You've got a point.

Say, on a related but different question...

If someone were to make a cold air intake (this happens to be for an LT1) where the diameter of the "main tube" is larger than either the MAF or the TB openings, how would that affect airflow into the engine?
(In this case I am talking about a 4" diameter duct.)

Would it behave as a sort of secondary plenum area or expansion chamber, and help the improve the airflow into the manifold and eventually the engine, or would the expansion of air into the "chamber" end up reducing airflow by forcing it to expand and then contract again?

 

Yeah, that would end up reducing airflow by causing extra expansions and contractions. It would be big, too. The only benefit I can think of is that adjacent cylinders that fire one after the other can rob each other of air (the first robs the second), and by using your idea maby you could prevent that somehow. That would probably take more R&D than the variable length runners.

If you want power in the 6000-6500 rpm range, you basically want short runners. Good engineers develope good products; great engineers copy good engineers. If you want to design something you should look at something similar. Chech out other manifolds built for 6000 to 6500-rpm peak power in a 383, and start from there.

Z28tt:

 

Actually, that last question was in regards to my motor as it sits NOW.

I was playing around with different idea for a better intake system and I bought myself a TB boot from the '95 LT1 Vette.
Now I'm trying to come up with a hardware store solution for the rest of the hookup.