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304 Aeroflow/Holley/Proflow quad throttlebodies... your opinions and experiences

Big_Bro

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I am after some feedback and suggestions on the quad throttlebodies to use on my mild 304 build. I am keeping costs down as much as I can I don't want to spend thousands, but I am not going to buy the cheapest sh1t out there either.
Thoughts on performance, adaptability (throttle linkages, tps and iac), ease of use, overall fit and finish etc. It will be sitting on top of an edelbrock hi rise dp or torque power dp (if I can find one for good coin)

Engine will be built for 10.x:1 comp, standard stroke, possible 20thou over, cam either [email protected] 511 lift, or 238/[email protected] 552/569 in/ex lift (this one will depend on how far I can stretch the budget for bigger valve train components!)

What success and warts and all failures have you guys experienced? Any tips and tricks for set up would be awesome also!

Cheers!
BB :cool:
 

immortality

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I have the Aeroflow 4bbl unit. It looks good, don't know how it performs as I haven't gotten that far yet :(
 

Big_Bro

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I have the Aeroflow 4bbl unit. It looks good, don't know how it performs as I haven't gotten that far yet :(
That's the one I have my eye on as you know, but looking around at other options like Holley, not too much fussed on Proflow or their quality but interested in peoples opinion on them.
How long before you get your's running?
 

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As long as they use gm sensors you’re all good.

I have a procomp one - uses a ford tps and a gm iac. Quality of machining is good, but they could at least supply with the correct sensors or tell you which sensors you need and what fitting sizes. It’s all guesswork.
 

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That's why I got the Aeroflow one, it uses the GM sensors so plug and play :)
 

shane_3800

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As far as performance is concerned they all are roughly 1000cfm plenty of air flow upto 700hp. So unless you're going to make over 700hp any will be fine.
 

Big_Bro

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I have a procomp .
I got the Aeroflow
How did you guys go with linking the throttle cable, did you have to buy any specific mounting hardware?

As far as performance is concerned they all are roughly 1000cfm plenty of air flow upto 700hp. So unless you're going to make over 700hp any will be fine.
That's what I was thinking. I mean, ultimately they're all basic in their form, 4 throttle plates that let air in.
 

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How did you guys go with linking the throttle cable, did you have to buy any specific mounting hardware?


That's what I was thinking. I mean, ultimately they're all basic in their form, 4 throttle plates that let air in.
Yea if it was carby it's a different storey but EFI you can have oversized throttle plates.
 

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How did you guys go with linking the throttle cable, did you have to buy any specific mounting hardware?


That's what I was thinking. I mean, ultimately they're all basic in their form, 4 throttle plates that let air in.
I'm changing to a V6 throttle cable and then using a little ball fitting screwed into the TB arm.
 

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I'm changing to a V6 throttle cable and then using a little ball fitting screwed into the TB arm.
Sounds simple and effective!
I was considering an Aeroflow throttle linkage assembly... i think I'd rather keep those $$$ in my pocket.

...

Would there be much benefit running a spacer (1/2, 1 or 2inch) with the t/b and DP manifold?
 

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It depends on the type of DP manifold. The whole point of the DP manifold is to separate the intake pulses, minimise the intake cross sectional area to promote airspeed which should improve torque obviously with the loss of top end power due to the smaller plenum volume each runner sees. The Edelbrock high rise DP manifold tend to suffer from a distribution problem with a 1/2" open spacer fixes, this has been well documented on the SBC manifolds and it seems the 304 equivalent is no different.
 

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Why are you not running a single plane? It is efi after all.
I decided on the dual plane because the car is still going to be regularly street driven not as a daily and won't be revved much past 6000 RPM if it all above 6000 RPM.
I did consider a single plane quite a lot and figured that the usable power range that the single plane would benefit is out of reach of what my engine is going to be capable of, where the dual plane would help with a good spread across the range with some room to spare at the top end?
I may be completely wrong about all of it lol and I am completely open to everyone's thoughts and suggestions :cool:
 

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It depends on the type of DP manifold. The whole point of the DP manifold is to separate the intake pulses, minimise the intake cross sectional area to promote airspeed which should improve torque obviously with the loss of top end power due to the smaller plenum volume each runner sees. The Edelbrock high rise DP manifold tend to suffer from a distribution problem with a 1/2" open spacer fixes, this has been well documented on the SBC manifolds and it seems the 304 equivalent is no different.
Great info! I wondered if it'd be worthy or contradicting the use of a dual plane in the first place. More reading and research now
 

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IF you want info, talk to Craig at Torque Power, a wealth of info and he loves to talk about it.
 

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Cheapest way ebay hi-winder (china-winder) copy with say elebrock or similar throttle body elbow then slap 2nd ls1 throttle body on it.

hi-winder is low rise single plane although harrop/tp single plane copies with throttle body elbow should just fit under standard bonnet.

If you're really game fit vs series 3 alloy radiator & angle it so vcm otr fits to above setup.

Bolt on YT rockers are good enough for majority street engines.

Don't think you metioned rest of the set up like diff gears with stall convertor or going manual etc.
 

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I decided on the dual plane because the car is still going to be regularly street driven not as a daily and won't be revved much past 6000 RPM if it all above 6000 RPM.
I did consider a single plane quite a lot and figured that the usable power range that the single plane would benefit is out of reach of what my engine is going to be capable of, where the dual plane would help with a good spread across the range with some room to spare at the top end?
I may be completely wrong about all of it lol and I am completely open to everyone's thoughts and suggestions :cool:
Fair thought.
A 5ltr V8 with 10comp will not struggle for torque, at least not where a manifold choice will effect it.
Do TP do a low rise single?

In my view, a dual plane may hold you back in high rpm (could be noticeable) but a single will only limit low speed light throttle IF it has any down side at all.
 

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Meh with decent stally you won't notice any of that low speed light throttle hooplah.

Was driving vh with 355 stroker,harrop single plane (750dp) in Sydney peakhour easily enough...4500 stally helped it although every 2-3 days had to fill it up,was convinced it had holes in tank :D
 

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Cheapest way ebay hi-winder (china-winder) copy with say elebrock or similar throttle body elbow then slap 2nd ls1 throttle body on it.

hi-winder is low rise single plane although harrop/tp single plane copies with throttle body elbow should just fit under standard bonnet.

If you're really game fit vs series 3 alloy radiator & angle it so vcm otr fits to above setup.

Bolt on YT rockers are good enough for majority street engines.

Don't think you metioned rest of the set up like diff gears with stall convertor or going manual etc.
Car has 3000 stall and 3.73s. Aiming to keep the setup as a bit of best of both worlds, good cruising with the gearing, but enough to get it up and out of the hole nicely with the engine setup in the same way, good strong mid/top end power for having a play. Not setting it up to be a dyno hero or 1/4 mile king.
Want a bit of bite to match the bark :D
 

Big_Bro

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IF you want info, talk to Craig at Torque Power, a wealth of info and he loves to talk about it.
Spoke to him today.... what a guy!
I'd glady sit with him and a box of beer and chew the fat!
Needless to say,I think I may have made my mind up on a manifold! Haha :D
 
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