But it still controls Velocity at WOT, if its too big then the air speed is too slow and the air stalls. If the intake runners are appropriately sized then yes it would be as you mention as they will limit max flow, but looking at the manifold in the second pic the Runners have been made to suit the large throttle bodies.
On a stock 1.6L Gemini I was playing with it made 60rwhp with the standard Tiny nikki carby, Fitted a injection system from a 2.6L engine which had a single 70mm throttle body and it made 63rwhp and it was reaching atmospheric pressure in the plenum well before 100% throttle opening and felt really doughy on the street (this manifold also had large runners to suit the 2.6L as well), Swapped the throttle body to one from a 2.0L Version which was actually a staged twin plate throttle and with no other mods gained 15rwhp and felt much more responsive.
Im confused? High atomisation of fuel into the finest mist possible is always the goal, More of the fuel particles are then exposed to oxygen and will burn much faster and more completely This is one of the big benefits of EFI over carby, Its the same with any fire... its harder to get a solid log to light on fire but much easier with finely chopped wood into kindling, or tinder.
100% agree on the 9" Tho, Hilux is a good choice and plenty of ratios... But if the 9" is already in and budget is tight....
if its too big then the air speed is too slow and the air stalls
Huh?? If the TB is in between the entrance to the runner (which is sized for a suitable velocity) and the atmosphere (which has a velocity of zero, but somehow avoids stalling) then I don't see why the engine would care if the TB was a bit big. Unless of course it was so grossly oversized that it was impossible to build a reasonable transition. Bear in mind that a normally sized TB will look to the engine like just a bit more runner length, so an oversized TB may in effect shorten the runner length. But it won't stall the air or even reduce flow.
High atomisation of fuel into the finest mist possible is always the goal, More of the fuel particles are then exposed to oxygen and will burn much faster and more completely This is one of the big benefits of EFI over carby,
Oh please, not this crap again. I'll agree that FI does nearly everything better than a carb but it doesn't always come out on top for peak power. For years, EFI was unable to compete with carbs at competitions like the Engine Masters Challenge. It got so bad that injected engines were given rule breaks to encourage people to build injected engines. It's only been in the last few years that the injected crowd have been successful against carbureted entries, and even now EFI doesn't have any real power advantage over a carb (or mech inj.) at the strip.
Atomisation or even vaporisation is a good thing, but if the engine is at all breathing-limited (like a Holden 6) then from a VE and a pumping efficiency point of view then you want it to happen as late as possible, certainly not when it's still in the intake tract (and I'm talking petrol here, not methanol). For as long as I can remember - decades - people have been watching the fuel drool down the throats of Holleys and thinking that a finer spray must be better. Nope, nearly every time they tried a fancy booster that fogged the fuel it made a lot less top end. Same goes for Webers, there's nothing special about their delivery pattern, they just puke it in. For part throttle sure, the finer the better but for balls-out WOT power there's enough heat and turbulence in the cylinder to vaporise the fuel even if it's poured in, so there's no need to disturb the flow and displace a proportion of the air by vaporising or even just atomising it in the intake port. The sharp injection guys know how to do this now, the Hilborn and Holley guys have been doing it right for half a century or more, probably without realising it.
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