Accufab Throttle Body


I can see how air passing through the dual blade would be squeezed down and compressed, thereby adding heat before the supercharger does it's thing. Also more heated surface area on the dual bade that the air must come in contact with.
 
Rich any chance you can post the graph of IAT2, IAT1, MAF counts, RPM, HP for the 2 runs. I am assuming the same tune was used, else would need the a/f ratio and timing as well. That would clearly show the advantages of the single blade.
 
thegtguy said:
Yes and thank you that is my car. As it has only been out once this year due to work loads and our unually wet year so far. From we have seen on other cars (non GT's) when you put on a single blade throttlebody two things happen. Obiviously increase your cfm (let more air in) and secondly without the restriction of the "divider" in the dual blade throttlebody it decreases the turbulence and SLIGHTLY lowers IAT2 temps.






WOW, I thought I could get better than that. This test was done on the same day about an hour apart with testing the dual blade first and then the single blade. So actually the engine had an hour to heat soak. Yes as we all know temp is the greatest factor in constant HP on supercharged cars that is why we try to be as consistant as possible during testing. Same car, same driver, same dyno, same fuel, same as much as possible.
Click to expand...


First and foremost I am glad that your gal is being massaged for another season of being exercised.

Now as for the throttle body and a cause and effect on discharge air temperatures whether up or down; mechanically this is very unlikely as the discharge air is created when compared to IAT1 aka inlet air temperatures based on the compression of the air within and then measured below the supercharger.

The differential between IAT1 and IAT2 will help to confirm the efficiency of the charge cooler/intercooler which the case of the Ford GT was created by Garret however the throttle body simply draws in ambient air at a known temperature.

I share this only because a 22 degree drop is a great amount and IMO would be akin to the Holy Grail for supercharger power because this would be a drop of greater than 15% based on the average operating temperature.

All the best with your gal and your projects

Takes care

Shadowman
 
I wonder if we could get a compressor map with the pressure ratio vs cfm on the whipple? Mabye by having less restriction on the inlet your "shifting" the the map into a more efficient area?
 
Now as for the throttle body and a cause and effect on discharge air temperatures whether up or down; mechanically this is very unlikely as the discharge air is created when compared to IAT1 aka inlet air temperatures based on the compression of the air within and then measured below the supercharger.
Click to expand...

Agreed! The IAT differences MUST have been related to some kind of latent heat soak that may not have been accounted for. IAT difference of this magnitude due to throttle body design variations would indeed be a major breakthrough....
 
freeflyer said:
I wonder if we could get a compressor map with the pressure ratio vs cfm on the whipple? Mabye by having less restriction on the inlet your "shifting" the the map into a more efficient area?
Click to expand...

freeflyer as always I enjoyed the chat

Now as for your comment; as I shared "instigator" is the word that comes to mind

Takes care

Shadowman
 
As did I, but I like to think the above question is more thought provoking and less "instigating". This post.....mabye
 
freeflyer said:
As did I, but I like to think the above question is more thought provoking and less "instigating". This post.....mabye
Click to expand...

:cheers

Shadowman
 
You must log in or register to reply here.

Top Bottom