Now let's suppose some stuff:
Suppose your intake runners were a little longer than they are.
Suppose you have a readout of intake temp.
Suppose you have injectors at both ends of the runners, and that the = total fuel flow through the injectors of a runner can be adjusted to inject all at = the block or all at the throttle body or anything between those extremes. =
Suppose you got DIE at some intake temp, say 30 F at 5500 rpm (injecting = at the block only). That's a data point. At some other intake temp, = you will get DIE at some other rpm. Now you have a chart. =

Now, when you want to take off, and you = anticipate your TO rpm to be 5500 you know you need 30 F intake temp. But on = turn up it's actually 80 F (injecting at the block). So you adjust the = knob to inject just enough fuel at the top of the runner to lower the temp to = 35F and viola' your rpm jumps, you have DIE and life is good. Climbing to altitude, it's cooler so you have to bias a little more to the top of = the runner to maintain DIE. You throttle back to cruise at 5000 = rpm. You need to bias more toward the TB to bring the DIE rpm down to 5000 = which occurs at 15 F. And so forth

You get my drift. With a chart of rpm = v. Tr you know what temps you need for DIE at TO, climb and cruise. You know = how much you can reduce intake temp by going to block only injection = (highest temp) to TB only injection (lowest temp). You pick your envelope and = build your runners to fit. Then, even though the OAT changes and rpm changes = (a little) you can adjust intake temp to get DIE at the rpm and OAT you are = at.

The key of course (more better we call it = "detail devil") is coming up with a way to bias fuel injected through each = the two injectors while maintaining the sum of the quantities injected at that = needed for proper combustion. That's one hell of a devil, but not nearly = as difficult as the original devising of a system that that figures out how = much fuel to inject and then delivers it. I would guess at this point = that it would be easier to adjust intake Temperature than intake Length. = Tracy, you listening??

Different folks desiring different flight = regimes would need runner lengths that bracketed the temps and rpm's they = expected to be operating at.

Just a theory ... Jim S.

Pretty cool theory, Jim. The stock Mazda injectors for = turbo engines have enough flow so either set could handle max power for a NA = engine. And the turbo guys don’t need DIE anyway. Modeling an override = to modulate pulse width to allocate fuel shouldn’t be that tough if = you know what the curve looks like.