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Good question. I have no clue either. But say we look at air speed and clog is crank is the spin slow. You slow the air out with a smaller diameter, yes or no? YOu stop a whole bunch of back pressure if your pipes were 11'' short like a dragsteer with short pipes just enough length so the cold air is gonna warm up into that pipe heading for the hot valve. So says, Don; The Swamp Rat about length for a drag motor.

I can tell you bike changes from year to year are pipe diameters that turned larger the following year say, and that made the HP change more to the top end. So, can you see that diameter change from a bottom end torque loss to the larger diameter is the torque more up at the higher rpm range. It's like more volume has changed and that too can if you think about it, slows the air down in the pipe faster, (makes the engine spin quicker).

There are pipe designs with a spring on a flapper that if you look at the new Honda CB1000R, inside the pipe it has 3 chambers to work the speed of the air out the hole. Other non-mechanical designs are as easy as making a ball at the entry to the collector. Once the speed down the tube hits the ball, it slows the air and expands in the ball so the speed is no out the pipe (so much), on the reversion back.

For every action there is an opposite and whatever that theory is..... You have that wave to deal with on the black art making pipes. It is the speed ball shot in the pipe that you want that ball or wave on the return not to pull all that hot air is moving and it is gonna suck fresh unspent out on the, "overlap." That is when both in and ex are open and that both helps to clean the spents out the cylinder and lets that pressure/vacuum do it's thing; cause on the close it is gonna hit 14.7 on the close.

Whatever fuel is left, we know that the air is gonna fill that void as if we are sitting reading this is that much (on our skin is that), pressure in that cylinder on the BDC; stopped, if you can visual that stop at speed. Can you see that air speed is as fast as electricity(?) filling that void? Say for argument sake, we want that BDC and that which is going to now lock down that shitty reversion you built is one pipe after the other you chasing that reversion wave. That wave is all about your air speed and how slow or fast you clogged your pipe O/L. That wave is how much spent did you release is that a weak charge about to fire more air than fuel WAS the better ratio of the other pipe you made.

I have no clue if say you were to make a 'choker' diameter tube placed somewhere down the tube so you slow the air out and gain some low end. The top end pipe would be that long drag type pipe that has to travel all the way to the end. So that is gonna give you lots of top more than a grunty bottom. If you make the pipe large, you choke the small (torque) somewhere. If you narrow the pipe smaller than stock, you have to be at least as big as the port diameter to make the hot air move or you might need wrap to move the heat out of there. Or take another tube is use a large insert to slow the pulse out faster and away from that hotter heat area.

The 4 into 1 was invented by Smokey Yunick who btw was tossed out of daytona for having that pipe being different than standard everyone else. So what that design did was to use a pulse off another engine fire and collect some helper pulses call it. That sorta is a bottom end kind of pipe. Way too many chiefs in the kitchen you might say. If you want top end, you individual each pipe out and there is no bumping into something (else cooking) at speed.

If that sounded kind of easy to understand, it is more basic get the hacksaw out and start in kind of you have the bottom line basics of what to chase for and the cross over pipe on the 1-4 and 2-3 is again, a faster pulse meeting one more combo of ideas. If it was hard to understand then I lost my mind and if say you took 20 times to figure it out.... Then I'm normal... I'd say I'm as normal as you... WOT are you NUTS! I mean, I'm just asking if it's safe to use the analogy.