I wonder if this need for resonance length is why the TLS intake system is how it is. It's probably tuned for a lower rpm range then the TLR intake system?
I prefer a prime number of cylinders.
There's laminar flow, which you model with dynamic finite element modelling, then there's the pulse part, which you model like AC electricity. The real model is flow and pulse, very complicated. But you can tune and analyze just the pulse part just like speaker enclosures, where the long tunnel port's first-order mode inverts phase and acts just like a big inductor. The airbox acts like a big capacitor. In resonance it can transfer pulses very efficiently and over-pack the cylinder. However, out of band it sucks. So we just concentrate on flow. If you can open the airbox up enough with lots of cold air flow, it works better at low mph but loses a few HP at top speed with engine on-tune with intake & exhaust. But I don't drive at top speed very often. Ram is nice for EPA because it performs OK without a lot of noise.
It's about control skill; this is a motorized dance for joy and not Russian roulette.