t/b and intake manifold gains?
01-27-2009, 02:15 PM
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t/b and intake manifold gains? thinking about getting a twin 58mm throttle body and intake manifold. just wonder what the gains would be so i can decide if its worth it. thanks.
01-27-2009, 02:21 PM
#3
A 58mm TB is overkill for anything less than ~450rwhp. If you are stock, I would bolt on a set of headers first, that will be the best bang for your buck mod. Then maybe you can step up to a 52mm TB, add a CAI, bolt on some 1.6 RR's, throw in a tune, and you'd really happy. Then you'll need a converter (A4), some gears (3.73's for an A4, 4.10's for a M6), and some sticky tires.
01-27-2009, 02:29 PM
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all i have so far is long tube headers and ory to a flowmaster. but i'm tearing into the motor so i figured while i'm in their ya know....... i'm gono get rr's probably 1.7 but i dono. dont know what much about rr's 1.6/1.7/1.8???????what are the gain for thoes anyway? i'm gono get a ram air cia and fiberglass ram air hood, short throw shifter, m/t dr's. thats all thats coming soon not all im gono do.
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01-27-2009, 04:59 PM
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I typed out a lengthy reponse, but accidentally navigated away and lost it. I will not retype everything, but I'll hit the high points.
There is no such thing as "too much air flow" for an internal combustion engine. More air (and fuel) = more power. If there was more air flow entering the throttle body, there would be more air entering the cylinders and therefore more power being made.
Throttle velocity is an idea that has carried over from the carbureted days. Because we use fuel injection, we don't care what the throttle velocity is. We can inject as much or as little fuel as we want, independant of air ingested. The LT1 intake has a large plenum. The plenum is supposed to supply constant near atmospheric pressure to the runners. The air in the plenum will be subject to large direction and velocity changes as it makes it's way to the cylinder, so velocity at the throttle body is of little concern.
You want your throttle body to be sized to supply enough air for the rpm range you operate in. If it is larger than that, well then you aren't in danger of the throttle body being the limiting factor in your engine combo.
The best thing you can do is to talk to somebody who actually works in the industry, say Lloyd Elliot or Advanced Inductions, not try and get advice from a public forum. Most of the people who have the answers don't hang around in places like this, or are at best infrequent.
There is no such thing as "too much air flow" for an internal combustion engine. More air (and fuel) = more power. If there was more air flow entering the throttle body, there would be more air entering the cylinders and therefore more power being made.
Throttle velocity is an idea that has carried over from the carbureted days. Because we use fuel injection, we don't care what the throttle velocity is. We can inject as much or as little fuel as we want, independant of air ingested. The LT1 intake has a large plenum. The plenum is supposed to supply constant near atmospheric pressure to the runners. The air in the plenum will be subject to large direction and velocity changes as it makes it's way to the cylinder, so velocity at the throttle body is of little concern.
You want your throttle body to be sized to supply enough air for the rpm range you operate in. If it is larger than that, well then you aren't in danger of the throttle body being the limiting factor in your engine combo.
The best thing you can do is to talk to somebody who actually works in the industry, say Lloyd Elliot or Advanced Inductions, not try and get advice from a public forum. Most of the people who have the answers don't hang around in places like this, or are at best infrequent.
01-27-2009, 05:23 PM
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the best thing you can do is to talk to somebody who actually works in the industry, say lloyd elliot or advanced inductions, not try and get advice from a public forum. Most of the people who have the answers don't hang around in places like this, or are at best infrequent.
wow thats the best thing i've read in years>>>>>>>
01-27-2009, 05:35 PM
#17
On the intake, make sure you understand there are NO readily available upgrades. The Edelbrock is a joke at best with some testing indicating a LOSE of power compared to stock.
If you have an automatic tranny reprogramming for a bigger TB is necessary because line pressure is based in part off of throttle position and with a 52-58mm TB the car makes more power given the same TPS percentage at low throttle inputs.
If you have an automatic tranny reprogramming for a bigger TB is necessary because line pressure is based in part off of throttle position and with a 52-58mm TB the car makes more power given the same TPS percentage at low throttle inputs.
01-27-2009, 07:03 PM
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01-27-2009, 07:13 PM
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If you are gonna build the motor (heads/cam) then do the ported intake and 58mm t.b. No reason to buy a 52mm when you can spend the few extra bucks and go 58. Lloyd will even tell you the same.
Now if you are not going to build the motor then forget about the ported intake and do the rockers and maybe a bigger t.b which really won't do much of anything if you aren't building. This is all that really needs to be said..
Now if you are not going to build the motor then forget about the ported intake and do the rockers and maybe a bigger t.b which really won't do much of anything if you aren't building. This is all that really needs to be said..
01-27-2009, 07:22 PM
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I typed out a lengthy reponse, but accidentally navigated away and lost it. I will not retype everything, but I'll hit the high points.
There is no such thing as "too much air flow" for an internal combustion engine. More air (and fuel) = more power. If there was more air flow entering the throttle body, there would be more air entering the cylinders and therefore more power being made.
Throttle velocity is an idea that has carried over from the carbureted days. Because we use fuel injection, we don't care what the throttle velocity is. We can inject as much or as little fuel as we want, independant of air ingested. The LT1 intake has a large plenum. The plenum is supposed to supply constant near atmospheric pressure to the runners. The air in the plenum will be subject to large direction and velocity changes as it makes it's way to the cylinder, so velocity at the throttle body is of little concern.
You want your throttle body to be sized to supply enough air for the rpm range you operate in. If it is larger than that, well then you aren't in danger of the throttle body being the limiting factor in your engine combo.
The best thing you can do is to talk to somebody who actually works in the industry, say Lloyd Elliot or Advanced Inductions, not try and get advice from a public forum. Most of the people who have the answers don't hang around in places like this, or are at best infrequent.
There is no such thing as "too much air flow" for an internal combustion engine. More air (and fuel) = more power. If there was more air flow entering the throttle body, there would be more air entering the cylinders and therefore more power being made.
Throttle velocity is an idea that has carried over from the carbureted days. Because we use fuel injection, we don't care what the throttle velocity is. We can inject as much or as little fuel as we want, independant of air ingested. The LT1 intake has a large plenum. The plenum is supposed to supply constant near atmospheric pressure to the runners. The air in the plenum will be subject to large direction and velocity changes as it makes it's way to the cylinder, so velocity at the throttle body is of little concern.
You want your throttle body to be sized to supply enough air for the rpm range you operate in. If it is larger than that, well then you aren't in danger of the throttle body being the limiting factor in your engine combo.
The best thing you can do is to talk to somebody who actually works in the industry, say Lloyd Elliot or Advanced Inductions, not try and get advice from a public forum. Most of the people who have the answers don't hang around in places like this, or are at best infrequent.