Joe of course does an incredible job of balancing flow, and he has shown us many times how to equalize. That should indeed increase power, and with a knowledgeable hand like his, will help the whole curve. This post is not questioning that at all.
However, your comment of longevity and equal fueling, first, unless you have a situation of a significantly lean cylinder driving detonation, there won't be any negatives to a bit of a difference in cylinder fill from one to another, and more importantly, it's really tough to say you could manage it, even if you wanted to, and I purposely didn't say flow, specifically talking what the chamber sees. Joe's balance certainly helps, especially when ports are significantly restricted before he touches them.
However, each runner is a different length in a V-8 and therefore will be tuned a bit differently, at best there are pairs or 4 that match. This creates different cylinder fill based on resonant tuning and rpm, even differences in the header primary pipe and which cylinder it follows in the firing order, change cylinder fill, even if the ports flow the same amount. It is not a problem, but it is there
I can go full geek on you to show the math
I measured a Street Dominator to apply Ramcharger's intake resonance tuning testing from the 60's. There are many ways to calculate, but this is the easiest formula. It was pretty good work and it can show why runners continue to get longer on modern EFI cars too.
To figure out the RPM where a port is tuned (for resonance wave benefits only, not cam profile or port flow performance) an RPM is calculated based on the reflecting wave of the valve opening and closing in the intake port
L = 80500 / N
L = duct length (inches) from Plenum (the first reflection point) to the back of the intake valve (INPUT)
80500 = Constant based on the speed of sound
N = Engine RPM for maximum tuning effect (OUTPUT)
With a Street Dominator measured with a head, I got 11.75 and 8.75 as the inner and outer averages. All manifolds will be different and likely dual planes will have closer spreads than single planes
That resulted in an RPM peak tuning of the inner 4 and outer 4 ports
SD Out SD in
N 6843 RPM 9189 RPM
Quite a difference on when each intake runner comes up on resonant peak. However, that doesn't account for ANYTHING other than resonance. The actual RPM peak of the port is also affected (and far MORE so in most of the curve) by intake cross section, primary exhaust effects, overlap, cam design, overall airflow, crankshaft design, valve and chamber design, you name it. However, it shows, even if every part in your engine matches, intake runner lengths (and header primary pipes and cylinder firing pairs) are different, so you have different cylinder fill at any given point
I look at intake flow balance as giving the intake the ability to make the power and eliminate flow capability as a serious variable, but at any given RPM, a long runner will still behave a little bit differently than a short runner, and in fact, although different runners technically lower the peak RPM, they flatten the curve which is great on the street
As I read my own post, this isn't telling you do anything LOL I am only trying to say that it isn't a reliability worry as much as it is a power benefit to balance flow...and even when you do...a function of packaging and design in an engine guarantees actual fill for any single cylinder will be different anyway.
and to reiterate, Joe is awesome and balancing flow is awesome
just trying to address the comments that there will always be an inequality by design and unless you have some sort of horrible lean condition, it won't hurt the engine.
- 70 Fastback Mustang, 489 cid FE, Victor, SEFI, TKO-600 5 speed, 4.11 9 inch.
- 71 F100 shortbed 4x4, 445 cid FE, headers, RPM intake, 1000 HP series Holley, 4 speed