I have done my research on the TB's and have the contacts to run flow tests
if required and/or send me the data.
Who cares about 3500rpm and below? How about the general audience on the
DML that drives to and from work on a daily basis. What you want to do with
your truck (driving like you described) is not the average from the DML
audience.
On the TB size, you just answered exactly what i've been saying...."If you
check with Holley, Edelbrock, and Accell, and look at their aftermarket port
injection style F/I systems you will notice that they use 1000+ cfm t-bodies
on engines starting at 350hp."
** Notice that the rating is "STARTING" at 350 **
So what's the factory rating on most of the 5.2/5.9's? Hmmm...add headers,
cat-back, and the overall average mods on the DML and you're still not at
that HP rating. Not without Nitrous, Supercharging, Head Work, Rocker's
(1.7:1), Cam, etc. So...I stand firm on my recommendation/opinion with the
53mm Throttle Body.
I also did re-read my original "Dick Waving" post and it wasn't directed at
Sam or anyone in general. On the what works and what doesn't on my
Supercharged V6...Mark, you really need to read what i've been testing with.
'95 5.2L SLT (Supercharged) - Richard Pyburn (TB's mainly...got two of them
waiting for him)
'97 3.9L (Supercharged) SLT - Mine
'98 5.2L Sport (Normially Aspirated) - Co-Worker
'99 R/T CC (Supercharged) - William Phelps - Also a Co-Worker
'99 R/T CC (Supercharged) - Buddy in CA (i've posted the website on this
already)
As for knowing everything, anyone who does admit to that is sadly mistaken.
I don't admit to that either.
- Bernd
-----Original Message-----
From: owner-dakota-truck@buffnet.net
Subject: Re: DML: New 53MM Throttlebody
Actually if you do a little more research you will find that many TB's are
flowed at 25" hg versus carbs are flowed typically at 28". This does make a
huge difference, air at 25" is less dense, therefore you will get higher
flow numbers. I believe that 1000 cfm TB is more like 700cfm of a carb.
Not everyone cares about 3500rpms and below, some people have big enough
balls use their engine for all its worth, and when shifting, the rpms rarely
fall below 3500 anyway. When me and Sam were driving our Dakotas home
tonight, both our engines spent lot of time above 4500rpms at 100+ mph
anyway. (on a deserted highway in the country)
Your right, 1000cfm is too much for a stock engine if you are talking about
carbs, but with a F/I system, fuel atomization and velocity do not play as
much a role as a carburetor. A fuel injected engine is able to handle VERY
large cfm ratings without problems. If you check with Holley, Edelbrock, and
Accell, and look at their aftermarket port injection style F/I systems you
will notice that they use 1000+ cfm t-bodies on engines starting at 350hp.
And as for reading original posts, maybe YOU should re-read Sam's original
post and your response to him. You did a lot of assuming in your answers.
Your "Dick Waving" contest response was un-called for and not an answer to
his question, there was no "dick waving" ever implied. What may work on your
supercharged V-6 does not necessarily work on somebody else's engine. Sorry,
but you don't know everything Bernd. Neither do I, but then again I don't
claim to.
Mark Kuzia
flyboy01@mediaone.net
http://people.mw.mediaone.net/flyboy01/home.html
1995 Dakota 13.79 @ 102.45 mph
360ci, 5-spd, 4.11 LS(8 3/4 coming soon), Cowl-induction
(A new E-body 8 3/4 [3.90 SG] has been built by Reider Racing)
http://www.twistedbits.net/WWWProfile/dakota/FqNiqqo2UjQOY/
----- Original Message -----
From: "Bernd D. Ratsch" <bernd@texas.net>
To: <dakota-truck@buffnet.net>
Sent: Friday, March 02, 2001 11:10 PM
Subject: RE: DML: New 53MM Throttlebody
On the upper end....yes. The more RPM's, the more airflow required.
I ran a 650 DBl-Pumper, a 780 Vac-Secondary, an 800 Vac-Secondary, and then
a 900CFM Projection-II system on my old BB Chevy. Which one worked the best
in the higher rpm's (above 6000) the 900CFM unit of course. You also
mentioned that Car Craft did a "Build Up" with a 750cfm Speed Demon (which
is a carburetor)...what about putting it on a stock engine? Or at that, a
stock engine with stock cam, stock heads, and headers.
Mark, read my posts carefully before jumping to conclusions: "Granted, this
would depend on Cam, Heads, Exhaust, S/C or Turbo, but that calculation is
for a "Bone Stock" configuration."
- Bernd
>
> I agree with you on that Sam.
>
> People, the other thing to remember is that "if a little more is better, a
> lot more isn't always better". Sure the 1000+CFM TB will work great in
the
> higher rpm's (where the engine needs it) but let's be realistic
here...where
> do you do most of your daily driving? I'll bet ya it's under 3500rpm. I
> doubt that you'll be needing a 1000cfm TB for that.
>
> - Bernd
>
> -----Original Message-----
> From: owner-dakota-truck@buffnet.net
> Subject: Re: DML: New 53MM Throttlebody
>
> Actually the motor I'm going with(probably)is a Mopar 360 shortblock with
a
> Hughes cam either the 1418 or the 1828, R/T heads, M1 4 bbl or maybe this
> new 2bbl, 24 lb. injectors, Mopar headers and computer and I was just a
> little curious about that 53 MM TB it seems a bit optimistic on the flow
> rating but I could be wrong. And it maybe too much for the package I'm
> putting together. I'm really having to twist the wife's arm to let me do
> all this so I don't want to spend too much money unnecessarily. I also
> talked to someone at the Mopar tech. line about the new 2bbl intake and I
> came away convinced after being on hold for a half hour that they don't
know
> sh*t about the things they sell. It's the same old story the people on the
> DML know more about Dak performance then Mopar does!!
> Sam South
>
This archive was generated by hypermail 2b29 : Fri Jun 20 2003 - 11:59:55 EDT