in the
airbox. This should be counteracted with a large-volme airbox.

An airbox has two advantages: it ensures that the engine does not have to inhale
air that has been preheated by the radiator, and at high riding speeds it provides
ram air pressure. In the Aprilia RSW/RSA-250 this extra pressure was 30 mbar at 260
kmh, good for 3% extra power.
But this extra pressure can also cause major carburetion problems. 30 mbar
corresponds to a petrol column of about 400 mm height. And what is the height
difference between the petrol level in the tank and the petrol level in the float
chamber??
Under unfavorable conditions, this 30 mbar ram air pressure pushes petrol back from
the carburetor to the tank, resulting in a lean mixture and seizures. So you need
to ensure that the pressure in the fuel tank is always at least equal to the
pressure in the airbox.

With an old-fashioned tank breather, it was simple: if 1 cc of petrol is consumed

from the tank, 1 cc of air must be supplied at the same time to prevent depression
in the tank.

But with an airbox you don't want to keep the air pressure in the tank equal to the
atmospheric pressure, but you want to keep it equal to the airbox pressure. And if,
for example, that pressure rises 3%, then 3% more air must be capable of flowing
into the petrol tank within the same time.
With an almost empty tank, that is a considerable volume of air that must be
supplied in a short time, requiring an internal air hose diameter of maybe Ø 12 mm.

The aeration nipples located on a carburetor on the left and right sides above the
float chamber are normally connected to an overflow bottle. But if you use an
airbox, you must ensure that the pressure in those aeration hoses is always equal
to the pressure in the airbox.
The simplest way is to simply encase the whole carburetor(s) in the airbox, omit
those aeration hoses altogether and connect the lowest point of the airbox to the
overflow bottle. That only requires a small-diameter hose.

For the sake of safety, the Aprilia racers used an electric petrol pump. Then you
no longer have to worry about the pressure difference between tank and airbox. But
then you have to somehow make sure that when the battery runs out, the ignition
stops sparking before the petrol pump stops pumping, otherwise things can become
expensive ...