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Ahhhrg!...I forgot to add that, thanks! Yeah, that's why the intakes are tuned like an exhaust header, so the shock wave will help feed the other cylinder. Thanks for making that more obvious, I knew I was missing something :) I should also point out that tuning an exhaust header and an intake generally help the engine produce improved power at a certain rpm. So there is, again, compromise, when tuning the system (making a computerized variable system is beyond the scope of our list). Making such computations requires simple algebra or Jim Adney with his slide ruler next to you ;) Toby "Mmmm! Remind me you did!" Erkson air_cooled_nut@pobox.com <-- Please use this address for email '72 VW Squareback 1.6L bored and stroked to 2.0L, Berg five-speed '95 VW Jetta III GL 2.0L, P-Chipped, Jamex sport suspension Portland, Oregon, http://www.icbm.org/ >-----Original Message----- >You've got the idea, Toby, > The only refinement might be that, as one cylinder is >generating a >high-pressure shock wave, another has just started its intake >cycle, and >has a low-pressure condition in its part of the manifold. So the high >pressure shock wave is drawn and pushed towards the cylinder that's on >its intake, giving it a bit of a boost. In theory, at least. It's a >bigger deal in a V8... > Think of it as the reverse of the scavanging that's >happening in your >headers... ------------------------------------------------------------------- Unsubscribe? mailto:type3-request@vwtype3.org, Subject: unsubscribe