limits the allowable compression ratio reducing both power and efficiency. Solutions Engineering has found a number of solutions to the first problem such as staggering the ports by placing the inlet ports on a higher level than the exhausts. This way larger ports can be used while still leaving enough room for flanges and fasteners. This brings with it the problem that the exhaust ports have a tighter turn radius. This problem is somewhat offset by the larger port. Another popular solution, as used in the BMC A-Series and Holden 6-cylinder engines is the siamesed port. In this configuration one large port feeds 2 adjacent cylinders. The gain in area comes from effectively removing the material between 2 adjacent ports. This solution encourages charge robbing, where one cylinder "robs" the charge from the port leaving the next one with less mixture. This happens because the 2 cylinders which share the port are not equally spaced in terms of firing order. For example, the Leyland Mini with its 1-3-4-2 firing order has the 1 and 2 inlets siamesed and the 3 and 4 inlets siamesed. First the number 3 sucks the mixture out of the port, then there is less left for number 4. While number 1 and 2 are sucking the port again fills with mixture and the process repeats leaving the number 1 and 4 cylinders always lacking mixture. Also the siamese port can make both acoustic and inertial ram air tuning less effective due to the irregular pulse. One should keep in mind that larger ports are only necessary at higher rpm and that small ports are desirable at low rpm to improve air speed. Due to charge robbing and lower air speeds, large siamesed ports are more suited to high rpm race motors. The heat problem can be minimized by staggering the ports in terms of height and using heat proof wraps and coatings on the exhaust header to the point that it poses a negligible problem. The heat can also be used as an advantage. Forced induction When forced induction is used, large port flow is not as important as it is when an engine is naturally aspirated. This means that the generally inferior flow of a reverse-flow head is less of a disadvantage. In the early days of turbo charging a reverse-flow head allowed the compressor outlet of a turbocharger to blow directly into the