I am currently running a 64mm TB on my h22a4. I was wondering what is a good size before it becomes too big. My setup is on my biography page. I would appreciate the input. Thanks

 

i don't know the answer to your question, but do you have any dyno #'s or track times or anything with your current setup? looks pretty neat.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dai_Ca_Vietnam_H22a4 &raquo;</TD></TR><TR><TD CLASS="quote">I am currently running a 64mm TB on my h22a4. I was wondering what is a good size before it becomes too big. My setup is on my biography page. I would appreciate the input. Thanks </TD></TR></TABLE>

yeah i would also like to know the same thing, would there be an advantages to boring out my stock tb? btw, like your setup

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dai_Ca_Vietnam_H22a4 &raquo;</TD></TR><TR><TD CLASS="quote">I am currently running a 64mm TB on my h22a4. I was wondering what is a good size before it becomes too big. My setup is on my biography page. I would appreciate the input. Thanks </TD></TR></TABLE>

I did a lil research about that also like a year ago. I went w/ a 68mm STR TB for my all motor setup. I have yet to put it on though so I can't vouch for the perfortmance.

 

The reason I bored out mine because it was the least expensive method and the JDM Type-S Prelude has a 64 mm throttlebody. You would probably acheive a faster throttle response and increase the volume of air that enter your engine. If you are interested, the website is http://www.maxbore.com. Very nice guy to deal with. The topic that I was interested in is how velocity of air is affected by the diameter of the TB.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Dai_Ca_Vietnam_H22a4 &raquo;</TD></TR><TR><TD CLASS="quote">The reason I bored out mine because it was the least expensive method and the JDM Type-S Prelude has a 64 mm throttlebody. You would probably acheive a faster throttle response and increase the volume of air that enter your engine. If you are interested, the website is http://www.maxbore.com. Very nice guy to deal with. The topic that I was interested in is how velocity of air is affected by the diameter of the TB. </TD></TR></TABLE>

that website looks pretty good, i might think about doing that in the future. how does the 64 mm tb flow for you?

 

That the thing, I have not tried anything bigger to compare it to. Well, it is better than stock as far throttle response goes.

 

52mm..........and four of them

 

Thanks man, but I don't have that money..

 

it worked on my setup
lol oh well..........i had a skunk2 TB at one point that was a 68mm and i liked it

 

like those other guys said, what kinda numbers are you putting down, i'm looking to go basically the same route, except crower stage 2, stock valves, and a thinner headgasket.

 

get ur head milled a bit to up the Compression even more

 

how did u like the butterfly removal, and do u think its a good idea. You notice any differance?

 

I will you give guys a copy of the dyno sheet when I can scan the page at my work place.

 

Unknowingly at the time of my dyno, many misfortune happened to me. I had two loose bolts that merge the two pieces of the header together. The gap is about a few millimeters. The wide band O2 sensor did not read the A/F ratio correctly for the tuner to adjust. Inaddition to my misfortune, the outside temperature in Houston Texas was at 105 degrees F. I walked out the dyno with 186hp with 139ft/lb of torque. Further to this matter, I told the MF I had the Port Flow valve train in my car, but set my rev limiter to 7,500. He should have set it at 8,500rpm. On the graph the power was still climbing fast and not slowing down but the bastard stop. He told me the he thought I had factory valve train. Last he forgot to put in my velocity stack horn that I had just purchased from Turbo Hoses. This was the worst thing that had happened to me. After coming home and discovering the exhaust leak, I tighten up the bolts and my car gain a considerable amount of power. It could be due to the cooler temperature outside. Word of advice, do not ever tune your car on a hot day. You will loose a lot of horse power. Make sure the tuner have a hearing aid. Son of the bitch told me that after he took my money.

For my potential horse powers, I have to get my car tuned again. But for now, I can pull 350z on the interstate.

 

what cams are you running?

 

Type-S cams. My setup is on my biography page.

 

put your setup on in your signiture instead

 

within reason...the bigger, the better....

ask brad @ rlz....h22s <u>love</u> the extra air....70mm would not be out of the question

lookin good though, how are you liking the header (i love mine rmf)

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93h22a1vtec &raquo;</TD></TR><TR><TD CLASS="quote">how did u like the butterfly removal, and do u think its a good idea. You notice any differance?</TD></TR></TABLE>


This is cheap horse power. You will begin to notice a difference ~ 3,000rpm. You launch your car close to there when you race. I notice no lost to the low end. Maybe, it is because my car is modified too.

 

you dont pick up any hp from removing the butterfly plate....and you lose low end and driveability...

 

That is why I said you feel power about 3000 rpm.

So does Skunk2 intake manifold and others. So what is your point.

 

under 4500 rpm you will lose power....

the skunk2 intake manifold is no demonstration of anything other than a waste of money....it <FONT SIZE="50">sucks</FONT>

 

You must have own one or you did you heard it from the other brother.

 

i dun did heard it from the dyno

my best friend bought one when they came out...and regretted it....he dynoed....and low end was...well....gross....