Perhaps you should change your siggy picture.

AE was my Physics I teacher. I've always wanted his hairdo...I finally got the color right, but not the style.

 

if you hung out in the lounge more often, you'd understand the underlying humor

and in school i got the hair doo, thankfully not the color yet. Although i'm losing the hair rapidly

8am classes = no shower, no combing hair, no getting dressed up

8 am classes = cap, sweater, shorts, sandals- maybe underwear depending on what happened last night

 

Damn now thats pretty cool

 

I'm old, but not that old. AE was an associate professor of physics at the University of Zurich....in 1909! He died in '55 when I was just realizing girls were more than round boys (6th grade as I fondly remember).

 

girls still had cooties till i was in 7th grade

I was a slow one Ohh well, High school was a blast when you could blow $20k on your car in your senior year and not worry about girls

college =
too many looking girls

 

I hear ya trey, i find myself wearing shades (even when its raining) between classes so I cant see how hot the women are......

Damn 18 year old hormones....

On to the topic though, the four barrell air door's may be a larger restriction to the airflow, but I think they are much easier to control and smoother when driving around town than a 100mm single blade TB.
My friend's 70 Challenger has a fuel injected (and blown) 383 big block in it and he was using a single blade TB, but he switched over to a 4 barrell from Force Fuel Injection when his broke.
I rember driving his car with the monoblade, you had to have the softest foot or the rearview mirror would be full of smoke. Now the thing drives like a dream. Also 4 barrells could have progressive linkage hooked up kinda like secondaries on carbs to further smooth out throttle feel.

Just my 13 cents

Hunter

 

For those guys saying that a larger TB shouldnt reduce HP on a stock car.... I agree but this is one time that theory doesnt quite explain reaility. I attended a Tech school Where we had 5 LT-1 F-bodys to toy with and dyno. Each student had a list of mods to try BBK 58mm TB BBK 52 TB and Holley 58mm TB were all tried and dynoed. ON all 5 cars. 2 bolt on cars / 1 supercharged / 1 cammed with ported heads / one stock. All saw losses from all 3 throttle bodies. The instructor of this course (who is one of a few LT-5 Certified GM techs said that he has run them at least 500 times and never seen a gain on a car that was still a 350. Apparently the N/A stroker guys are the only ones that benefit from it. IT should be noted that all except the N/A cammed were mounted on a stock (non-portmatched)intake. That may have been the reason for some of the losses. There was very little if any loss on that car. I run a 58 milBBK on a portmatched LT-4 intake, If I ever get a chance i can throw the stock one back on for a dyno run, but because my car is a N/A stroker im shure the extra air is needed.

 

Wait until you have 60 credits and see how much of your sanity is still intact. Mine has all but left, and hangin' on by a thread.

Or better yet, wait until you hit Statics and Dynamics, those two classes are like Physics on steroids/crack/speed, etc. Then Thermodynamics and the Fluid Mechanics classes are right after that.

Just bend over and take it like a man

 

I usually do really well in hard classes and fail easy crap
I almost failed art in highshool


I'm looking foward to fluids though

and just for the record, i lost my sanity and dignity a long time ago

 

Tell us how you liked fluids and thermo after you take them.

Ya' gotta love statics and dynamics. It's how things work. Isn't that why people become eingineers...to learn how the world works?

Best cam designer I know is a Particle Physicist by training. He's top designer at a very well known CCam company, and one fine teacher.

 

See Avatar for my Throttle Body. Probably double what the engine needs (~1000cfm), but then again, anything less then WOT is unimportant on that car. I didn't even bother with an IAC.

 

Funny thing about it..... even a carbed engine will make more hp with a larger than "theoretically acceptable" carburetor. Especially a slightly warmed over small block chevy. So what's the point?
Well, if you can shear fuel and atomize it properly (booster signal and metering) the drivability will be there along with less restriction at high rpm and WOT. All equals more hp.
Just look at the carb recommendations a shop like Pro Systems makes. A well tuned/developed carb can be (should be) larger than "theoretical" for max power.

So, now that we take the fuel atomization and metering aspects out of the equation...... who's to say it aint the same for a throttle body?
And I've seen numerous gains on mild (stock stroke) LT1's with a change to 52-58mm tbs. Usually something like 6-10 rwhp.

-Mindgame

 

Dyno tested? IF sowas the intake matched to the throttle bores?

 

Carbs aside and EFI the point its not a matter of bigger is better nor vice versa..The problems with a larger TB effectively tuned out..The transition stumbles can be bad but from a 52 to a 58 isnt much..Ive worked on more stangs with bogs and stumbles because of the large 65+mm TBs they seem to like.Off idle stumbles and severe hesitations are other problems ive worked with..HP gains not much because think about it..The most popular carb out there is the holley 750.You can support 700 hp with one..The throttle respose will be killer when compared to a big ole HP950 carb.The 950 carb will make a few more ponies..If im correct a car rag did a carb shootout and found the same out recently..Think about and remember that im talking about tuned here and not out of the box...A 650 DBL pumper will loose a few hp on a dyno when compared to a 950 on the average hot small block. Then take out the fuel part of it..Then you just have air..On top of that you are working with a rather large plenum just behind the TB blades..So to me its really hard to compare with a carb when the whole intake tract is different.

The only gains ive seen from going to larger TB is driveablity quirks..Seems to be when the point has come to upgrade the TB is in the 650HP range..From my experence thast when the 58mm TB helps out on a sub 400cid smallblock. N/A of course..On anything but a race car i would stay smaller.6-10 HP on a stock LT1 with bolt ons is pretty common but the tq from what ive seen is more like 2-5 ft lbs. if any..

 

I always thought the reason a larger TB hurts carb cars because you don't emulsify the fuel well when you loose velocity at the TB, the more vacume there was at the TB the better the fuel was immulsified therefore having a better burn thus making HP, noone told me this I just kinda assumed when I learned about carbs & how they worked. With fuel injected cars it wouldn't matter since the immulsification happens at the injector, & when you put a bigger TB on a fuel injected car it always & I mean always in my understanding should make more power. Think about it, port velocity happens at the heads, so the bigger the TB the less you disrupt the port velocity at the head, think about it, you syphon a gas tank, now the velocity of the water keeps it comming & comming, now restrict the tube & then let it go, you can acctually stop the flow of fuel ! I always imagine the engine in my head, I never use formulas unless you need them like calculate HP etc...

Also, one way to tell your TB isn't big enough is when you see your MAP increase at WOT when you switch TB's, I would get 92-98 for MAP at WOT, with a 58mm I keep my MAP pretty constant at 99-101, the 92-99 fluctuation tells me too things, the end result map is low & the fluctuation represents the flow / port velocity is being disrupted at the heads.

If you don't understand I can explain my explenation a bit further.