not really, hes got a DTA setup already lmao
toby, shop around to get better prices mate. i am going to be running some wacky profile cams and remapping the MBE myself with a nice AFR setup. works out £200 cheaper than getting SBD's cams alone!
I know QED have experience with dta where as SBD only use mbe. SBD are very expensive, plus getting common, as in everyone uses them as they are well known, one stop shop. Nice to be different and will have good advice for getting the right setup taking into account your exhisting setup.
QED were used for back to back tests in ccc a while ago and did such a test of the different types of throttle bodies on a 2lt 16v ( taper, parallel, long, short, jenvy, qed, sbd and of course the bench mark of carbs) in a 1997 issue of ccc when it was truely amazing magazine. All tested with dta. If i had a scanner i would put it up. Bring back the old CCC magazine all text and some pictures now its all pictures and some txt.
"You can see from the results in terms of numbers in the power figure columns, but that isnt the whole story. What conclusions can we draw from these results? To start with the obvious conclusion CARBS ARE DEAD.The DCOE has had a long run, but now its finished. Remember that wer gave the carbs an artificial head start by giving best power figures for several combinations of jets and emulsion tubes. They wouldnt have been as good than they appear in the charts-which isnt very good at all.
I dont doubt that flow bench testing would show that we needed larger chokes than the 42mm ones in the 48DCOE bodies. But changing to 50DCOEs would have given poorer bottom end power. The advantages of injection are not only airflow, but also getting the mixture right everywhere and presenting the fuel in the form for mixing with the air.
When it comes to injection throttle bodies we had a real suprise. Its my opinion(currently that is, I reserve the right to change my mind) that the internal shape of the body makes no difference at all. If it passes enough air, something you can measure on a flow bench, that the starting point. But its the pulse tuning that is the really critical factor- and you cant measure that on a flow bench.
The biggest suprise was finding a bend in the inlet gave us much bigger changes in power from tuning the overall length. Initially I did wonder if this was due to the turbulent air in the inlet manifold turning the short side of the port better than a straight shot, and then reaching a limiting factor at high rpm. However, if you look at the figures you see the same manifold on a shorter length trumpet gives exellent top end power. The only conclusion I can draw from all this is that we are seeing the effect of two tuned lengths in the manifold system. One reflection at the junction of the manifold and body, another at the intake trumpet. It looks to me that at 5000 rpm they combine to increase cylinder filling and at 8000 they combine to oppose it.
Ken Snailhams initial "gut feeling" about the inlet manifold systems appear to be dead right, they can give a lot more mid range power when you get the tuned length right. Ken now wants to go on and carry out some more tests, using a pulse plate against the intakes to see if he can duplicate the mid-range gains without losing the top end grunt. With a bit of luck CCC will be there making notes drinking all Kens coffee and reporting back.
Finally I would like to say a big thank you to Kens customer, the owner of the engine which we used to burn 18 gallons of fuel while conducting these tests.I would like to, but I cant for two reasons. First I dont know the customers name, and secondly he/she didnt know we were using their engine. Lets keep that our little secret okay?" CCC Sep 1997
You can buy bodies direct from dta which i have which are Jenvy and are the same as the ones labeled Luminition is the test.
Thats only the last page conclusion there are 5 pages of text on the test! You dont get articles like that anymore.
Hope this helps!