ITB's info/projects
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Author Topic: ITB's info/projects  (Read 147056 times)

ajatya2

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« Reply #60 on: December 09, 2008, 01:06:19 PM »
I realy wish ITB's were cheap and eazy lol
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cameroid

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« Reply #61 on: December 30, 2008, 05:25:24 AM »
I have fitted a set of Toyota 4age 20V ITB's to my M40 motor, fitted a Custom Exhaust branch and s/s system, used a M20 325i flywheel and clutch, and used a aftermarket EMU, the motor now pushes out 181 BHP.
I will post some pics if anyone is interested in the ITB setup? it is a cheap option as a set cost me £100 and you use the standard injectors!!
cheers
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swiss318is

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« Reply #62 on: December 31, 2008, 09:52:09 AM »
Quote from: cameroid;63693
I have fitted a set of Toyota 4age 20V ITB's to my M40 motor, fitted a Custom Exhaust branch and s/s system, used a M20 325i flywheel and clutch, and used a aftermarket EMU, the motor now pushes out 181 BHP.
I will post some pics if anyone is interested in the ITB setup? it is a cheap option as a set cost me £100 and you use the standard injectors!!
cheers


thank you but i dont think that anyones is interested in a cheap, working ITB setup on his m42.... :D :D :D :D :D

post pics and more infos... p l e a s e :eek:
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m44power

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« Reply #63 on: January 04, 2009, 03:17:08 PM »
a question for ITBs guys where did you put crankcase ventilation ? and where to connect the canster hose ? and if you have problems with the brake vacum ?
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OKTAY

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« Reply #64 on: January 05, 2009, 12:58:52 PM »
To cameroid and swiss318is,
Cameroid says m40 not m42. Or is it just a misprint? Also what aftermarket EMU? I assume it is ECU and probably something haltech(ish)...
My request is not just pictures also a complete working kit to sale to m42club members :)
I will be the first in line to buy...
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xwill112x

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« Reply #65 on: January 05, 2009, 03:30:49 PM »
the real queation is...


how much $$$ for the itb setup?
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dsm2002

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« Reply #66 on: January 05, 2009, 08:50:21 PM »
Quote from: cameroid;63693
I have fitted a set of Toyota 4age 20V ITB's to my M40 motor, fitted a Custom Exhaust branch and s/s system, used a M20 325i flywheel and clutch, and used a aftermarket EMU, the motor now pushes out 181 BHP.
I will post some pics if anyone is interested in the ITB setup? it is a cheap option as a set cost me £100 and you use the standard injectors!!
cheers


Interested ...
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ojingoh

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« Reply #67 on: January 09, 2009, 02:26:47 PM »
definitely interested in your 4-A GE ITB setup :)
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fiftytakedowns

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« Reply #68 on: February 25, 2009, 03:06:55 PM »
Im also interested in the Toyota setup.

what about GSX-r ITB's  Definitley a cheaper alternative...
« Last Edit: February 25, 2009, 03:12:01 PM by fiftytakedowns »
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littleboyblues

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« Reply #69 on: March 04, 2009, 03:17:24 PM »
I know this kinda goes against the point of this thread but what advantages does ITB have over just one HUGE one. I'm sure a Huge throttle body and huge plenum will flow just as good as ITBs. Shoot me down:D
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tim_s

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« Reply #70 on: March 05, 2009, 02:10:08 AM »
Quote from: littleboyblues;67667
I know this kinda goes against the point of this thread but what advantages does ITB have over just one HUGE one. I'm sure a Huge throttle body and huge plenum will flow just as good as ITBs. Shoot me down:D


There's much more to it than simply the area of the throttles. In brief, one of the most obvious is that the throttles are much closer to the inlet valves, so less 'dead' area and faster throttle response. Also simlarly reduces pulsing on idle, plus cylinders aren't competing for air in a shared plenum - whole idea is independent supply of same amount of air at same velocity and temp - ITBs are potentially better than most single throttle + manifold designs at delivering this. Port length/dia/taper etc can also be tweaked with TBs to suit modified engines.
In reality on the m42 the standard inlet is pretty well designed and on a standardish engine I don't think there's much to be gained from TBs. Having said that, my engine appears to more or less flat line from circa 5,7k rpm to it's 7,3k redline (it makes between 190-200bhp in this range)- I think altering the inlet would help with this. On a standard m42 you don't see this, though - the inlet seems to be very well designed for the displacement/output. I'd be surprised if there was much in terms of power to be gained by doing this on a near-standard car unless running totally loopy cams. I've actually run TBs both on my old 2.1 and on a 1.8/1.9 with reground cams. On the latter two engines (same car) although I didn't have enough time to properly map them and I think it needed longer trumpets , and there wasn't an adequate cold air supply imo (was running trumpets with socks without any additional cold air feed), the car felt no faster on ITBs (and needed no extra fuel on the map either suggesting minimal gains), plus didn't pull quite as well lower down (again think due to poor choice of trumpet length). Bottom line is that there's not a lot wrong with the standard inlet.
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littleboyblues

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« Reply #71 on: March 05, 2009, 06:03:46 PM »
Wow, thanks for the info:) really clears stuff up.

Theres the phenomonum of pulses in the intake runners. Dont know the name so i'm just going to call it pulses. It makes sence that the as the rpm's increase the number of pulses increase, over a given period of time. As you said these pulses interfere with each other at high rpm's and cause some.....badness.....(low pressure areas:S). Is this why you don't want a shared plenum for a sceamer. Just conferming this.
Going by what i've read, longer runners means the intake is tuned for a lower rpm while shorter is for higher. ITB's vertually have no runners so i'm assuming they do not utalize these pulses - there just going for max flow. Also, the stock intake has pritty long runners. Do you know what rpm range BMW was tuning the intake for.

Thanks
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Boyracer

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« Reply #72 on: March 10, 2009, 05:12:51 AM »
Quote from: littleboyblues;67768
Going by what i've read, longer runners means the intake is tuned for a lower rpm while shorter is for higher. ITB's vertually have no runners so i'm assuming they do not utalize these pulses - there just going for max flow. Also, the stock intake has pritty long runners. Do you know what rpm range BMW was tuning the intake for.


Runner lenght with ITB's depend on how you design them and they definitely use pulse tuning :)

ITB's are only one component on intake path and they have fixed lenght, you cannot change it easily. But you can tune the total intake path by choosing suitable lenght intake trumpets (or velocity stacks).

Here's what I did:



I shortened stock S50B30 intake trumpet from 20 cm -> 12 cm. This moved tuned frequency up by 1000 RPM.

They should work well to over 8000 rpm but at the cost of power in 3000 - 5000 rpm range. The loss can easily be 15-20% compared to longer intake system...

One idea could be variable lenght intake. With short intake trumpets the intake paths is about 35 cm but if you put unmodified intake trumpets before shortened ones, the total lenght of intake path is 55 cm. That will tune the intake to work well in mid rpm area. Then just tell ECU to send signal to solenoid to move the longer intake trumpets away from intake path when revs rise beyond 5000 rpm so engine can breath through short runners :)
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littleboyblues

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« Reply #73 on: March 10, 2009, 12:20:12 PM »
Cool Thanks boyracer
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m44power

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« Reply #74 on: March 20, 2009, 01:53:08 PM »
i post some pictures of my ITB setup is not completed yet and am running with stock ECU and some PVC (plastic) tube (temporary of course) for plenum

here some video http://www.youtube.com/watch?v=-lfNB0dTQ3c

http://s670.photobucket.com/albums/vv68/s42performance/
« Last Edit: March 20, 2009, 02:07:53 PM by m44power »
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