First the logs, about a hour between these. The IAT is pretty close to the same and the car picked up 1 pound of boost. Reset adaptations between the two logs.

Big TB
https://datazap.me/u/mrblah/jcw-9-fe...-19-22&solo=18

Stock TB
https://datazap.me/u/mrblah/jcw-9-fe...16-17-18-19-22

The mod, BMW E65 760i throttle body, these were on 2003-2008 big v12 7 series, I found one new on ebay for 21 $. It is the same bolt pattern as the r53 throttle body and bolts right on. You will need to either tap a vac line or T off a vac line for the fuel tank evap circuit. I choose to tap off the brake booster with a T fitting. Get a new rubber airfilter to TB pipe as it's a very snug fit, trying to put a old one on will be super fun time, I had to heat it up to get it on.

The stock TB is 58mm at it's narrowest point, this is 64mm about 12 % increase in diameter. The throttle plate itself is probably still the limiting the airflow compared to the rest of the intake system but this is a easy mod.

I have not had to adjust the tune yet, will need more drive cycles to see what long term trims do if anything. The stock ECU uses boost pressure to calculate quite a bit of what it does, changing the TB by ~14 % has not affected drivability at all. you may need to work with your tuner, I use adrian and recommend him. Ignore my AFR I'm still dialing it in and it's a bit rich

Car is a 06 JCW with TPR2R bvh, dominator cam, 17 % pulley, jcw airbox, 4:1 header with JCW rear section

 

I've wondered about this for some time. The stock butterfly diameter seems very small for the engine size and rpm capability.
I know that this is not a direct comparison, but on one of my motorcycles, a V-Twin engine, 1190cc's, (Buell), are two, 2.4" (61mm) in diameter throttle bodies... One for each cylinder.

A larger throttle body has gotta work better on a performance engine...WITH the correct mapping of course.

Mike

 

I am kinda shocked I gained a psi, I guess with all the mods the supercharger needs more air. I'm installing a M62 in the next couple months I did the big TB so I could dial in the tune before I crank up the boost

 

Do you have the partnr for the BMW throttle body? That will help tremendously!

 

See pic

 

I dont see any pic in your previous posts?

 

I tried posting from my phone, I guess that's not going to work

here's the part number 13541439580

 

Awesome! I also found it, just yet with the info you provided.

https://www.eeuroparts.com/Parts/412...y-13541439580/

So if I understand correctly, you will need to reroute the connection to the EVAP, simply because the TB does not have the connection for it. Do I understand that correctly?

 

yeah, no check engine code yet... now that I said that I may have jinxed myself

you could tap and install one in the same location

 

Check check

*knocks on unpainted wood.

I will also try this mod as I was already looking into the porting options etc. Thanks again for sharing!

 

is there a difference between cyl 1-6 TB vs 7-12?

And does the OEM Mini plug go in w/o mod?

 

not sure if there's a difference for each bank.

it plugs right in but you need to reroute a vac line or drill and install one on the side of the TB

 

I ordered one for 20 euros, will need to work out what I will do with the vacuum lines.

 

Good info this. Me and a mate with an R53 were trying to figure out that which BMW TB would fit with minimal modding, and this seems to be the answer. And as it happens my stock TB seems to be failing, so I need a replacement anyway...

I'm assuming you found one in Europe? Care to share a link if they have more available?

 

Yep, but I am also from Europe :D I used eBay

You will find them with either the short or long partnr

1439580 or 13541439580

Or: https://www.aliexpress.com/af/13541439580.html

 

Yeah I saw your location. Actually found one from ebay already, 23EUR posted, from Lithuania. Quite a lot of them available in ebay.de, it's been used in quite a lot of BMW models: https://www.realoem.com/bmw/enUS/partxref?q=13541439580

Attaching the evap line to the TB isn't absolutely necessary, not for trying it out anyway. You can have the evap vent to open air, although I'm pretty sure it would mean a fail in our yearly tech inspection if noticed...

