Does anyone know if anyone has a throttle body out for the GT500. The one we have could be refined more, not sure what performance gains a polished and larger model would do but it couldn't hurt.

I have only seen this one:

http://www.rpmoutlet.com/07cnlmeter.htm#1

Thank you for the info, I will have to add this to my list also, throttle bodies are a very straight forward and simple install for the most part. Ifanyone gets this anytime soon please post up your thoughts.

The only one I have seen was from Kenne Bell, only problem is that it will not fit the oem only his SC. I asked them if there was any kind of adapter for it to work with the oem but they said no.
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Honda Zodia (http://www.cyclechaos.com/wiki/Honda_Zodia)

BBK makes one

It's part# 1764

It can be seen on BBK's website

Need 4 posts to be able to post a link.

See link below.

http://www.bbkperformance.com/products/07-up-gt500-65mm-throttle-body.html

Whoa.

You guys are really behind the times.

L&M Performance and VMP tuning have the two best-performing units on the market.

http://www.lethalperformance.com/07-09-shelby-gt500-induction-throttle-bodies-c-2052_2056_2843/l07-10-gt500-billet-aluminum-dual-66mm-throttle-body-p-30189

http://www.vmptuning.com/store/index.php?p=product&id=298&parent=88

Lethal also carries the VMP unit.

LM does NOT require a PCM recalibration and has seen 15+ RWHP gains on simple upper-pulley only cars; of course more with bigger blowers and other supporting mods.

Call Matt @ Lethal and he'll give you all the details and search around, there are dyno sheets for it on several other sites (www.svtperformance.com)

And btw, someone posted a link to RPM Outlet. Please, take heed and stay away if at all possible. We have too many other dedicated vendors.

Not to start a throttle body battle here, but one of those TB's is $605.00 and the other is $499.99 and requires tuning (mo money).

The one I mentioned above offers the same performance gains, requires no tuning and retails for $285.00 less than one & $180.00 less than the other.

Is there really a $180-$285 difference between the 3?

Lets see some dyno graphs of the BBK unit. I like VMP and theirs is worth the money and if you purchased your GT500 Tuning from VMP, an updated throttle body tune is no charge. And are you serious about no tunning needed for your unit??? If your unit is designed to increase airflow you are going to need a tune or you will be running too lean.

....If your unit is designed to increase airflow you are going to need a tune or you will be running too lean.

I kinda thought the same thing, but then I figured, "What the hell do I know?" :rofl::rofl::rofl:

Exactly....I wonder why the VMP unit requires a PCM recalibration and the L&M doesn't?

Here's a link to the Cobra Jet throttle body:
http://www.fordracingparts.com/parts/part_details.asp?PartKeyField=10787

I am using the VMP 67 MM TB on my car with a tune. It seems to be pretty good as far as power and drivability. No complaints about this throttle body. How does it compare to the L and M TB? I do not know. It seems to be vodo or polictically incorrect when you compare these two TB's. I have never seem dyno charts comparing the two. One may be better than the other, but you get good results no matter which one you choose.

Horsepower wise on a stock blower I estimate 8 to 12.

Whoa.

You guys are really behind the times.

L&M Performance and VMP tuning have the two best-performing units on the market.

http://www.lethalperformance.com/07-09-shelby-gt500-induction-throttle-bodies-c-2052_2056_2843/l07-10-gt500-billet-aluminum-dual-66mm-throttle-body-p-30189

http://www.vmptuning.com/store/index.php?p=product&id=298&parent=88

Lethal also carries the VMP unit.

LM does NOT require a PCM recalibration and has seen 15+ RWHP gains on simple upper-pulley only cars; of course more with bigger blowers and other supporting mods.

Call Matt @ Lethal and he'll give you all the details and search around, there are dyno sheets for it on several other sites (www.svtperformance.com)

we went with the L&M TB

I'll post the TB graph on Monday when I get back tot he office.

Simply put, the MAF will calculate for the change that the throttle body offers.

Not sure why any tuning would be needed on one of the late model Ford TB's. Your average handheld tuner doesn't address anything in the TB circuits or have any options to do so as far as I know.

The only reason I can see would be to either sell a tune, (sure yo get more from a good tune anyways so why not) or due to problems that the manufacturer of the throttle body has run into and cant get right.

I went through hell trying to figure out how the DBW TB's work.

I went at it alone in early 04 on the GT's. I must've spent 3 days figuring out what the computer wanted to see and how it used the part-open function. I even had to custom engineer the brass plunger to make sure it was right.

