Triple throttle?
Discussion
Improving the engine bay in looks or performance? Unless you have or intend to have major engine tuning mods, the triple carbon Plenum and throttles may/will be overkill, the twin however could be a useful addition, there are several guys on here who have multiple throttle set ups, phazed, chilli and m poxon to name a few, who I'm sure will be able to give real world comments.
rigga said:
Unless you have or intend to have major engine tuning mods, the triple carbon Plenum and throttles may/will be overkill, the twin however could be a useful addition
Based on my limited knowledge I'd agree with rigga on the overkill thing... typically the single throttle body (TB) set-up is supposed to provide the optimum air flow/air speed for the engine in accordance with the manufacturers design (and cost criteria), although the standard set can benefit by a slightly larger diameter TB (integral to the plenum on the standard set-up). The engine in standard form will require a certain volume and air speed (smaller the TB higher the speed), although in the case of the TVR 5 litre unit (originally 3.9?) it will use more air than the standard plenum would normally provide because the heads will flow more air than the standard range rover heads (bigger valves etc). So, to cut a long story short, you can go too big (too many) on the TB side and this may have a detrimental impact on engine performance.
You should also know that I often talk complete b
ks, as a little knowledge can be a dangerous thing 
Hopefully someone else will be along and provide further clarification.What I can say without fear of being contradicted is that the CF plenums (at least the one on my engine), not being a thick lump of alloy, are much noisier than the standard set-up, and valve train noise is quite loud... I tend to think of it as 'mechanical music', but if you prefer all your noise to exit from the back of the car with very little coming from under the bonnet then this might also be a consideration....
Matthew (mpoxon) will I'm sure give you the lowdown on the twin set-up...
Hope this helps....
Chilli
The Tripple is a great piece of kit and as Chilli said should be set up properly.
I believe it can run with your 14CUX setup but check with Tim at ACT first, (he's on holiday this week).
You may need the larger AFM and a few adjustments.
Of course, if you are considering MS or Emerald then that's the time to do it.
Preview!
I believe it can run with your 14CUX setup but check with Tim at ACT first, (he's on holiday this week).
You may need the larger AFM and a few adjustments.
Of course, if you are considering MS or Emerald then that's the time to do it.
Preview!
Either will be fine. The three individual throttles are of smaller diameter than the twins, which are in turn are smaller than the single std one - the benefits are not in the surface area of the throttle opening per se, but in better air distribution over the intake trumpets.
The main thing about these is the throttle response. On a well fettled engine it's like having the best of both worlds - especially on a balanced and lightened rotating assembly you're getting a long way towards the immediacy and seemingly inertia-fee response of the later TVR-designed engines while keeping (and enhancing a little) that gorgeous RV8 noise.
As a bonus, we found 12 extra bhp on a 270 (before) bhp 4.6 engine at John Eales' engine dyno with the twin plenum set up - the more powerful the engine the bigger the difference will be. As a guide, the triple throttle set up only gives an insignificant amount more power than the twin on a 300 bhp engine (so it's largely a question of personal taste and budget which one to go for), but at 350 bhp the difference bewteen the two becomes worthwhile in itself.
The main thing about these is the throttle response. On a well fettled engine it's like having the best of both worlds - especially on a balanced and lightened rotating assembly you're getting a long way towards the immediacy and seemingly inertia-fee response of the later TVR-designed engines while keeping (and enhancing a little) that gorgeous RV8 noise.
As a bonus, we found 12 extra bhp on a 270 (before) bhp 4.6 engine at John Eales' engine dyno with the twin plenum set up - the more powerful the engine the bigger the difference will be. As a guide, the triple throttle set up only gives an insignificant amount more power than the twin on a 300 bhp engine (so it's largely a question of personal taste and budget which one to go for), but at 350 bhp the difference bewteen the two becomes worthwhile in itself.
Here are my thoughts on my recently installed twin plenum:
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
This is what you REALLY NEED….
http://www.johnealesroverv8.co.uk/3.html
(might have to scroll down a bit)
http://www.johnealesroverv8.co.uk/3.html
(might have to scroll down a bit)
I got this single carbon plenum from eBay, with a 76mm TB.
Don't know who made it for sure, but I'm pretty certain it was ACT so you could ask if they would do another one? That might be an option for you without needing to change ECU etc so keeping costs down a bit? plus I would love to know if he did make it in the first place?
Don't know who made it for sure, but I'm pretty certain it was ACT so you could ask if they would do another one? That might be an option for you without needing to change ECU etc so keeping costs down a bit? plus I would love to know if he did make it in the first place?
I was googling before and couldn't find anything concrete but on this article
http://www.actproducts.co.uk/about/press/
"Now we could add the Tim Lamont carbon intake system. The inlet manifold can remain stock, but to get the best from the system Tim opens up the intake to 45mm diameter (38mm standard) and fits matching 45mm intake trumpets. These are shorter than standard and open up to 50mm at the intake end. The carbon lid that goes over this lot has 50 per cent more volume than standard, and takes a much larger bore throttle body.
The design of the lid was aided and abetted by Tim Watson – a man who works with wind tunnels for a living – and the internals shaped to get the air into the engine in the most efficient manner possible. The throttle body has a 76mm butterfly, and the butterfly is tear-drop shaped for aerodynamic perfection (probably gilding the lily a little, but it does the trick). A new, larger-bore hose connects this lot to the air metering flap."
http://www.actproducts.co.uk/about/press/
"Now we could add the Tim Lamont carbon intake system. The inlet manifold can remain stock, but to get the best from the system Tim opens up the intake to 45mm diameter (38mm standard) and fits matching 45mm intake trumpets. These are shorter than standard and open up to 50mm at the intake end. The carbon lid that goes over this lot has 50 per cent more volume than standard, and takes a much larger bore throttle body.
The design of the lid was aided and abetted by Tim Watson – a man who works with wind tunnels for a living – and the internals shaped to get the air into the engine in the most efficient manner possible. The throttle body has a 76mm butterfly, and the butterfly is tear-drop shaped for aerodynamic perfection (probably gilding the lily a little, but it does the trick). A new, larger-bore hose connects this lot to the air metering flap."
brett84 said:
I got this single carbon plenum from eBay, with a 76mm TB.
Don't know who made it for sure, but I'm pretty certain it was ACT so you could ask if they would do another one? That might be an option for you without needing to change ECU etc so keeping costs down a bit? plus I would love to know if he did make it in the first place?
It looks like it`s been screwed down a bit to tight . Don't know who made it for sure, but I'm pretty certain it was ACT so you could ask if they would do another one? That might be an option for you without needing to change ECU etc so keeping costs down a bit? plus I would love to know if he did make it in the first place?
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