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Sorry it is a 110 and I listed all mods in the OP. Didnt list engine size size I listed bike type.
Ill talk to the mechanic tomorrow but if the stock TB and AC will provide adequate flow for now Ill wait till Im looking at bumping compression till I upgrade those parts.
Sorry it is a 110 and I listed all mods in the OP. Didnt list engine size size I listed bike type.
Ill talk to the mechanic tomorrow but if the stock TB and AC will provide adequate flow for now Ill wait till Im looking at bumping compression till I upgrade those parts.
Thanks for replies.
the stock tb/ac are more than adequate. If you were gonna go with a larger displacement or forced induction, then it might make a slight difference. I forget if you said you were doing headwork or not but that would be a reason to upgrade it, though it still wouldnt be absolutely necessary.
Remember, you have a cvo motor so you already have a good high flow air intake stock, if the 50mm wasnt good enough they would have given us 58s from the factory.
no argument over flow, with your knowledge on airflow and head upgrades and everything im by no means challenging you to a debate, however in my opinion, the cost of a new 58 mm (and one should upgrade to 5.3/6.0 injectors to go with it) is hard to justify since the 34% wont equate to a 34% in power gains. Just my opinion....but I do have the 58 mm since it came with my 117 lol
We're in agreement here.
Don't forget, air velocity has as much to do with power change as the diameter. Maybe more...
Intake manifold and heads matter more than throttle body. Cvaria's chart doesn't lie but I'm not sure it tells the whole story either.
Many good street throttle bodies actually have venturi throats (narrowed section) to increase velocity without increasing pressure drop (much). Helps with throttle response.
Intake and exhaust design is amazingly complicated. Fluid dynamics, thermal dynamics, acoustics (not sound-related), etc. I'm not smart enough to understand the nuances but I know they exist.
If in doubt, try it out. Just make sure each change gets a full retune. You can always go back.
My dad built drag racing engines. We had a dyno and a flow bench plus a full fab shop. He wprked with both NOS and Linginfelter in the 70s & 80s. Even with his considerable resources I couldn't even begin to count the number of test intakes, heads, cams, pistons, valves, etc we had laying around. Pallets full. Literally.
Last edited by cggorman; Mar 26, 2018 at 10:08 PM.
Just for comparison purposes, the 58MM will flow 34.5% more than the 50mm. Everything else being equal.
Technically you won't get 34.5% more flow unless you open up the manifold side. They are typically about 1.8 inches or about 46mm.. You still have to feed the air through that hole.. Anything above about 50-55mm, and low starts to level off.. If running 110 heads, you should see a power gain with the 58. While they can be made better, they do flow about 280-290 cfm at 28.. Stock TC 103 heads would be a waste of time. They flow 210 to 230..
Technically you won't get 34.5% more flow unless you open up the manifold side. They are typically about 1.8 inches or about 46mm.. You still have to feed the air through that hole.. Anything above about 50-55mm, and low starts to level off.. If running 110 heads, you should see a power gain with the 58. While they can be made better, they do flow about 280-290 cfm at 28.. Stock TC 103 heads would be a waste of time. They flow 210 to 230..
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