Joel,
funny you should ask! We are working with "those guys" to find out the very
thing of which you ask! turns out they had never tried a modified TB on
their kits...They should know in a couple of weeks. We will keep the list
posted on their results! As for loosing HP with a bored out TB on a stock
motor, I do believe that it is possible! It seems to boil down to the
"truckness" of the motor IMO. The whole pressure pulsation issue in the
intake manifold seems to be a big "mystery" to a lot of people (me too!)
Stock cam, intake, PCM and heads are a tuned system. The TB is part of that
tuning! Those crazy chryco engineers were doing more than sitting around
drinking coffee when they worked this system out! BUT, add MPI manifolds,
new cams, head porting, radical PCMs... all bets are off as to whats gonna
make the HP!
BKB
-----Original Message-----
From: dakota_5sp_v8 [mailto:Dakota_5sp_v8@zracer.com]
Sent: Tuesday, April 20, 1999 8:10 PM
To: DML
Subject: DML: RE: RE: RE: R&D Performance now offers TB modifications!!
(length y co ntent)
I am going to put on a whipplecharger that is sitting right here after
win98se ships. The machine guy said the hone straight through would not do
much but taking the tabs off would help slightly. Then I mentioned a
whipplecharger and he said it would make a difference. Bruce, would you
think the 52mm tb would give more hp on a kenne bell whipplecharger kit
verses the stock tb on the sc?
Joel
-----Original Message-----
From: Bridges, Bruce [mailto:bbridges@alarismed.com]
Sent: Tuesday, April 20, 1999 8:32 AM
To: 'dakota-truck@buffnet.net'
Subject: DML: RE: RE: R&D Performance now offers TB modifications!!
(lengthy co ntent)
Joel,
This is very common! Straight thru boring the TB to a larger diameter can
mess things up with a mildy modded (bolt ons only) motor! Our research
turned up some very interesting things regarding the original chryco
variable valve design. The stage One makes use of this design in a
"modified" way. This is one of the reasons I have tried to "talk" most
potential TB buyers into the stage one design! Without an aftermarket
camshaft and/or intake, a straight bore TB will not be very compatible with
the factory manifold, cam and computer settings... Its a lot harder to
Keep/modify the variable valveing in the TB bore than to just bore straight
thru, but its neccessary to improve HP on a bolt-on modded motor! You can
spend a lot of $$ on a TB and get squat for it (other than a nice looking
unit with better throttle response and/or a big wooshing sound @ WOT...)
BKB
-----Original Message-----
From: dakota_5sp_v8 [mailto:Dakota_5sp_v8@zracer.com]
Sent: Monday, April 19, 1999 6:21 PM
To: DML
Subject: DML: RE: R&D Performance now offers TB modifications!! (lengthy
conten t)
I like the fact you offer a return option. I had my TB machined to 52mm.
Added a k&n filter and lost 4+ponies. Dyno tests prove it. Now Im out 220
for the machine work and 275 for the new TB. It has allot better throttle
response and a big bore sound when at WOT. I would have bet my paycheck it
gave me more power. Good thing I didn't.
Joel
http://www.zracer.com/dakota.htm
-----Original Message-----
From: RDPerform@aol.com [mailto:RDPerform@aol.com]
Sent: Monday, April 19, 1999 4:12 PM
To: dakota-truck@buffnet.net
Subject: DML: R&D Performance now offers TB modifications!! (lengthy
content)
Hey folks,
With all of this TB modification talk going on, I've decided to offer a
blueprinted, high precision CNC machined throttle body at a fair price
without the large waiting period.
The main focus we had when prototyping these throttle bodies was quality, as
with any other of our products. Several extra steps were taken to increase
the quality and airflow capabilities of the throttle body that you won't
find
anywhere else without really paying for it.
Here's how it works;
We start with a stock throttle body and disassemble it.
Everything is then cleaned and prepped, and then the unit is placed in one
of
our CNC controlled verticle machining centers (mill). The unit is then given
a large enough overbore to clean up the factory back bore and open the
entire
throttle body to that diameter all the way through. This is one of the most
important steps in our TBs, as it completely removes the large "step" in the
throat of the throttle body that causes a big restriction. It also
completely
corrects the factory's messy machine work. You won't get this from a
throttle
body that uses the factory diameter bore. It does take extra time, it does
cost more, but rather than making this an option or upgrade, we included it
in the base price.
The next step is to machine a 7 degree taper to remove the factory's rough
casting job and blend to the throttle body's new intake diameter. This step
opens up the stacks on the top of the throttle body and smooths the
transition to the new, larger air intake bores.
Now that the bores of the throttle body are done, new throttle plates are
essential as the stock ones won't fit. Rather than using a cheap, stamped
aluminum throttle plate that would fit so-so in the bore, we created a
special fixture that holds the new throttle plates (constructed of 303
stainless steel) in the machine at the position they would be at when the
throttle is closed. To understand what I'm saying, you would probably have
to
take a look at one off the truck, but the plates sit at a slight angle when
your foot is off the gas, not flat. With the new SS plates held at this
angle, they are then milled to perfectly match the throttle body's new bore
and sit at that perfect angle. The stainless plates actually increase the
strength of the shaft assembly over using aluminum plates, and usually,
angle
milling the throttle plates is overlooked by most hot rodders that would
rather use already made stamped aluminum pieces (much easier, more cost
effective), but this is just another one of the features you'll find in this
unit.
The next step is to address the throttle shaft. The stock shaft is bulky,
very thick, and not the best design for a high flow application. There will
be a new stainless shaft option here that will cost slightly extra, but we
do
modify the stock shafts as well for the budget minded. The stock shaft is
counter bored & tapped for socket flat head stainless steel screws. This
means that the screws are "sunk" into the shafts diameter and do not
protrude
into the throttle bore. The shaft is then equally cut on both sides for a
thinner cross section in the bore. The result is even more air flow.
The bores and blades are then hand polished to a high luster and assembled,
and the screws in the shaft are tig welded in place for your engine's
absolute security. The stock shaft also receives a special coating to
prevent
the corrosion on bare steel.
The results? Impressive. We're very confident with our throttle body
modifications that we'll back them with a satisfaction guarentee. I
seriously
doubt this scenerio will ever pop up, but, if you are unhappy with the
performance increases as a result of these modifications, just return the
unit and you'll receive your money back... it's that easy.
The next step is to finish testing new shaft designs... This should happen
very soon, but I'm not sure how this will effect the pricing of the just
yet.
Pricing is still up in the air, but I expect to offer everything I've listed
(and possibly more) in the mid-high $200 range. I'm looking for your input
on
what you all think.
As for production status, I only need to find a better source of throttle
bodies so I can do this on an exchange basis more efficiently. Maybe someone
on the list could point me in the right direction? Large back order times
due
to the lack of machine time shouldn't be a worry. The programs are written,
the product is ready, and I can start taking orders as soon as I get a
pricing structure set up.
I'll have a page available at http://members.aol.com/rdperform/tbimod.html
within the next few days.
Look foward to hearing from those that are interested...
ttyl
Patrick
surf.to/rdperformance
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