ClioSport.net
Register a free account today to become a member!
Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members through your own private inbox!
-
When you purchase through links on our site, we may earn an affiliate commission. Read more here.
Can someone explain the principles of throttlebodies?
- Thread starter 172alex
- Start date
e92 + E46 M3 + Cup
Internal throttle bodies.. i belive
Reason they work so well is due to the lack of bends in the inlet sytem, look at your standard one.. starting from the valves.. plennum is basically 180 degrees then 90degress from that to the throttle bodie then another 90 degrees to the induction pipe then god knows how many bends through the air box & cold air feeds where as the throttle bodies there are no bends at all air just go's striaght in :approve: .. if they wern't £2,500+ i would love to have a set
A ANIMAL
Thought it was independant?
Meg 230 f1
yeah mate look on here shows you what changes are made http://www.k-tecracing.com/show_product.asp?id=2478&pic=2
e92 + E46 M3 + Cup
DO'h
Definately individual. More air as they are a direct system, rather than throttle body, then inlet.
I think anyway.
I think anyway.
ValverInBits
It's defo individual. The power gains are due to the vastly increased area of air flowing into the engine and the reduction in flow losses (caused by bends, expansions and contractions).
Power gain is only half the story. ITBs will transform a car. The throttle response is as good as you will get because the inlet tract is so short and the butterfly valve is so close to the head (and therefore the cylinder). Great for track use. Plus the noise is insane.
No question though, for the same money (3.5k -4k) spent on a turbo project, you'd go faster, but NA (naturally aspirated) gives better response.
Power gain is only half the story. ITBs will transform a car. The throttle response is as good as you will get because the inlet tract is so short and the butterfly valve is so close to the head (and therefore the cylinder). Great for track use. Plus the noise is insane.
No question though, for the same money (3.5k -4k) spent on a turbo project, you'd go faster, but NA (naturally aspirated) gives better response.
ValverInBits
true. iirc one of the very few road cars to have ITBs are BMW M3s ??? anyone know?
ForceIndia
ClioSport Club Member
Gentlemans spec 200
IIRC all current and recent bmw m-power engines have ITB's.
Yes they do. all m cars have them but have a plenum after and then an airbox.
clio sport 182
plenum being the first itake part of the engine,the part where the tb bolts onto,where it says renault sport,the engine cover goes over it
'92 172, Lotus Elise
if they were independent you could control one at a time. think individual is a better way to describe
They are 100% individual as theres an individual throttle body for each pot. In the simplist way its just more air = more fuel = more bang = more kick in the pants.
Turbo/Supercharger does exactly the same thing but in a different way, all engine tuning is about is increasing volumetric efficiency in one way or another every power mod as far as I can think has an impact on V.E. hence the power increase or even decrease. But as Point8 points out diferent methods give different characteristics so thats where the plot thickens.
Turbo/Supercharger does exactly the same thing but in a different way, all engine tuning is about is increasing volumetric efficiency in one way or another every power mod as far as I can think has an impact on V.E. hence the power increase or even decrease. But as Point8 points out diferent methods give different characteristics so thats where the plot thickens.
Last edited:
ValverInBits
Observe the pic on this Home page http://www.boggbros.co.uk/fabrication.html
You need a custom manifold that is shorter. It's a 4 to 4 manifold, rather than a 1 to 4 as normal
You need a custom manifold that is shorter. It's a 4 to 4 manifold, rather than a 1 to 4 as normal
ValverInBits
This is as cool as ITBs get IMO
2nd stage, or stand off injectors. Normally you have 1 injector for each cylinder plugged into the manifold. With ITBs, it's the same. However when you need more fuel than the injectors can deliver, you need bigger (or better) injectors. Another way of doing that is just add 4 MORE injectors that kick in at certain RPM/throttle.
This is cool
[youtube]GsKNbsDqEPs[/youtube]
I should add it's also a pretty bad fire risk
2nd stage, or stand off injectors. Normally you have 1 injector for each cylinder plugged into the manifold. With ITBs, it's the same. However when you need more fuel than the injectors can deliver, you need bigger (or better) injectors. Another way of doing that is just add 4 MORE injectors that kick in at certain RPM/throttle.
This is cool
[youtube]GsKNbsDqEPs[/youtube]
I should add it's also a pretty bad fire risk
Cheers point8 that looks amazing lol.
1. Could the standard injectors be modified in anyway so that they can deliver more fuel? Is this a route many people go down?
2. Also I know theres no specific "route" to follow when tuning, but to get the most power via N/A, what do most people do?
Im guessing, exhaust (mani, decat, cat back etc), then air filter, then cams and remap/omex ecu, then bodies (obv get rid of the air filter), then where is the typical route to go from here without going mad, (or have i missed something)??
Cheers guys.
1. Could the standard injectors be modified in anyway so that they can deliver more fuel? Is this a route many people go down?
2. Also I know theres no specific "route" to follow when tuning, but to get the most power via N/A, what do most people do?
Im guessing, exhaust (mani, decat, cat back etc), then air filter, then cams and remap/omex ecu, then bodies (obv get rid of the air filter), then where is the typical route to go from here without going mad, (or have i missed something)??
Cheers guys.
182 Cup
1. No. Buy larger injectors that deliver more fuel. Injectors are rated up to certain power outputs in laymens terms.
2. Higher compression, using forged pistons is the 'least mad' you could then go, but still very expensive unless you have the skills to fit them yourself. Then you're looking at all steel internals and even more wild cams to increase the revs and power, but then driveability may suffer. IMO, you'd be better off spending money on a limited slip diff when you're at the 220ish bhp mark.
Darren S
ClioSport Club Member
Almost worth it for that alone, imo. Last one I heard was a yellow 106GTi hooning it up a dual-carriageway. Sounded brilliant - and didn't half shift.
D.
182 Cup
Helps you put all that power down without wasting it in wheel spin!
http://en.wikipedia.org/wiki/Limited_slip_differential
Thats what im doing atm. Just getting a feel for what things cost, what is worthwhile and gives the best bhp per £ etc. Im not saying i need a LSD now.
Similar threads
