The ITB info thread.
12-21-2006, 09:49 PM
#51
0.0 BAR
Join Date: Feb 2003
Posts: 0
Re: The ITB info thread.
Originally Posted by slo_crx1
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 
).
).
Originally Posted by slo_crx1
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?
12-23-2006, 03:29 AM
#52
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: The ITB info thread.
The simple fact that most people dont want to hear
ITB's are more a pain than pleasure
For the typical joe a nice manifold like an aebs,blox,itr for the b series head with proper porting and a good size throttlebody 65-70mm plate area is where power will be made on 190+whp b series builds. Also like JD has said tuning a plenum all motor set up in my opinion is very stright forward and in the skills of anyone with basic ecu skills can get the job done on the street in 2 hours, atleast thats my experince
Key too all motor builds is cfm. I have seen what it take to make alot of power on all motor builds being close with one of the first guys to start the all motor than back when I was still riding a skateboard
He achieved 190 whp b16a over 6 years ago on ctr cams,pm6 ecu w/some generic chip rpm switch,ported gsr head,gsr manifold,70 mm rpm tb the first generation when Jon at RPM and Dave at dhracing first made the design that was only a straight through inlet no taper
The key with that build was simple the head flowed and made power. Im comfortable to say that head with proper tuning a header built for a b16a, had an edelbrock and tuned on crome would of been a 200 whp build all on a old school b16a1 shortblock
Conclusion want to make power all motor have a friend who knows how to get 300 cfm out of a head or pay 1000+
ITB's are more a pain than pleasure
For the typical joe a nice manifold like an aebs,blox,itr for the b series head with proper porting and a good size throttlebody 65-70mm plate area is where power will be made on 190+whp b series builds. Also like JD has said tuning a plenum all motor set up in my opinion is very stright forward and in the skills of anyone with basic ecu skills can get the job done on the street in 2 hours, atleast thats my experince
Key too all motor builds is cfm. I have seen what it take to make alot of power on all motor builds being close with one of the first guys to start the all motor than back when I was still riding a skateboard
He achieved 190 whp b16a over 6 years ago on ctr cams,pm6 ecu w/some generic chip rpm switch,ported gsr head,gsr manifold,70 mm rpm tb the first generation when Jon at RPM and Dave at dhracing first made the design that was only a straight through inlet no taper
The key with that build was simple the head flowed and made power. Im comfortable to say that head with proper tuning a header built for a b16a, had an edelbrock and tuned on crome would of been a 200 whp build all on a old school b16a1 shortblock
Conclusion want to make power all motor have a friend who knows how to get 300 cfm out of a head or pay 1000+
12-23-2006, 10:26 PM
#53
0.5 BAR
Join Date: Dec 2005
Posts: 103
Re: The ITB info thread.
Originally Posted by Joseph Davis
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?
would ITBs benefit an 89 accord which makes like 90whp? im planning on doing a turbo build when spring comes, but i wanna have fun with some ITBs im getting for cheap
12-24-2006, 10:56 AM
#54
3.0 BAR
Join Date: Aug 2003
Location: NE-PA
Posts: 4,666
Re: The ITB info thread.
Originally Posted by A20A3T
would ITBs benefit an 89 accord which makes like 90whp? im planning on doing a turbo build when spring comes, but i wanna have fun with some ITBs im getting for cheap
Replacing the stock restrictive exhaust also helps alot as well, especially after said head work is done.