 

I also bought it from a dude from Lithuania > www.ebay.com/itm/184639834745

 

Haha... seems that there are lot of breakers in Lithuania. I've bought used parts from there for the Mini and for some Citroens along the years.


Let us know how the LTFT reacts. Any change in throttle response?

My mods are somewhat similar, 06 JCW with RMW BVH, Catcams 469, 17% and 4-2-1 header, so I should probably see similar gains.

 

I will also post back here once I got some results

 

I'm interested in this also. I would definitely be interested to see how this TB responds under various conditions. Theoretically, it shouldn't have any effect other than allowing more air into the engine, correct? Thinking about air fuel stuff, etc., if you let more air in, will the computer alter the fuel mix if it isn't expecting that much air? Could that lead to lean conditions?

 

I now have the big TB on two cars, one has a bvh the other has a stock head. Very happy with the boost gain on both. The BVH car keeps setting a code for air leak post supercharger, the error goes away when I put the stock TB back on. Does not seem to affect anything and I'm not going to tune it out as I'm going to a bigger supercharger on that car soon so it's not worth the time to play with the tune.

the stock head car has not thrown any codes other than the evap system, I did not reroute that vac line yet I unhooked it and blocked it off

 

The BVH issue.... the TB is affecting the motor, your not able to detect the change with the SOTP feel. On the Ram, most who do minor changes that affect motor performance cant tell the SOTP change because they have bumped the motors output so much the change is too small to feel. I've gone the opposite direction with mine where I have it dialed in for best performing daily driver... Mine being the MPG is more important than getting to the next stop light as quick as possible. I ended up dropping power to a point where I could feel small changes to the setup. Example being the air box mod I have (vent on the box)... with the vent open, bottom end torque (below 1800 or so rpms... remember its a diesel) drops off but upper end power goes up. That is easily felt at my power levels, add 200 hp/400 tq (easily done) and that would not even be noticed.

What I want to do on both MINI & Ram is to make an active air box setup, restricted air box flow for bottom end torque and un-restricted flow for top end fun. The one drawback for the Ram is mpg's might suffer, but I wont know unless I do it.

 

I use the wideband and a 50hz data logger for virtual dyno logs to monitor the chnages, not my butt

the jcw airbox kind of does what you are talking about, it has a flap the ecu controls

 

My point on the SOTP comment was most drivers will not detect anything and think a mod does nothing. In your case your tracking changes at full throttle (I assume) which is one state, how would you determine if a mod effected the part throttle performance?

With the Ram I run a 12 mile stretch on the freeway using cruise, that run has a great mix of rolling hills of varying inclines and flats. I'll log the calc-load plus all the engine parameters including rail pressure, duration and timing, (using HP Tuners) then go back to the tune and adjust timing as needed to get the desired result. I plan to do the same run with the MINI and use the Torque app until I get better data data logging

On the airbox... I did not know that about the JCW airbox. What I plan to do is keep it simple and open with boost. On the Ram it currently is electrically controlled via a switch in the cab. When I switch over to boost controlled I'll have it open starting around 6~8 psi of boost and shoot for full open by 8~10 psi.

 

you assumed wrong I log at WOT and at partial throttle, there's multiple tables that handle each.

It's important to know that the simens ecu uses pressure difference for it's calculation, the pressure difference between before the throttle body and after the supercharger it uses the map & tmap sensors to do this. Airflow is calculated off the pressure delta. The table expect a range of pressure delta at a given throttle plate opening.

zero change in drivability on my car, I autocross/track and had an event sunday, throttle sensitive is critical and was not affected by this mod. I do run a modified pedal table I prefer my throttle pedal mapped in a power curve, not linear on the R53. I use linear on my 135i. For the R53 I move the curve so I have a LOT more control from 0-25 % throttle pedal input. Once over 50 % the throttle curve goes to the moon if that makes sense