All Motor S2k With Itb's
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Joined: Aug 2002
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From: Come see me after class.
more direct airflow. also, a cleaner, more direct path for the air/fuel mixture to get into the engine. without FI, the air/fuel mixture is relying solely on the vacuum created inside the engine every time the piston travels from TDC to BDC. there is no force pushing it into the engine. with an ITB setup, you bypass the restrictions and turbulence created by all the piping, etc.
also, you have direct port injection, for greater efficiency.
but what it all boils down to is getting more air into the engine. if an engine has 100% volumetric efficiency, it means that the air it sucks in is 100% that of the volume of that cylinder. (an engine is nothing more than a giant air pump.) with an ITB setup, the venturi stacks (horns) create a swirl effect that pressurizes the air before it gets into the engine. by pressurizing the air, you get more air into a specific volume; basically, you're condensing the air. this way, it's possible to have as high as 135, or even 150% volumetric efficieny.
with an all-motor engine, you want as much air as possible.
also, you have direct port injection, for greater efficiency.
but what it all boils down to is getting more air into the engine. if an engine has 100% volumetric efficiency, it means that the air it sucks in is 100% that of the volume of that cylinder. (an engine is nothing more than a giant air pump.) with an ITB setup, the venturi stacks (horns) create a swirl effect that pressurizes the air before it gets into the engine. by pressurizing the air, you get more air into a specific volume; basically, you're condensing the air. this way, it's possible to have as high as 135, or even 150% volumetric efficieny.
with an all-motor engine, you want as much air as possible.
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Joined: Aug 2002
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From: Come see me after class.
the big thing here though, is whether or not the engine can accommodate the increased air flow. with those ITB's, you won't be making max power potential with the stock heads.
port/polish heads with oversize intake valves and triple-angle valve job would be perfect. also, some high-flow injectors and a quality fuel pump.
the ecu would have to be tuned extensively, as well. it is an investment, but executed properly, it is worth the $$$.
port/polish heads with oversize intake valves and triple-angle valve job would be perfect. also, some high-flow injectors and a quality fuel pump.
the ecu would have to be tuned extensively, as well. it is an investment, but executed properly, it is worth the $$$.
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Joined: Dec 2002
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Originally posted by alexf20c
more direct airflow. also, a cleaner, more direct path for the air/fuel mixture to get into the engine. without FI, the air/fuel mixture is relying solely on the vacuum created inside the engine every time the piston travels from TDC to BDC. there is no force pushing it into the engine. with an ITB setup, you bypass the restrictions and turbulence created by all the piping, etc.
also, you have direct port injection, for greater efficiency.
but what it all boils down to is getting more air into the engine. if an engine has 100% volumetric efficiency, it means that the air it sucks in is 100% that of the volume of that cylinder. (an engine is nothing more than a giant air pump.) with an ITB setup, the venturi stacks (horns) create a swirl effect that pressurizes the air before it gets into the engine. by pressurizing the air, you get more air into a specific volume; basically, you're condensing the air. this way, it's possible to have as high as 135, or even 150% volumetric efficieny.
with an all-motor engine, you want as much air as possible.
more direct airflow. also, a cleaner, more direct path for the air/fuel mixture to get into the engine. without FI, the air/fuel mixture is relying solely on the vacuum created inside the engine every time the piston travels from TDC to BDC. there is no force pushing it into the engine. with an ITB setup, you bypass the restrictions and turbulence created by all the piping, etc.
also, you have direct port injection, for greater efficiency.
but what it all boils down to is getting more air into the engine. if an engine has 100% volumetric efficiency, it means that the air it sucks in is 100% that of the volume of that cylinder. (an engine is nothing more than a giant air pump.) with an ITB setup, the venturi stacks (horns) create a swirl effect that pressurizes the air before it gets into the engine. by pressurizing the air, you get more air into a specific volume; basically, you're condensing the air. this way, it's possible to have as high as 135, or even 150% volumetric efficieny.
with an all-motor engine, you want as much air as possible.
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Joined: Aug 2002
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From: Come see me after class.
oh great. here we go again. 
no dyno plots... or, none on my computer, at least. basically, the torque is pathetic, peaking at 148lb-ft at over 8000rpm. it does, however, flatten a bit early on the powerband, so there's more "usable" torque...
power peaks at 241 (not 248, sorry), and at over 8500rpm.
those numbers were from the best of three runs on a DynoJet.
no dyno plots... or, none on my computer, at least. basically, the torque is pathetic, peaking at 148lb-ft at over 8000rpm. it does, however, flatten a bit early on the powerband, so there's more "usable"
torque...power peaks at 241 (not 248, sorry), and at over 8500rpm.
those numbers were from the best of three runs on a DynoJet.