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We have re-designed the VMP Elbow into one part for all stock blower and TVS applications, will take up to a 72MM TB.
This is a totally re-engineered (new casting) replacement elbow that flows more air and has the fit and finish of a stock piece.
Gains of 20-40HP are possible depending on your boost level and TB combination.
This elbow uses a stock bolt pattern so 60MM, 65MM, 66MM, 67MM, 72MM, or Monoblade throttle bodies will also bolt right on.
Our elbow has a high flow Q-port shape that moves the most amount of air with with the least amount of modification to the blower inlet:
VMP was the first to make over 700 rear wheel with a TVS (real SAE corrected Dynojet numbers), and we found a way to take the TVS even further with the right inlet design. Justin's own 2007 Shelby GT500 with the VMP TVS makes 816RWHP
With all the dyno testing we have done with GT500s and TVSs, modifying the inlet elbow was a no-brainer, as it was the next restriction in the system after the throttle body. Testing that we did years ago showed no power difference between 65, 66, 67, and monoblade throttle bodies, indicating the restriction lay elsewhere.
Our elbow has been optimized in CFD (computational fluid dynamics) to optimize the turn and airflow into the blower, by keeping airflow laminar and normalizing airspeed throughout the elbow.
The innovative Q-port design of our elbow will only require a small amount of material removal around the port.
Opening up the tiny oval hole in the blower is essential to getting more air into the blower and making maximum power. Most people can do this at home if they take their time and use a dremel with a good bit or a carbide burr from harbor freight. A set of files will also work, though at a much slower rate. The VMP elbow can be used as the template for opening up the blower, and the larger opening shape marked off.
In addition to power gains from a less restricted blower, we also saw a decrease in blower discharge temps (as measure before the IC with a K type thermocouple probe), this is great for road racers that want to reduce heat buildup out on the course, or aggressive street drivers.
- Developed in the same CAD system Ford Motor Co. uses to design OE components
- Inlet geometry optimized with Computational Fluid Dynamics, extensive flow work, real world dyno testing and analysis
- Factory fit and finish
- O-ring grooves makes installation easier, no RTV needed
- Requires minimal porting to supercharger housing to obtain maximum flow potential
- Reduced blower discharge temps
- Stock O-rings are very high quality and are re-used
This picture shows the porting required, very little material is removed on the floor, back, and bottom left corner: