Your extreme lack of knowledge in these areas shows why you run so slow.
My extreme lack of knowledge is not foremost among the reasons why I run so slow. Foremost among the reasons why I run so slow is the fact that I suck at drag racing. That plus its hard to get good ETs with a T56 and stock gears.
*Joe Hutchins took his 8 TB intake off and put a 99 intake on and picked up 30-35 hp.
Mmmkay. So do you think Dennis will pick up similar gains with a new throttle body? You sure sounded like you were advocating it.
*Superfly picked up about 30 hp with just improving the velocity on their heads. See the Superfly series, they are great articles.
*Look at SuperFords 99 Cobra heads versus 96-97 Cobra heads test they did back in 99. They did a great article on the effects of air flow velocity. MM&FF's did a great job with their superfly articles as well when they were doing their heads. Read up on these great sources.
Iâ€™ve read some, but not all of that stuff. Iâ€™ve read some other stuff too. In an effort not to derail this thread any further Iâ€™ll withhold my opinions on the merits of the Stupidfly articles. You have not yet explained to me why velocity is so important so far upstream of the combustion chambers.
Velocity is just as important if not more important than overall volume.
How much horsepower could I make if I had V8 cylinder heads that delivered 30 cfm at an average velocity of mach 0.99? Now how much horsepower could I make if I had V8 cylinder heads that delivered 300 cfm at an average velocity of mach 0.099? Please provide your answer in terms that supports your statement that velocity is more important than overall flow. Go ahead, Iâ€™m waiting.
*A Naturally aspirated 4.6 Mod motor's air requirements are nowhere near 1000 CFM (the limit of what a stock TB delivers). Yet the Accufab throttle body makes more power than stock. The TB is not aiding the airflow requirements, its improving the velocity.
The TB is not aiding airflow? Did you really say that? Just because the â€ślimitâ€ť of the stock TB is 1000 cfm does not mean that flow improvements canâ€™t be realized at 500 cfm, which, as you surely know, is about what a NA modular will flow at full song. If air is flowing across the TB, then Bernoulliâ€™s equation tells us there is a pressure drop across the TB. A properly designed, larger TB has lower head losses so it flows better at a given manifold pressure. The larger the manifold pressure, the better the improvement in flow. Iâ€™m sure you know, at least intuitively from your â€śexperienceâ€ť, thatâ€™s why blown engines see better results from an improved TB.
*Chips don't do much for a n/a car. It's been proven time after time after time. Improving the timing curve is the most imporant. A/f ratios from the factory are very close.
A ported intake can throw off the calibration of the tuneup. It's always good to stick a wide band on the car after this type of swapâ€¦Best thing to do is put a wide band on it and see where it falls.
So which is it, Dave? I thought you said NA cars donâ€™t need chips. But then you recommend he put it on a dyno with a wideband O2 sensor. Most people will burn a chip at that point if thereâ€™s an A/F problem. Youâ€™re literally talking **** out of both sides of your mouth, Dave.
I really would like to have someone, even Dave King, explain to me why air velocity is so important as far upstream of the combustion chambers as the throttle body. My understanding is that the theoretically perfect intake tract will gently reduce in diameter from the air inlet all the way to the combustion chambers, to maximize velocity and airflow. The real world, of course, is far from perfect, and airflow accelerates and decelerates as it enters constrictions and plenums, respectively. The nice thing about the modular engine intake design is that the cross-sectional area actually does decrease gradually from the runner horns to the valves. Clearly, thatâ€™s the area of the intake tract where building velocity while maintaining flow is important. I just donâ€™t understand why velocity matters that much way back at the throttle body.