And are you serious about no tunning needed for your unit??? If your unit is designed to increase airflow you are going to need a tune or you will be running too lean.

Yes, I'm serious about it not having to have any specific TB parameters changed from stock.

You don't *have* to retune in most cases simply because the MAF transfer functions take care of the slight increase in airflow. MAF see's more air; adds more fuel; problem solved. This is based on your fuel system being capable of keeping up with the added HP (so if you're maxed out and don't have any capacity for 'excess' fuel delivery; yeah you can go lean. This would only be the case if you weren't planning ahead with your injectors/pumps and trying to do too much on the stock fuel system anyway. Consult your tuner accordingly.)

VMP and LM are on top of each other performance wise with only a *very* slight nod going to LM.

The FRPP CobraJet is made by Accufab. Both VMP and LM make significantly better power all the way through and at peak compared to it.

Call LethalPerformance or Evolution; either can provide you with better details.

Of course, running a TVS or TwinScrew you'll see larger gains with a TB than just a bolt on car, though any pullied/bolt on car will see nice gains.

(btw, I'm just a consumer; no affiliation to any shop or brand. I bought the LM based on results and perceived quality and reputation of the guys that developed it).

Some links to end-user dyno runs:

http://www.stangmafia.com/forum/f60/dyno-runs-l-m-6284/

http://www.teamshelby.com/forums/index.php?showtopic=48383

http://www.teamshelby.com/forums/index.php?showtopic=45274&st=80

http://www.teamshelby.com/forums/index.php?showtopic=48189

Evo's test results:
http://www.svtperformance.com/forums/evolution-performance-inc-332/626850-l-m-billet-super-flow-dual-66mm-throttle-body.html

Pretty sure the Whipple and "Ford Racing" units both require tuning.

If the electronics are stock, and the TB is set up right with the right parameters being seen by the computer then the function would be exactly the same on all throttle bodies. The only differences would be in the shape of the inlets and bores.

If the parameters are not right then the car can run worse or most likely go into FAILSAFE mode.

Not sure why any tuning would be needed on one of the late model Ford TB's. Your average handheld tuner doesn't address anything in the TB circuits or have any options to do so as far as I know.

The only reason I can see would be to either sell a tune, (sure yo get more from a good tune anyways so why not) or due to problems that the manufacturer of the throttle body has run into and cant get right.


From my understanding the FRPP CJ/Accufab and monoblades commonly have to have the opening speeds changed within the main tune file (not via handheld by the end-user). Slow-speed opening of the blade with a Mono has to be really slow from my understanding.

Most of the "retuning" that's mentioned was done for Monoblade customers and thus, when they change to a dual bore (LM/VMP) they have to go back to the "stock" Ford parameters.

Basically some of the TB mfg. didn't get things correct to begin with and the tuners had to make up for driveability shortcomings caused by the product on their end.

That's pretty much how the whole "tune required" thing became widely accepted.

Bozo spin off companies were making CAI kits with MAF sections that were bigger than stock and ran into issues. They had to call in the tuner companies to bail them out.

Fast forward a few years and now people are asking me all the time, "how can your CAI not require a tune?"

Makes me laugh that the other companies and tuners got the whole thing to be an industry standard and $500.00+ CAI/Tuner packages are the norm these days.

So much for engineering huh? just hand me that piece of 4" pipe so I can make this Mustang fast....

^ Haha; yeah there's plenty of "engine-rearing" going around.

I admit some people purchase on the installed "look" of the product and then there are those of us that purchase based on proven performance.

On one hand, yeah, it's great to have CAI kits that don't require a flash tune. On the other hand there is a whole crew of us that like to change everything to the point that we're going to HAVE to tune the car...so it doesn't much matter in the end to us :) 'Mo powa is 'mo powa!

I won't comment on the 4" pipe because there are two companies that like to do that...one just for test purposes the other sells 'em. The latter...well...he's come a long way in total, but trust me I was more than disappointed to get a piece of PVC and a filter. The newer parts have a little more thought and planning in total. Customer-service wise he's really great though.

I have no problem with tuning...when I need it : )

Whoa.

You guys are really behind the times.

L&M Performance and VMP tuning have the two best-performing units on the market.

http://www.lethalperformance.com/07-09-shelby-gt500-induction-throttle-bodies-c-2052_2056_2843/l07-10-gt500-billet-aluminum-dual-66mm-throttle-body-p-30189

http://www.vmptuning.com/store/index.php?p=product&id=298&parent=88

Lethal also carries the VMP unit.

