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February 19th, 2018, 12:01 PM   #31
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Intake length is from valve seat to where the bellmouth radius begins. For max top power, tuning for the second pulse is the best way (really tall intakes). For good top and wider range, the 3rd pulse is recommended. equally important is how the intake area changes through the intake, and how the area at the bellmouth corresponds to the mantle area at the valves at max lift. After you have done all calculations, hit the dyno for the final adjustments that makes the effort count!
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February 19th, 2018, 01:11 PM   #32
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Thanks guys.

I was a bit confused as I couldn’t determine where he was stating where it started and where it finished. I made an assumption that he may have been talking just the manifold length.
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February 20th, 2018, 02:45 AM   #33
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Originally Posted by jon andersson View Post
Why would the pulse stop there? It propagates all the way through the complete volume of the stack into the airbox.
True! - From what limited accoustics I know, then yes, resonances and reflections in the airbox will matter but can be considered too complex or diffuse to consider in most cases, but the simple (ish) cylinder is a system which obeys known rules somewhat well enough for some to consider it worthwhile to take it as a parameter for optimising the overall system

The stack is the flute, the airbox is the little cardboard box around your head when you're playing it I guess.

Or not I'm very much an amateur.
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February 22nd, 2018, 07:54 PM   #34
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yeah, when you open the throttle completely, nothing stops the wave at the throttle body. So when the valve closes the pressure wave goes up to the radius of the velocity stack. Having a large radius up there is very important for airflow too and should not be neglected.

you could loose as much as 15% of airflof (power) by having a sharp edge at the end instead of a velocity stack
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February 22nd, 2018, 11:42 PM   #35
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The conclusion in that document is interesting after all the flash pics
On the 570 the stack/throttle body isnt a narrow sector, and cams have too short duration to make any waves in the power output that you would want to tune away with stack length. All imho.
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September 18th, 2018, 10:30 PM   #36
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So what was the conclusion from those who actually fitted the 390/450 boot to the 570....Did it actually make any noticeable difference??
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September 19th, 2018, 02:07 AM   #37
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To add to that I did tests on a KX450 and the same result. Im not sure why the mx engines wont respond to that, thinking its being masked by some other factor, ie something else is bad enough.
Where it will mattter is on Ducati twins of which I have extensive tuning experience, just ask and I will reveal my findings, as its out of scope on a berg forum per definition.
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Last edited by TomTom; September 19th, 2018 at 11:18 AM.
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