Ok....I gotta chime in now.
MAKG and Bird are 110% correct.
It will only increase your throttle response; more responsiveness in comparison to the stock TB at the same throttle position. This is only up to the point where the other restrictions start hindering the flow. As we all know, its the heads that limit the airflow on these engines. Add a set of ported and polished heads and a nice set of headers and possibly a cam to increase the powerband past ~4500rpm and the TB will allow more of an increase. Its up to you to decide if $200+ dollars is worth alil bit more throttle response. Dont expect anything more on a stock engine...
In the right environment (altitude, temperature, and barametric pressure) and a cool air charge you will see gains with more air being introduced to an engine.
Not exactly correct, but on the right track...At a constant altitude, atmospheric pressure, and relative humidity, a colder incoming air charge doesnt mean more air is being introduced, but rather a denser air charge. Dense - meaning more oxygen molecules that are packed tightly together. That means there is more oxygen per unit volume of air, more fuel added, which results in a more efficient powerful stroke and more power. Add the naturally variable factors mentioned above and it makes this much more complicated matter.
The throttle body will actually improve power in (most situations) due to lowering the IAT by allowing more air to flow. The PCM sees this and introduces more fuel and raises the timing.
I cant see how a larger TB bore lowers incoming air temps. Please explain that one...lower temps dont exactly mean more air, read above...
Colder air only increases timing to the point where the knock sensor starts to receive counts of knock, or where the timing curve programmed in the ECU restricts the further advancement. If you are maxing out the value already preset in the ECU, colder air isnt goin to make it advance more. The only way around this would be to adjust timing maps with some sort of programmer or standalone.
So your telling me that a pcm cannot change a timing curve on it's own? Wrong answer. Then what is the purpose of a cam phaser? Why do vehicles have o2 sensors. A pcm will change the timing curve, whether it be due to inlet air temp. changes or even lower octane fuel.
MAKG is right again....
The PCM doesnt change the curve, but rather changes the max value of timing advance. In your example, if you had a vehicle that was experiencing counts of knock due to high IATs (ie 100* ambient temps) or too low octane fuel for the current conditions, it will stop advancing and even retard dependent upon the value of knock being picked up by the knock sensor. These actions dont change the timing map...the ECU just isnt able to add all available advancement specified in that particular timing map. This only applies to vehicles equipped with a knock sensor as they are the only form of feedback. Oxygen sensors dont have any part in this process.
A programmer is not the only way to change a timing curve or the fuel being introduced through an injector. A pcm will control the pulse width of the injector letting more fuel through it.
A programmer is one of the only ways to change the timing curve besides a standalone, etc.
The pulse width on the other hand is variable and is ever changing due to the short, med, and long fuel trims. Fuel Trims are correction factors applied to the base fuel map. When in closed loop mode, the O2 sensor is used to adjust the trims based on the sensor's values as the ECU tries to maintain a stoich a/f ratio of 14.7. Fuel trims are not used in open loop mode (ie WOT).
You can also increase the amount of fuel through an injector by increasing the fuel pressure as the pulse width the only the amount of time in milliseconds that the injector stays open...increasing the pressure behind it will increase the flow, but i guess this is another discussion altogether.
To anyone who is reading this check out some tuning forums or even type in Iat sensor retarding timing. We use a resistor on LS1 and LS7 engines that is put in pigtail of the IAT sensor to trick the PCM that it is reading around 40 degrees of inlet air temp. This keeps the timing optimized and makes better power. I'm not trying to argue.
Yes, under
perfect conditions, it might help, but there are too many variables in this. How many instances do you think you'd be at those perfect conditions. Do LS1 engines have knock sensors? I really dont know, but fooling a motor that doesnt have one would be, well, foolish. Secondly, fooling the computer into thinking colder, denser air is entering the engine only results in inaccurate a/f ratios. More fuel doesnt mean more power....very big misconception. In fact, most vehicles run rich from the factory. Adding more fuel to this isnt goin to make more power, but rather waste more fuel. Without active fuel monitoring such as a wideband (not a factory O2 sensor) you are really just asking for trouble. Get rid of the resistor and get a programmer or standalone.
Continuously rich? Since when is 14.3 to 14.7-8 AFR RICH? Many tuners using both nitrous and N/A engines use this method. The extra fuel is being burned and actually keeping the cylinder cool and avoiding detonation. SLP uses this method (resistor) on thier CAI's. Must be real stupid eh?
Yes, you are correct, additional fuel will help keep cylinder temps cooler, especially in situations where forced induction is used. It is a part of tuning where maximum power is a compromise of timing, a/f ratio, and detonation. But where I am concerned is the fact that 14.3 isnt rich, but I sure hope this isnt what your seeing at WOT. For naturally-aspirated cars, AFR's should usually range from 14.7:1 at idle and very light throttle, 14:1 to 13:1 at part throttle, and around 12.5:1 at wide-open throttle. Maximum power is frequently reached at AFR's ranging from 12.5 - 13.3:1. If you are actually seeing 14.3, you'd better get that fixed asap.
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