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As many of you will know we have been flat out this year with a huge range of upgrades and projects, not least our new workshop facilities! :runaway:

Behind the scenes our GTR engine development over the last 12 months has been focused on allowing the engine to breathe more easily both on the inlet and exhaust side. We have produced a complete range of engineered solutions that will transform the engine’s performance and we’ll be releasing full details shortly.

The first of these exciting new products is our new high flow GTR throttle bodies.


We have been working closely with specialist throttle body manufacturer AT Power to create an upgrade that will not just benefit big power builds but will improve the performance and appearance of all GTR engines. AT Power are renowned for their quality engineering and are suppliers of throttle bodies for McLaren and Toyota Motorsport to name a few.



The project itself started many years ago, we even showed prototypes on our Autosport stand back in 2012. We quickly realised, however, just how complicated the throttle control system was when using the standard ECU and development was put on hold. Recently with improved software control from Ecutek and the demands of some of our 1,000bhp builds we began to revisit the project.



The throttle bodies have now been re-engineered to be a simpler ‘plug and play’ replacement for the original, using the OEM pick-up points, mountings and motor. By removing the original motor and internals we were also able to significantly reduce the price. We will continue to look at ways to integrate new motors in the future for larger diameter versions but these will require a lot of additional testing to ensure they are as durable and glitch free as the OEM system.

The throttle bodies are machined from solid billets of aerospace grade aluminium (6082 & 7075) and feature stainless steel blades and fixings throughout.



The AT Power bodies also feature several unique features that set them apart from other units in the market place. For example their ‘shaftless’ stainless steel throttle blade minimises airflow disturbance for maximum power and is lighter for lower inertia. AT Power have measured an almost non-existent 1 CFM drop in flow between their design with the ‘shaftless’ blade fully open and no blade fitted at all!



The new throttle bodies feature a 72mm bore that offers massive 44% larger surface area over the original 60mm bore and this figure excludes the restriction of the large OEM shaft!

The complete Litchfield throttle body kit retails at £999+vat for the pair and in our view represents excellent value for such beautifully engineered components. They can be specified as part of any bespoke Litchfield conversion.



We will shortly release full back to back comparisons on our existing performance packages using our soon to be unveiled, state of the art, engine dyno and oem standard rolling road facilities :cool:



If you have any questions just let us know :)

Iain
 

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Would like a set for my GT-R I was there last week should of asked about them.

When are they available to go to production / sale?

If you need a guinea pig for before and after on a Litchfield Stage 4.25 on the dyno for people to reference happy to be the guinea pig :chuckle:
 

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Discussion Starter #4
Thank CT17, had a great day at Castle Combe. Just did a few shake down laps as it was the first time on track. Can't wait to carry out more testing soon :)

Will let you know soon Andy, I have plans for using different cars for reference.

Iain
 

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Impressive stuff.

Car looked good at Combe on Saturday too. :)
This car you mean :)



Was a good show on Saturday I always enjoy forge action days.
I came over to speak to you Ian but you were about to go on track so the guy with the glasses (forgot his name) explained a few things to me
 

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Ian, could you explain to us laymans, what the actual noticeable benefit of these would be on a car, say a stage 4 for example? How would fitting these manifest themselves in the driving experience?

Thanks!
 

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Ian, could you explain to us laymans, what the actual noticeable benefit of these would be on a car, say a stage 4 for example? How would fitting these manifest themselves in the driving experience?

Thanks!
+1 :)
 

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You'll have improved air flow and obviously more air coming into the engine.

Because around Stage 4 torque is basically capped as a failsafe to prevent damage you won't much improvement in torque because it's capped basically. However the driving along at 2,500rpm and putting your foot down the delivery should be quicker / more responsive you'll hit that cap quicker for example.

Really simple terms, when you push the throttle the 'flaps' open and air flows in, more air = more power = quicker acceleration / response.
 

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I would expect the benefits on the stage 4 / 4.25 cars to be at the top end when maximum flow is limited by size. In a similar fashion to a downpipe upgrade.

It will be interesting to see the effect for these cars, with the standard turbos being on the limit of their efficiency / flow.
 

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Discussion Starter #11
Evogeof sorry I had to rush off as the session times were coming around quickly. You spoke with Tim at the show but if you have any other questions feel free to call or email me :)

Caveman the idea is to allow the engine (at whatever power level) to breath more easily. On a Stage 4 car for example the standard turbos are basically running flat out so if you can reduce some of the pressure drop across any part of the inlet tract it will help put more of the available boost into the engine. As the driver you will notice that the engine feels more responsive, produces more power and with the revised mapping we have made the gear changes even smoother.

When we up load the dyno data we’ll be able to demonstrate to power improvements but you’ll need to experience them to appreciate the driveability changes.
 

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in for the dyno graphs, should be interesting :D
 

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Would be interesting if had a series of Stages down in a day so you could see the benefits one by one, I'm sure they have something in the pipeline though.

I'm not that knowledgeable on many tuning sides of things hence I seek advice from these INDY's but my thought process would be in terms of delivery stage 1 - 3 would see benefits in throttle response but in terms of power they wouldn't. The injectors are pretty much near the top end on the Stage 1 - 3's already of efficiency so not sure without upgrading these you'd see the full extent of the benefits.

Maybe a Stage 1.5, 2.5, 3.5 will come into play where you have throttle bodies and injectors :chuckle: I'm certain of one thing though all these scenario's would have already been thought of and tested and am really interested in the results in due course.

All interesting stuff, love how all these companies are still pushing the boundaries and coming up with new products not just for those at the million bhp mark but also those lower down the power ranks.
 

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Nice one Iain :thumbsup:

I knew it was too good to last. Escaped relatively unscathed at the last service, have a feeling next one will be expensive :chuckle:

Steve
 
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