Thread: Ported Throttle Body Results

Good afternoon. Wanting to pulse the community on specific/quantifiable results that people have seen from before and after their ported or larger throttle body installs. (ZZP Stage 1, ZZP stage 2, N*, etc. as some examples)

By quantifiable I mean things such as inlet air temperature changes (if you measured post TB), horsepower gains, KR reductions, pulley size drop allowance, etc. Feel free to comment on other good info if it is applicable but trying to get away from responses like "it feels faster" or the "supercharger is louder"

I now have a ported ZZP stage 2 TB in hand and will be installing in the near future when I figure out what I want to scale my MAF table to as a starting point.

Thx in advance

This may not be much help but to me how could an increase in the inlet size of the throttle body change the amount of knock it has or change in the size of the supercharger pulley.

Knock happens in the cylinder(s) post throttle body and supercharger, the size of the inlet will not matter.


I can see a horsepower gain when you have reached the airflow limit of the factory one, maybe someone has that stuff to share.
As for you wanting to scale your MAF table for the new throttle body, there isn't anything that you can just drop in there or really guess at. You have to tune it and scale it as you go, fuel trims will be off for sure because there is a different inlet size.

Good points^^

As far as KR and inlet air temp go, I would think that the larger and less restrictive the TB and MAF area is, would correlate to a lower pressure drop across it, leading to the less work the engine and supercharger need to do to move air into the motor, leading to a performance benefit (in theory). I cannot say from personal experience though that this would be the case. The same philosophy applies to having a good air filter. If a dirty/poor air filter causes less flow for a given pressure drop, the engine would have to work harder to bring air in, versus a clean filter giving a power increase.

I do plan on scaling the MAF values, driving, scanning, rinse/repeat. But I am curious what a reasonable scale would be (for example if I should start with a 10% increase in MAF values below lets say, 2k RPM, and then scale up to 30% by the time I would reach WOT.. just throwing those numbers out as a random example). If I assume too far off, converging on a good solution for the MAF may take me a lot more iterating and trial and error vs. someone who can point in the roughly right direction to start based on some tuning experience of their own

I know in the Supercoupe world that there were a lot of tests done a long time ago with outlet temps/vs inlet restriction and in some cases the outlet temps dropped about 75* when going from the stock 60mm TB to a 75mm TB. The Ford inlet is horrible and is not a fair or even comparison to the GM M90, but a roots blower hates any inlet restriction and so improving airflow into the supercharger helps in this respect, but I am interested in knowing as well. Booba5185 is about to add a MAP sensor to the vacuum tree to measure the amount of vacuum present at WOT with his stock Throttle body and then his modified one with the larger MAF as well since we deleted the MAF hole in the TB since it seemed to me, and a few others had said that they had problems tuning a stage 2 TB with the stock MAF sensor.

Jeff

Thanks for the info Jeff. I am hoping I can get my stage 2 setup dialed in correctly but we'll see. I am getting tempted to install an IAT sensor in the intake manifold, post supercharger to see how much the inlet air temps change from stock throttle body to stage 2 throttle body. The stock inlet air temperature tables in the GTP tune start to pull timing as you creep up in temperature. Curious if I can keep it in its normal timing zone by reducing temps enough.

Actually, now that I think of it, The computer won't know what the inlet air temperature is post supercharger since it only measures it pre-MAF in stock form... Hmm...

Doesn't keep you from monitering it. I'm actually going to use K type thermocouples pre and post. I have a meter that will accept 2 inputs and will record min/max and average and you can subtract T1 from T2 to display differential. Unfortunately I don't have a graphing function for it. I do have a recorder for my RC car that will accept up to 3 temp inputs using 10k ntc thermistors. Adding an IAT in the manifold but before is where I'm having issues how to get a small enough sensor below the blower and before the IC unless I use one of the 2 mentioned.

Jeff

Yea, I have what I believe to be the equivalent of a stage 2 TB and I'll be running a before and after run with an N\A MAP sensor on the vacuum tree (on top of the supercharger) run to my AVT box (for logging). Then after the swap I'll do a drive and compare the results. I'm switching over to an LQ4 MAF so I have to get the new tune safe enough to go WOT of course, but hopefully it'll give me some results. I'm not really thinking the IAT will drop, but more the restriction. I'm actually hoping to get this project in the works tonight-this weekend at some point.

excellent. looking forward to seeing/hearing how it comes along. Ordered my wideband gauge today. Once I get that installed, I can then install my Stage 2 TB as well and start adjusting the tune for it. Will keep this thread posted as I progress.

Might want to go for a spin and do some WOT logs. I'm changing over to an LQ4 MAF since I'm about to outflow my stocker. I have an L32 (Gen V) with headers, rockers, and a 3.6" pulley and I hit 10,5XXHZ on mine, max being 11,500HZ. I figured there was no time like now to change over to the LQ4, so it might be something that you want to look into as well. Just sayin.