LM does NOT require a PCM recalibration and has seen 15+ RWHP gains on simple upper-pulley only cars; of course more with bigger blowers and other supporting mods.

Call Matt @ Lethal and he'll give you all the details and search around, there are dyno sheets for it on several other sites (www.svtperformance.com)

On a TVS Supercharger with a 2.6 pulley the L&M66MM TB will give 20rwhp over the VMP 66MM TB the same applies to the VMP 67MM TB
We have no test data as per the L&M66MM TB against the VMP72MM TB.
The L&M Flows 2000CFM I don't think the VMP72MM TB flows near that CFM.hydro

On a TVS Supercharger with a 2.6 pulley the L&M66MM TB will give 20rwhp over the VMP 66MM TB the same applies to the VMP 67MM TB
We have no test data as per the L&M66MM TB against the VMP72MM TB.
The L&M Flows 2000CFM I don't think the VMP72MM TB flows near that CFM.hydro

Not trying to sound cocky or arrogant here, but I'm pretty sure I have the most hands on experience in the industry when it comes to throttle body design development and testing with literally thousands of dyno runs under my belt.

That being said-

As an expert in this field I have a hard time believing that one 66mm TB makes 20 HP at the wheels than another 66m TB on the same car/dyno/temperature/tune/TPS voltage and nothing being changed except for the TB.

I can see (and have seen) 3-5 max improvement in the same size unit with a machining change in the bridge but other than that I think the testing being used here is not accurate.

Not trying to sound cocky or arrogant here, but I'm pretty sure I have the most hands on experience in the industry when it comes to throttle body design development and testing with literally thousands of dyno runs under my belt.

That being said-

As an expert in this field I have a hard time believing that one 66mm TB makes 20 HP at the wheels than another 66m TB on the same car/dyno/temperature/tune/TPS voltage and nothing being changed except for the TB.

I can see (and have seen) 3-5 max improvement in the same size unit with a machining change in the bridge but other than that I think the testing being used here is not accurate.

I'll send you one of our TB's if you will test it against the VMP 66MM TB then post your Dyno results.Just PM me for my Email address.hydro

Not trying to sound cocky or arrogant here, but I'm pretty sure I have the most hands on experience in the industry when it comes to throttle body design development and testing with literally thousands of dyno runs under my belt.

That being said-

As an expert in this field I have a hard time believing that one 66mm TB makes 20 HP at the wheels than another 66m TB on the same car/dyno/temperature/tune/TPS voltage and nothing being changed except for the TB.

I can see (and have seen) 3-5 max improvement in the same size unit with a machining change in the bridge but other than that I think the testing being used here is not accurate.
Attached a unsolicited post by someone unknown to us.

http://www.fordgt500.com/forums/showpost.php?p=72276&postcount=
This guy gained 20rwhp over the VMP 66MM TB.hydro

Not trying to sound cocky or arrogant here, but I'm pretty sure I have the most hands on experience in the industry when it comes to throttle body design development and testing with literally thousands of dyno runs under my belt.

That being said-

As an expert in this field I have a hard time believing that one 66mm TB makes 20 HP at the wheels than another 66m TB on the same car/dyno/temperature/tune/TPS voltage and nothing being changed except for the TB.

I can see (and have seen) 3-5 max improvement in the same size unit with a machining change in the bridge but other than that I think the testing being used here is not accurate.


So turbulence wouldn’t have a factor?
Being an expert in the field you should know that if one TB has turbulence it will make the hole act smaller than the one that doesn’t have turbulence.
Then there is airspeed which in fact will increase airflow(design features, which the L&M has over the other one)

I guess all cylinder heads that have the same size ports flow the same too?
Or better yet all motors the same size make the same HP?

I can tell you this the L&M ver the design seen on the other TB. It would take the other one to be as large as 76mm before it could match the flow of the 66L&M.

Attached a unsolicited post by someone unknown to us.

http://www.fordgt500.com/forums/showpost.php?p=72276&postcount=
This guy gained 20rwhp over the VMP 66MM TB.hydro

That particular post doesn't say that the L&M Gained 20 "over" any other particular unit; only that it gained the 15-20 over baseline; which to me, he doesn't state what induction the car was setup with when the baseline was created.

The poster in that link goes on to state that the shop tried the VMP 66/Elbow; the CJ and Monoblade; along with the L&M and says it came out on top. He just doesn't say what it was equipped with for the baseline; just that he gained 20 from there.

:cowsmile:

EDIT: However, further down in the thread he does, sorry about that...

http://www.fordgt500.com/forums/showpost.php?p=72358&postcount=5