Has there been a past Group Purchase of the TPIS Monoblade? I would be interested.

As a side FYI, the new GSXR1000 comes with 58MM throttle blades for each cylinder. Hmmmmm?

Aaron

 

The vast majority of 350-383CI engines don't need a 58mm mono-blade throttle body, but there might be enough interest for a small GP. I have a 58mm twin throttle body going on my 383 and that's more than enough.

As for the GSXR, thing are different when you start revving in the 12000-14000RPM range.

 

I am not looking at the dual 58MM TBs, I am speaking of the single oval "monoblade". I already run the dual 58MM, and was looking to upgrade.

I own the GSXR 1000 (prior year), and you are correct in that things are very different at the 12,250 redline. I just thought it was interesting that Suzuki is now using four 58MM TBs to feed an engine that is ~14% of the size of mine fed with two 58MM throttle blades.

Aaron

 

A friend of mine has an ASM 58mm monoblade unit, it's an extremely nice TB. What kind of engine are you running to require one though? My 383 is spec'd very high and I don't need anymore than the 58mm dual butterfly body.

I really like the GSXR 1000's, I have a 2000 Yamaha R1 and have thought about trading it in numerous times on a GSXR, until I saw the new R1 in person

 

You shoudl read up on the 48mm (stock, 50mm, 52mm 54mm 58mm and monoblade) TB's con's and pro's. Unless you do have a HUGE need for incoming air (high PSI supercharging or HUGE high-revving engine) I am talking 800HP and higher, there is no need to go crazy with a monoblade.

You'd lose performance even if you get it dialed in with a custom chip.

 

I currently run the dual 58MM Accel TB. I think that my engine could benefit from the 1400 cfm monoblade that is available from TPIS. Do others manufactur this monoblade?

I run a 6600 RPM street L-98 motor.

Aaron

 

 

Accel has one in the works but for now there is no scheduled release of their unit. Also for those with an LTx engine, Accels 58mm dual bore body is also in limbo for some reason. It is a known fact that LPEs LT1 body is made by the same people that builds the other Accel 58mm bodies so for the life of me I can't think of a reason why Accel hasn't released their own labled LT1 58mm body. If and when Accel releases their monoblade I should be able to get them to you guys at a better price than what TPIS is offering theirs at. But the bad part is that I can't say when it will be released, and Accel can't give me a date either.

 

TJ,
Are you running the dual 58MM TB with your supercharger? What do you think is the practical limit of the dual 58 TB on the street? I run the 4 bore (similar to the baseplate of a holley) on my other car that uses the converted 18° intake. These two cars are difficult to compare.

Additionally, you may have seen my requests for a GP on the EM 1 7/8" headers. Are you still using the 1 3/4" LTs like myself?

Aaron

 

Aaron I am using the EM 1 3/4 LTs like you are, and I am also using a LPE 58mm dual throated TB. Presently I beleive there is some to be gained by using a monoblade. However I don't have one to dyno test. There is one thing that concerns me when one converts to a monoblade. And that is when the LTx manifold is modified to accept the monoblade one would loose the third port, which is the idle air port. This would cause one problem that I am concerned about and that is split fuel trims during idle and poor idle air distribution. GM went through a lot of trouble to design that idle air circuit in the LTx manifolds. Without that third port all of the metered idle air from the IAC will enter the main plenum and be distributed from there.

It is very hard to say what the practical limit for a 58mm body on the street. I know that there is an 300 to 350 CFM flow gain between the 58 and the monoblade. Theoretically that is worth a lot of power on paper if your engine can use the additional flow. I also know that on a fellow forum members car, with a 383 super ram setup and a 219 cam. He had absolutely no gain in the 1/4 mile when he went from a 52mm to a 58mm. Also a 1995 F/SA stock eliminator F body with a 350 with suposidly no port work, stock heads, stock compression and a 48mm TB will run 10.70s. And the new Ramjet 502 engines uses the very same 48mm body as well. When I get this new engine done, I willl do some more testing now that I have a dyno at my disposal to play on

On the street it would be hard to gauge the effective power gains and its usefullness an whether the gains would be worth the extra dollars to purchase the 1350 monoblade, and the 1 7/8 headers. A blower overcomes a lot of inefficiencies in them 58mm bodies, but getting the exhaust out is another question. I think that besides the 1 7/8 tubes, one would need to further port the exhaust ports and upsize the exhaust valves to be able to take full advantage of the larger header tubes.

