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The ITB info thread.

Old 11-28-2006, 07:59 AM
  #41  
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Default Re: The ITB info thread.

yeah...i suppose i could just turn aroun and make some money on em......
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Old 12-17-2006, 02:13 PM
  #42  
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Default Re: The ITB info thread.

Building another set for a vtechhhhhhhhhh d15b all motooooorrrrrrrr yo



150 whp stock bottom end goal
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Old 12-17-2006, 10:24 PM
  #43  
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Default Re: The ITB info thread.

can you go into more detail about tuning the ecu? how does this affect gas mileage? what kind of performance gains (or losses) can be expected? from what i understand you gain throttle control, and loose bottom end power, what can be expected as far as HP goes?
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Old 12-18-2006, 02:50 PM
  #44  
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Default Re: The ITB info thread.

Car runs like a racecar with ITBs. Tuning the ECU is a lot like tuning a normal ECU, only it's more finicky and you don't always get small hiccoughs out of the midrange/part throttle. If tweaked correctly the idle is very good, but it fluctuates and hunts a little sometimes, especially when cold. Fuel economy HAHAHAHA, well it might be pretty good if you use cruise control, but everytime you pat the gas pedal the injectors shoot a LOT of gas down the intake bores.

I really don't understand wtf everyone yammers about throttle control/throttle response for, most of these cars are no-power situations where you need to be WOT even in the corners. If you can't be WOT your suspension and lack of LSD is the problem, not whether or not you have ITBs. HP is going to be inline with what you'd get out of a correctly set up single plane manifold, but since everyone making DIY-ITBs grabs motorcycle ITBs that are too small for their target power don't expect to do anything but lose power. I've made comments before that 954RR (38mm throttle blades) ITBs are really well suited for bone stock DOHC ZC or SOHC VTEC. If you plan on making 5 (or 10 at a stretch) more whp then you should really go bigger. Most people try to half-assed build engines and go smaller - but they have m4d ti-ite JDM ITBz, dawg! - so it doesn't matter to them.

Motorcycle ITBs on a B-series, unless you are running 'busa or bigger $$$$ units, is a waste of time. The D-series, however, have a pretty shitty selection of single plane manifolds to choose from, so if you *correctly* size your ITBs you can make good gains with good tuning. Look at what the donor motorcycle makes stock, look at what the donor motorcycle makes tweaked a little with stock ITBs; it won't be much more, most people kill power tinkering with new bikes that are already cracked out from the factory. Now you know what power level they support. Is this the power level you are looking for?
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Old 12-18-2006, 07:55 PM
  #45  
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Default Re: The ITB info thread.

thanks alot, that answered alot of questions, i was planning on doing this to my b18a but since i may actually loose power i guess i wont be going that route. thanks alot for the answers though!

oh just a question, how do you loose power? i was under the impression that more flow=more power
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Old 12-18-2006, 10:27 PM
  #46  
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Default Re: The ITB info thread.

Originally Posted by TheGreenOne3589
thanks alot, that answered alot of questions, i was planning on doing this to my b18a but since i may actually loose power i guess i wont be going that route. thanks alot for the answers though!

oh just a question, how do you loose power? i was under the impression that more flow=more power
that's what i used to think...just listen to JD he's right on this...and yes...if you're really looking for power in a b series, turbo IS the way to go........
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Old 12-19-2006, 09:28 AM
  #47  
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Default Re: The ITB info thread.

For naturally asphxiated no power cars, more flow is usually more power. Do you really think motorcycle ITBs the size of drinking straws aren't a restriction? n00b, go post some **** already.
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Old 12-21-2006, 01:36 AM
  #48  
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Default Re: The ITB info thread.

hello, i am new here. i was wondering wich size of the gsxr would be best for my build?

i have a B16a sir II
itr exhaust cam
ctr intake cam
port flow retainers
itr valve springs
ctr pistons
buddy club cam gears
ngk wires and plugs
ported head
custom header
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Old 12-21-2006, 02:05 PM
  #49  
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Default Re: The ITB info thread.

Stock cams and bolt ons. You might make 145 whp. Go find a 145whp motorcycle, remove it's ITBs.
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Old 12-21-2006, 04:25 PM
  #50  
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Default Re: The ITB info thread.

Ok JD...I'll ask you since you have alot more knowledge on this whole itb setup situation. I found a place near me that's pretty much a boneyard for street bikes (for some reason they're a huge thing in my area ). Would it even be beneficial for me to look into an itb setup for my ls/vtec? I'm not talking basic bolt-on crap either like the guy above, expecting to see around 200-ish+ whp. So far I sit at 12.75:1 c/r, as soon as I can get my subaru back together for the winter I'm ripping the b16a head out of my hatch and taking it to one of my friend's shop so we can work on it. We're going to do a port-match and polish, Omni flat faced valves, Omni springs and probably their locking retainers. I plan on flow-testing the head during the whole process and see how much additional cfm I can get out of it. And seeing as how my friend grinds race-cams, he's going to do me a huge favor and grind me something custom based off of the usual itr cam that can match to both my springs and motor as much as possible. So what I'd like to know from you is if there is any hmt style itb's that would be large enough to support this, or would it just be a miserable waste of time and I should just stick with either an aebs or blox type run of the mill intake manifold?
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