Originally Posted by chris
The simple fact that most people dont want to hear
ITB's are more a pain than pleasure
For the typical joe a nice manifold like an aebs,blox,itr for the b series head with proper porting and a good size throttlebody 65-70mm plate area is where power will be made on 190+whp b series builds. Also like JD has said tuning a plenum all motor set up in my opinion is very stright forward and in the skills of anyone with basic ecu skills can get the job done on the street in 2 hours, atleast thats my experince
Key too all motor builds is cfm. I have seen what it take to make alot of power on all motor builds being close with one of the first guys to start the all motor than back when I was still riding a skateboard
He achieved 190 whp b16a over 6 years ago on ctr cams,pm6 ecu w/some generic chip rpm switch,ported gsr head,gsr manifold,70 mm rpm tb the first generation when Jon at RPM and Dave at dhracing first made the design that was only a straight through inlet no taper
The key with that build was simple the head flowed and made power. Im comfortable to say that head with proper tuning a header built for a b16a, had an edelbrock and tuned on crome would of been a 200 whp build all on a old school b16a1 shortblock
Conclusion want to make power all motor have a friend who knows how to get 300 cfm out of a head or pay 1000+
ITB's are more a pain than pleasure
For the typical joe a nice manifold like an aebs,blox,itr for the b series head with proper porting and a good size throttlebody 65-70mm plate area is where power will be made on 190+whp b series builds. Also like JD has said tuning a plenum all motor set up in my opinion is very stright forward and in the skills of anyone with basic ecu skills can get the job done on the street in 2 hours, atleast thats my experince
Key too all motor builds is cfm. I have seen what it take to make alot of power on all motor builds being close with one of the first guys to start the all motor than back when I was still riding a skateboard
He achieved 190 whp b16a over 6 years ago on ctr cams,pm6 ecu w/some generic chip rpm switch,ported gsr head,gsr manifold,70 mm rpm tb the first generation when Jon at RPM and Dave at dhracing first made the design that was only a straight through inlet no taper
The key with that build was simple the head flowed and made power. Im comfortable to say that head with proper tuning a header built for a b16a, had an edelbrock and tuned on crome would of been a 200 whp build all on a old school b16a1 shortblock
Conclusion want to make power all motor have a friend who knows how to get 300 cfm out of a head or pay 1000+
12-24-2006, 12:01 PM
#55
0.5 BAR
Join Date: Dec 2005
Posts: 103
Re: The ITB info thread.
Originally Posted by slo_crx1
Nope. If it's the carb'd version, one of your weakest links is the lack of mpfi. If you're lucky enough to have one of said lx-i's, then the head is more or less the weakest link. I used to rev mine up to 7000 and all I can say is monster valve float after the 5500 mark, especially if the motor's got some miles on it. New valvetrain and a cam helps them quite a bit, along with some port work to help those stock 12 valves breathe a little better. Best of all, cams for those motors are dirt cheap. Replacing the stock restrictive exhaust also helps alot as well, especially after said head work is done.
Replacing the stock restrictive exhaust also helps alot as well, especially after said head work is done.
12-27-2006, 01:45 AM
#57
0.5 BAR
Join Date: Dec 2005
Posts: 103
Re: The ITB info thread.
Originally Posted by Joseph Davis
ITBs are about airmass and velocity, comparing total throttle area between pure pulsed flow and mixed pulse-differential flow makes as much sense as comparing dick size with a horse.
12-27-2006, 04:53 AM
#58
3.0 BAR
Join Date: Aug 2003
Location: NE-PA
Posts: 4,666
Re: The ITB info thread.
Originally Posted by A20A3T
good enough... so does the head ive got help out with some airflow if i get a decent B series intake manifold and redrill it for the head?
Iron block, reworked head, and boost...a match made in heaven
12-28-2006, 08:50 PM
#59
0.5 BAR
Join Date: Dec 2005
Posts: 103
Re: The ITB info thread.
Originally Posted by slo_crx1
Boost on that motor is the best way for max airflow Iron block, reworked head, and boost...a match made in heaven
Iron block, reworked head, and boost...a match made in heaven
12-29-2006, 04:36 AM
#60
3.0 BAR
Join Date: Aug 2003
Location: NE-PA
Posts: 4,666
Re: The ITB info thread.
I dunno...itb's and boost just sounds like a headache, not just for tuning but as in leaking-wise as well. If it's converted to lx-i (pgm-fi) I think you could run a chipped pm6 on it...both are still pre-obd. Someone correct me if I'm wrong here :P
