![]() ![]() Wheels Alloy wheels for the BMW 2002, from 13″ to 15 inch and 16″.Body & Chassis Body flares, air dams and spoilers for the BMW 2002 including turbo fender flares.Clutch/Driveline/Diff A full line of clutch, transmission, differential and driveline parts for the BMW 2002 including parts for the 5 speed upgrade.Ignition & Electrical Distributors, spark plug wires and ignition parts for the BMW 2002.Cooling & Radiators Aluminum radiators, oil coolers, water pumps and cooling-related parts for the BMW 2002.Exhaust Performance exhaust headers, stainless steel exhaust systems, shorty Tii headers for the BMW 2002.Intake/Carbs/Fuel Weber carbs, manifolds, sidedrafts, linkages, fuel pumps and more for your BMW 2002.Valvetrain Performance cams, rocker shafts, valves and springs for the BMW 2002 plus all the rebuilt parts for your cylinder head.Engine Engine parts for the BMW 2002 including performance piston sets, connecting rods and all M10 engine rebuild parts including bearings, gaskets, seals and more.Suspension & Steering Suspension and steering parts for the BMW 2002 including sway bars, springs, struts and shocks, coilovers and adjustable camber and toe kits.Brake Kits Performance big brake updgrade kits for the BMW 2002 including our exclusive Wilwood brake kits. ![]() Brake Parts Brake parts for the BMW 2002 such as brake pads, brake shoes, master cylinders, rotors, calipers and more.Using a larger radius, like 3/4", broadens out the resonant pressure wave rpm range, but the compression boosting pressure wave is greatly diminished and almost unnoticed by the engine. In the real world, on high-rpm IR IC engine, using a minimum amount of inlet radius gives the best wave strength and a power boost of 2% to 4% over a 3000 to 3500 rpm range. Because the greatest losses to flow occur near the valve seat, actual overall gain from any improvement of the entry flow would be much less. Designed and machined to precise standards for optimum flow in shortest height. This means that total engine airflow would not increase by the amount suggested by these figures, which apply only to the entry alone, as the inlet end is never the smallest or most restrictive part of the system. Velocity Stack (Air Horn) for 45mm DCOE - 24mm (.95') Tall Improve air flow into your carburetor with these velocity stacks (air horns) for your 45mm DCOE carburetor. There is always some attempt to provide some radius at the entry. In practice these latter types of entry are never used for engine intakes. The flow coefficient of a perfect entry would be 1.0 while the coefficient for a sharp edged entry would be 0.6 and a re-entrant plain pipe 0.5. The acceleration of air flow into a duct is inherently a highly efficient process and the difference between even the crudest radius inlet, and the most aerodynamic shape possible is slight, amounting to no more than a few percent. A longer inlet pipe will create a later intake pressure wave that will help keep the air in the chamber until the intake valve closes. but, it is actually that the intake valve is closing too late and the combustion chamber is simply overfilling and blowing back out the intake port, before the intake valve closes. ![]() It is commonly related that "stand off" (air-fuel mix that gets pushed back out of the port, usually at full throttle / low rpm) is somehow captured by installing a longer intake pipe (stack). Most current aftermarket stacks are designed to be run "in" the airbox and a company that does research well will have some applications that have all the same length and some applications that have differing lengths of stacks on different cylinders. The length of the stack is known to have a direct effect on a particular engine's boosted power range. A properly tuned intake tract produces a rather audible intake noise under high airflow conditions - that is commonly "untuned" to allow the vehicle to pass EPA and DOT noise regulations. OEM automotive manufacturers have many regulations to adhere to. In amateur and professional racing, aftermarket velocity stacks are often used, as rules allow, and gains in the order of 2% to 4% can be obtained when inlet radii and stack lengths are optimized for that engine. Modern fuel injection systems with a plenum and single air inlet typically incorporate some sort of radiused entrance, designed to improve power, based on air flow increases. Modified engines often have the original air box and associated ducting removed and velocity stacks are installed as accessories. Modern engines universally have tuned intake tract volumes and associated resonance frequencies, designed to provide higher than atmospheric intake air pressure while the intake valves are open - increasing the density of the trapped air in the combustion chamber (higher compression). ![]()
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