I would like to sugest that the text I found at the PAMPA chart (it might be a recent update by Randy) be added to the chart at Stuka Sunt Works, since I understand it isn't there.
It gave me a much clearer insight on the way pipes are to be handled.
I founf ot so helpful that Im going to transcribe it here:
1) Less nitro in low density altitudes, more nitro in high density altitudes.
2) More pitch in extreme high density altitudes.
3) Pipe lenght tweeks the break point up or down.
4) Move the pipe in and leave the needle alone, lap times goe faster, richen the needle to get slow times, then you get more boost.
5) A short pipe causes it to "charge". Can also cause runaways.
6) If a pipe charges and breaks hard, increease head clearance
7) Lean settings and a long pipe will give little boost, constant airspeeeds and litle windup. Use this for a low drag, high AR and a lightly loaded ship.
8) Rich settings and a short pipe will give lots of boost. Use this for a high drag, low AR and a heavy loaded ship. This setup requires a large venturi, a rich setting, a short pipe and head clearance to avoid little of no break.
9) The larger the venturi the maximum potential power increases, but fuel draw wil decrease and will break into a 2 stroke easily and at a lower RPM.
10) High compression ratio (less shims) the earlier and stonger the break.
11) Lower compression ratio (more shims) the later and softer the break.
12) THE "KING KONG" setup: Large venturi, short pipe, rich setting and clearance set to give little or NO break. This setup will give tons of torque and an increase,under load without a violent break,
12) If engine runs hot, lenghten the pipe.
That's it!
God bless ya all!
In Christ,
Ion Muniz