great read

Sounds like something I am interested in.

Thanks for all the info guys

 

Wow. Thanks for this thread. The more I read the more I love the idea behind the ITB NA tuning.

I'm a new member here, and I've only had my S2000 for a few weeks. I'm NOWHERE near ready to take the plunge on something like this. I'm keeping the car stock at least through this summer and winter, and learning to drive it as best as I can before any serious modification. More power is useless if I dont know how to use it.

That said, the idea behind ITB tuning strikes me as perfect. Transient response and linear power. The type of driving I like to do is very curve-intense. If I wanted peak HP and straight line, I'd have bought a mustang or something. What I want is midrange drive through a corner with a nice top end kick on the way out. ITBs seem to be an awesome way to accomplish that.

Prior to learning so much from this thread, I was seriously considering a small (GT28 sized) turbo that would spool very early, thus filling in the bottom end. I might still go that route someday, but this NA thing seems like a very viable option.

Lastly, I have kind of an idea: would it be possible to make curved composite runners for your ITBs to imcrease their length before hood clearance becomes an issue? My knowledge of gasflow dynamics is pretty much nonexistant, but if I recall, airflow will stay attatched to a curved or angled surface as long as it doesnt exceed a certain arc or angle. (I think its 14 degrees, collective, for a wedge shaped object passing through air).

Would it be possible to maintain high-velocity airflow in a curved horn?

One other thing: what about the possibility of paired horn lengths? I know that trick is often used in motorcycles to optomize a power curve. Two short horns on 1 and 4, two long horns on 2 and 3.

*shrug*

 

Your fluid dynamics knowledge is on par with mine then! I had been contemplating whether curved horns would make any difference... it could be a good opportunity to fabricate some and trial them!

With regards to the different length tubes, I hadn't thought of that! Funny how none of the original manufacturers offer them...

 

Based on my limited fluid dynamics classes that I had to have for my degree, I wouldn

 

I know that airflow will become detatched from a surface its flowing along if the angle of a curved surface changes too rapidly, probably as a function of its velocity. I'm sure that there's a hard and fast rule for it.

That said, it might be easier to just make some and try. -_-

I'm also curious about the paired length runners, but hey, what do I know.

 

[QUOTE=rcodea,Jul 10 2007, 06:44 AM] Based on my limited fluid dynamics classes that I had to have for my degree, I wouldn

 

subscribing.

 

I was also under the impression that you can't really push much more power out of this motor unless you go F/I. This thread has really opened my eyes to the beauty of N/A.

Amazing stuff guys, keep it coming.

 

seems the AEM FIC for the S2000 seems to be working, not sure on the plug-in harness yet, but would the FIC work for a ITB setup?

Local shop can get Hayward ITB's for 2695 w/o injectors... I haven't looked into the pricing on these... good price? I want to start piecing my ITB's for hopefully a Late Spring build

 

Well, I got to drive my new Jenvey 48mm set-up yesterday and today - what a sexy thing it is

Install was a major production, tuning by Modacar has been very impressive. My AP2 is putting down 233 on a Dynojet - which is a bonus as I was not expecting any top-end gains. I will try to post my dyno sheet tonight.

This thread has been very useful, also Fuji Racing, Modacar, S2Kennmark, RWD-RCKT all have been instrumental on the install of these monsters