Who sells throttle bodies for 3.4 TT efi build? Race motor.

[BReyes]

Who sells (larger) throttle bodies for 3.4 TT efi build? Race motor.

Is 70 big enough is 80 or 90 too big?

w

Thank You

[Henry Schmidt]

Try Jenvey Dynamic Induction Systems http://www.jenvey.co.uk/

70 mm butterfly is way too large for a standard 3.4.

52 mm at 9 inches high is more than adequate. The intake valve is only 49 mm so a port size of 41.5 would be considered max.
That leaves a gradual taper to 52 mm at 9 inches more that large enough.

[cnavarro]

You can also try TWM Induction here in the states.

[red9]

I have a set of TWM throttle bodies for sale,Previously used on similar engine to your use.Also they have the inlet tanks bolted to them and would cut a lot of time in set up. Engine made plenty and in conjuction with programming lag became virtually non existent.PM if interested or I can post photos if reuired. Do not want to hijack your thread.

[beepbeep]

Hello!

I have expirience with twin turbocharged 3.6 engine and my opinion is that there is very little to be won by using ITB's on turbocharged engine.

It's just not worth the hussle and money involved. Throttle responce of turbocharged engine is depends mostly on turbocharger sizing, ignition advance, plenum shaping etc. What miniscule throttle responce gains you might get by plowing thousands of $$ into ITB will be drenched in sea of turbo-lag.

Also, there are added problems of obtaining clear vacuum signal for MAP-sensor and BOV, concerning induvidual plenums. You will also need balancing pipe between plenums or you will get all kind of problems.

It's much better to use money and energy to optimize headers, plenum runners, turbo sizing and ignition mapping. The sweet spot is, according to me, twin plenums with twin throttle bodies, long runners (to optimize breathing longer down) + balancing pipe (to get rid of small throttle-synchronization and turbo differencies). That's exactly what we did. Engine on picture was dynoed to more power you'll ever need and has nice progressive character (boost is mapped proportionally to TPS).

Cheers!

[philippeF]

whaooo ! that's an impressive setup !

congrats beepbeep
Philippe

[red9]

[red9]

Apologies for filling up thread with my photos-- at least they HAVE NOT been posted on Pelican before! Another benefit is that it at leasts bumps the thread for you.
It's great to read "expert" opinion in these forums so it is hard to let some things pass. In reality there is much debate about what is "best" and if there is/was a conclusive answer we would not have 2000 different opinions and"theories" based on what"experience" of the offerer.
This set up was used on engine similar to what you are proposing and is a relatively "simple" system that can be quite uncomplicated.It was on a race engine that actually raced very successfully and RELIABLY.The fundamental plus features of this set up is the short distances creating(in conjuction with some terrific cams and good management system and turbo) very little to NO apparent lag.Was outstanding to drive as huge torque was tremendous racing advantage.
I would not have posted and replied uninvited if not for other postings.I do not need the world to look at photos and applaud to keep me feeling good about myself.

[beepbeep]

In my opinion, optimal plenum will never remove turbo lag. It can only shorten it somewhat and come closer to theoretical optimum.

Only way to truly remove turbo lag is to use ALS (Anti Lag System) and I believe that most of us will never use it. We have ALS on engine pictured above but last time we tried thottle got stock (and turbochargers get really hot). There is also lot's of machine-gun fire from the exhaust

Plenums are little of black-art. Problem is, you will never have time/money to try different designs on dyno and pick out the best. Plenums above were designed and built by a company that usually specializes in Wankel (rotary) engine tuning. According to them, it's quite important that:

1. Runner length is tuned to revs where turbo starts boosting. Make them shorter and you'll have laggier engine with more top end etc.

2. Air should not make sharp 90-degree turns inside the plenum.

3. Venturis inside plenum are just as important as plenum iteself. They should be of appropriate diameter and not welded flush with the bottom.

We moved boost treshold 500 RPM's down and gained tens of HP just by careful design of headers and plenum.

I hope this info helps.

Cheers!

[BReyes]

Appreciate ALL info gents. Keep it coming. I have not been able to fully consider options and make all calls. Have received wide price range and info so far.

FYI, I have 3.6 plastic intake modified/covered in Kevlar, shortie TT headers, and large full bay TT IC with outlet straight shot to TB. Plan to use top of the line efi, ems, and garretts. Have lots of research yet to do.

[Wayne 962]

That's some serious-looking stuff!

-Wayne