Originally Posted by Audacious Nick
"I am highly skeptical of a TB actually picking up that much power. Do we have any other cases that support this?"
You shouldn't be....here is a guy that picked up 15 ish with my V1 design a few years ago in his 6th Gen LT4 ZL1 Camaro.
Ordered Tony Mamo Throttle body (UPDATED WITH DYNO) - CAMARO6
As good as that TB was/is, my V2 design flows significantly more air and that LT4 blower is making good use of it (it really needs more air at that power level).
Stock TB's flow right around 940 CFM.....my V1 flowed right at 1000 CFM (with solid gains in the lower and middle throttle angles which increased responsiveness and tip in reducing/eliminating the dreaded of idle lag).
My new V2 design flows 1100 CFM.....a tremendous increase in airflow over stock and a significant gain over my proven V1 design.
Better yet it also comes with just as large a gain in airspeed as well and that's the winning hand when you can design a throttle body (or a cylinder head or an intake manifold) that significantly improves both. Your practically force feeding the engine with a higher volume of air moving at a much greater rate of speed.
I should add that Internet Ninja's testing is about as scientific as it gets and his methodology for a guy that doesnt make a living doing R&D in this field was actually impressive from the way he logged all the engine parameters to the way he conducted the actual dyno testing. He kept on an eye on all the things that matter in his testing and did the runs with the same water temps and the same IAT's etc to keep all the data pertinent and valid. Reduce all the variables you can to zero. That is especially important when testing boosted cars as heat soak is always a problem and needs to be managed to get true real world results from any change your evaluating.
Im going to share some pictures of the new design here in this thread before the close of the weekend and probably launch my own thread regarding this product very soon so I can try and keep the bulk of the information in a single thread so its easier to manage and send people to that are interested.
in the last six months or so, I have invested the better part of whatever time I could allocate to R&D focused on this product....that's a fact. And while it took alot longer than I hoped because I couldn't leave well enough alone, the results just posted certainly helps make me feel the extra effort and time invested was well worth it.
Looking forward to some data from other customers I have helped as well but I can tell you that all the guys that have tried my new V2 design have been really pleased with it.
Cheers guys
Tony
Spoke with Tony tonight. Ordered a LT4 version.
If you don’t mind can you elaborate on what Tony said? I assume you asked about his recommendation of the LT1 V2 vs his LT4
That's what I gather also. I appreciated the fact that he didn't just say, 'yeah, it'll work fine'. He wanted to take a few minutes and have a conversation.
I have their TB, ported SC, smaller pulley, and catless long tube headers and so far 3300 miles in, no codes
the headers not throwing codes is def the one that is very surprising
Any gains to report?
Nope. Dyno on Monday.
What's your baseline? Dyno before mod? If so, what was you hot pull? You experienced, flutter on the track? On track or daily spirited drives?
