It is the same with the intake manifold. There will be a choke point reached where the power starts to drop off after the peak power rpm. That is going to be related to the size of the engine drawing air through the runners. It baffles me why this is so hard to understand.
So if i understand this is that by slapping a "bigger" intake on the engine it will get more hp, at higher rpms.
Just like that...
Yes it does for sure if you start off with a completely wrong manifold to begin with, but for someone who did the basic homework in a build is going to select a good intake at the start.
So you think the "choke point" is in the intake runner or at the valve throat? What is the size difference between the Performer and Performer RPM ports and average in the runners?
Having tested an engine with these intakes, back to back, will prove your point, do you have such dyno test results?
If the intake ports are the restricting factor, why the intakes now days (with pc design, calculations, flow bench testing) are still similar in size? If they restrict a 440 engine at 6000rpm why are there no 3x2" intake runners?
The max. flow of the intake manifold itself will be well above the engines requirement.
The cylinder heads are providing the restriction, specifically the cylinder bore determines the valve sizing. Going Hemi gives you the advantage of using larger valves as they are placed angled.
The camshaft in question is most important, you can simply state the RPM manifold is good for 6500 rpm, but if your cam is done by 5500....what would be the point?
These components need to be a match in their operating range and efficiency, all these choices are the ones to be made
before you build an engine...what is going to be its purpose? Race, street??