32v ITB's?????
Rennlist Member
Joined: Mar 2005
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From: London, UK
what do you want to know - I have ITBs on my race car... Homemade and almost as good as Simmards... Made 430rwhp on a Mustand Dyno out of a 100.5mm + GTS crank + Rods block...
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From: Irvine, CA
Here are a couple of Andy-GTS's ITB threads:
https://rennlist.com/forums/928-foru...o-results.html
https://rennlist.com/forums/928-foru...09-bmw-m5.html
https://rennlist.com/forums/928-foru...o-results.html
https://rennlist.com/forums/928-foru...09-bmw-m5.html
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Three Wheelin'
Joined: Aug 2006
Posts: 1,765
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From: Atlanta
Add Louie Ott's to the list. I understand he has a set nearly ready.
I'm making some of mine now. Sorry for not having the website up, let me see what I can do about that...
For now here are some pics.
BTW, about "Homemade and almost as good as Simmards". The parts I make are a serious effort with no compromises to appease the modern, popular mantra of 'cheap and easy'.
While I'm at it, let me show the modifications to the water crossover. These were described as "extensive" in a negative way, to show the superiority of cheap and easy so I need to explain it.
I don't like comparing my work to others and prefer instead to make parts to high standards of design and workmanship, much like what I first saw in Porsche 928s, I really don't care what others are doing but have to answer sometimes when my name gets mentioned.
The front right intake tract wants to occupy the same space as the crossover, I consider a straight tract leading into the cylinder as important so I mill an area of the crossover and weld in a 2mm plate. Since you're going to be welding in bungs anyway, this is a good time.
I'll be glad to help out if you send me a crossover.
The airbox is the big elephant on the 'to-do' list. I made a model for molding CF boxes but failed to source it, CF molding is tough to get done.
I've had 3 different box designs and a "special" one is in the works for a customer now. There's just not anything off-the-shelf yet.
I'm making some of mine now. Sorry for not having the website up, let me see what I can do about that...
For now here are some pics.
BTW, about "Homemade and almost as good as Simmards". The parts I make are a serious effort with no compromises to appease the modern, popular mantra of 'cheap and easy'.
While I'm at it, let me show the modifications to the water crossover. These were described as "extensive" in a negative way, to show the superiority of cheap and easy so I need to explain it.
I don't like comparing my work to others and prefer instead to make parts to high standards of design and workmanship, much like what I first saw in Porsche 928s, I really don't care what others are doing but have to answer sometimes when my name gets mentioned.
The front right intake tract wants to occupy the same space as the crossover, I consider a straight tract leading into the cylinder as important so I mill an area of the crossover and weld in a 2mm plate. Since you're going to be welding in bungs anyway, this is a good time.
I'll be glad to help out if you send me a crossover.
The airbox is the big elephant on the 'to-do' list. I made a model for molding CF boxes but failed to source it, CF molding is tough to get done.
I've had 3 different box designs and a "special" one is in the works for a customer now. There's just not anything off-the-shelf yet.
Last edited by Mike Simard; May 31, 2013 at 10:44 AM.
Three Wheelin'
Joined: Aug 2006
Posts: 1,765
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From: Atlanta
I designed my ITBs by first modeling the engine with the ideal intake tract and then work to make that possible given the restraints of the hoodline.
I feel the stock tract should be opened up with a certain taper from the valve divider wall back. This makes the area of the head/manifold interface larger. My ITBs have a 54mm throttle blade that transitions into the oval of the head while maintaining desired taper. If bolted onto a stock head you would see a noticeable step, opening up the head is part of the 'installation'.
This is a good time to send the heads to Greg Brown or other experienced porter!
After doing this, there's no more induction restriction and you have a large 4 valve engine that makes good power per displacement.
The throttle blades at the head keep intake reversion from being a factor at part throttle and the blade acts as a nozzle so you get benefits beyond full power you never imagined.
I feel the stock tract should be opened up with a certain taper from the valve divider wall back. This makes the area of the head/manifold interface larger. My ITBs have a 54mm throttle blade that transitions into the oval of the head while maintaining desired taper. If bolted onto a stock head you would see a noticeable step, opening up the head is part of the 'installation'.
This is a good time to send the heads to Greg Brown or other experienced porter!
After doing this, there's no more induction restriction and you have a large 4 valve engine that makes good power per displacement.
The throttle blades at the head keep intake reversion from being a factor at part throttle and the blade acts as a nozzle so you get benefits beyond full power you never imagined.
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Joined: Mar 2005
Posts: 1,387
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From: London, UK
Mike, with all due respect...
A couple of points:
- With our set up - there was no need to modify the water bridge crossover, yet the tract is as straight as it gets. Happy to post pictures to prove a point
- If you call Pierburg throttle bodies cheap, then I must have missed something in Automotive history...
- Our system utilises the stock ICV and allows the car to keep the stock Vacuum system for everything
- Our system utilises the stock fuel rails/regulators/dampeners
- Our system is cheaper, because labour rates are cheaper where many of the details are machined
- If 430rwhp on a Mustang dyno out of 5.4ltr engine is not enough for you, I dunno what is...
Don't get me wrong, your system is a exceptionally well made and I would have liked to have bought it for my car. However we elected to go a different route, which is not wrong, is it?
Your statement comes across as there is nothing better than mine because I made it... All I am trying to say is that there are other alternatives... Maybe not quite the Ferrari 458 that you produce, but at least a 430 Scuderia...
A couple of points:
- With our set up - there was no need to modify the water bridge crossover, yet the tract is as straight as it gets. Happy to post pictures to prove a point
- If you call Pierburg throttle bodies cheap, then I must have missed something in Automotive history...
- Our system utilises the stock ICV and allows the car to keep the stock Vacuum system for everything
- Our system utilises the stock fuel rails/regulators/dampeners
- Our system is cheaper, because labour rates are cheaper where many of the details are machined
- If 430rwhp on a Mustang dyno out of 5.4ltr engine is not enough for you, I dunno what is...
Don't get me wrong, your system is a exceptionally well made and I would have liked to have bought it for my car. However we elected to go a different route, which is not wrong, is it?
Your statement comes across as there is nothing better than mine because I made it... All I am trying to say is that there are other alternatives... Maybe not quite the Ferrari 458 that you produce, but at least a 430 Scuderia...