 

I just bought a Arizona Speed & Marine monoblade L98 style, last month. Cost is $550, which is a $100 less than TPIS version. It's definitely a quality piece. Check it out!

 

TJ,
I currently run the MRII and the exhaust side flows with 1.65" valves. I would like to continue to expand the power, but am at the point that I am not sure if parts addition is the right step vs just building a new motor. If the ASM unit is $550, that is cheap enough that I may be willing to try it, and see what happens in back to back dyno.

As for the dedicated idle ports, I do not think that the MRII has any of those provisions as it is. And as you well know, I am not afraid of trying something new in the area of tuning. If I can get past the smog police with a 0.650"+ cam, I think I should be able to handle the minor idle issues, and at 870RPM to boot.

Aaron

 

Aaron you are right, your MRII doesn't have any idle air provisions such as a LTx engine. I went with the building the new engine route. Mainly because I wanted something to handle more boost with the new T trim blower I have. Its been a long wait, I finally got another crank in the other day. AFR has shipped me one set of 210 heads as well so I have all the parts in so I can get it all balanced next week and start assembly. It will be interesting, and as you said at $550 I to may try one of these monoblades to see if there is an significant gain. My only problem is that I would have to hack up a LT4 intake to do this for an additional cost of about $245 if I have to go back to a 58mm body

 

Hey Tom,

We can do some tests with both the 58mm and monoblade throttle bodies when we tune my car next year. Not trying to hijack your thread Aaron.

Terry

 

Bikes used IR ( Individual Runner ) manifolds, that's why they are so big. If you look at the C5R engine they use big individual throttle plates as well. Shared throttle bodies don’t need to be so big.


A monoblade would help out a large, 400+ci motor, or one with a supercharger.

 

I guess that would be a check in both of those boxes (400+ ci, and SCed). And in the box of 800HP and higher, that might be checked as well.

Thanks for all of the replies. I think I will move fwd with the monoblade.

Aaron

 

Aaron,
i am surprise you don't have one already!
I am running one on mine from AS&M. however, I got mine for 500. I got an internet quote of 550 but when i called they only quoted me 495. it is a quality piece for sure and the difference in throttle response and power was night and day.

No dyno numbers to confirm but the SOTP feeling was like adding nitrous.

BTW: I had a 52mm BBK before

 

Paul,
Is the combo you are running the Monoblade on the 377ci engine in your sig? How much airflow is your Vortech pushing through (how much boost as well?)? Which Vortech are you running? Is the motor that you show with all of the red powdercoating in the blue vette? Or is this another vette?

I have been debating going with a different motor as of late. I can remember when the goals were 10s (done in late '01 on the old 350ci), to break 750RWHP (early 2003 @742 with the 408ci; close enough), then to go below 10s (mid 2004, 9.7), now I would like to see 900RWHP (I am currently just over 820) and to break into the very low 9s (I figure I am losing ~3-4 tenths in my current combo, but I have made changes to resolve this). I am trying to do all of this on my '87 convertable street vette that easily sees long distance trips and is very "streetable" (ps, ac, full interior, 3.45D44 for now, and mid 20mpg on trips). This is not in my nasty '89; that one does not count.

I have a 4.125" crank, and a spare set of Oliver billets, and a nice set of fully built heads (2.15/1.68 valves). These would be nice in a little M, or other aftermarket block. My wife is not too keen on another engine build, but I would like to see a bit more power. This where the MB comes in the picture, though ASMs website shows no details. Have you got any pics of the ASM MB?

Thanks,
Aaron

 

Sounds good to me Terry! Aaron, you L98 guys are fortunate to be able to use a Little M block or some other aftermarket block. I have an LT1 so I am stuck with what I can fit into the block. And that is about a 3.875 stroke crank. Not to mention I am limited as to what I can hog out of the cylinder walls. I wish some day one of them aftermarket foundries such as Dart and World Products would pick up the ball to give us LTx owners a nice big inch capable block to work with.

 

Yeah, this is on the 91 steel blue. The charger is a T trim now pushing 13psi with meth injection. Don't know how much air I am pushing through it and don't know the rwhp as the car has not been on a dyno since the new motor and blower.

What kind of head do you have with those huge valves? That build up would be BAD but you gotta get it approved by the CFO first !

I don't have any pictures of the unit by itself but I do have pictures of installed on my ride. You can see a picture of it in the C4FI section under thread "meth. injection installed".