I am curious about this. I wouldn't think increasing the TB size would be that effective if you don't also replace the exhaust system. Would it? Generally it is a game of moving things to your next restriction- exhaust, intake. I doubt just replacing the muffler will do all that much to "cure" the exhaust system (it is like hooking up a larger garden hose on the end of a smaller hose).
Modest? 161.5 at the wheel is beyond mild. AT my point in the build my restriction was air in. No loss on the bottom and plenty in the mid to upper. It's still a 1352 cc motor, the VVT works in it's favor for the lower end torque. Sadly we had a guy who was looking at the beyond TBs and exhaust upgrade, but he got cold feet before we could push him over the edge A roughly %20 increase is hardly modest, at least in my opinion..You must mean Richard Cranium. If you want to invite back for round two google jd3.
I believe the stock exhaust has to be restrictive and the dyno sheets show the gains made when changing to a full AreaP system and of course a new fuel map which is mandatory because of the uncorked engine. When sawing open the cats and looking at them they sure LOOK restrictive. Mine went from 133hp to 161.3hp and big gains in torque. I had a ZX14 with stock exhaust it does not pull hard to red line like my C14 does but of course the ZX is a whole lot lighter and much faster. I think the issue on the ZX14 and the C14 is the cats in the stock exhausts.
I love the sound of my full AreaP and it is nice and quiet cruising around up until I hit the throttle hard- then it gets loud-- real loud!! I got 52mpg on my trip out to Idaho Falls and back with my C14.
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Modest? 161.5 at the wheel is beyond mild. AT my point in the build my restriction was air in. No loss on the bottom and plenty in the mid to upper. It's still a 1352 cc motor, the VVT works in it's favor for the lower end torque. Sadly we had a guy who was looking at the beyond TBs and exhaust upgrade, but he got cold feet before we could push him over the edge A roughly %20 increase is hardly modest, at least in my opinion..
Yup, it can be depending on a person's point of view. Mine is probably a bit different from most other people's in that having a C-14 and wanting it to be faster by any appreciable amount (I mean beyond merely removing the 'flies and tuning it correctly), I would either swap it for a ZX, which is a LOT faster than a C-14 and incredibly easy to get (no labor at all, and they cost less than a C-14), or I would try to make more power than anything available on the dealer's floor stock; the only <reasonable> way I know to do that would be making the engine displace more and raising the compression ration (read: supercharge it).
I usually compare 'fast' and 'quick' with the entire available envelope. This is probably backwards from most people but I would rather buy a ZX 14 and mod. it to make it more comfortable for touring than take a C-14 and mod. it to make it faster. The ZX starts off (no pun intended) at a performance point almost impossible to reach with a C-14 in any reasonable, normally aspirated way.
I saw some one try and knock out the cats with a drift and a hammer. They would not come out of the header. No wonder he made one more HP. I am surprised it did not make a lot less HP. He should have sawed off the end the header and installed a test pipe and a slip on . That would have far far easier.
The ZX14 stock is just too scary fast for me but I just happen to still have a C14 so i made it faster
...... what I'm hearing is a throttle body change likely won't produce what I'm expecting.
.....The main reason I was considering it, is I have a friend on a ZX14 that went to a 48mm TB and was going to give me his stock unit. I like to tell him we have the same motor, the only difference is I have saddlebags. But he's putting 207hp to the wheel.
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this is where people err, they ain't the same engine...
The Ninja has a 5mm longer stroke, 130cc's more displacement (per 2015 spec. on kaw site), and 20% higher compression ratio....