Yup. Intake and airbox tuning is super important on engines. You can even achieve a light supercharging effect (I think about 5 or 6 PSI) by getting the high pressure reflections to hit the intake valves just right. A lot of effort has gone into tuning the airbox and intake of the car or truck you drive right now. It's pretty neat stuff. The problem is you only get resonances at one or two RPMs, and the rest of the RPM band doesn't benefit. I had an old '85 Porsche 944 with a weird flapper thingy that would open and close off chambers on the intake specifically for changing the resonant frequency of the intake as the RPMs changed. So by changing the internal volume of the intake they could selectively create a whole bunch of different resonant frequencies. My Porsche 928 has a V8 where the intake runners are static, but grouped in pairs. To smooth out the powerband each pair is a different length and tuned for a different RPM. So (for example, not sure if the cylinder numbers are correct but you get the idea) as you increase in RPMs, cylinders 1 and 5 do most of the work, then cylinders 2 and 6, then cylinders 3 and 7, then cylinder 4 and 8 as you wind it out. You have no idea how much I hate this, but I understand why they did it. Just to smooth out the powerband so you don't get one big punch at a certain RPM, and flat spots everywhere else. It's all very interesting, but I'm only an armchair expert. Never actually done it myself. A big part of the Wikipedia page on intakes is devoted to variable length intake manifolds and Helmholtz resonance.
https://en.wikipedia.org/wiki/Inlet_manifold
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