Anyone seen this? ITB for 964/993 plug n’ play
07-25-2018, 05:05 PM
#1
Rennlist Member
Thread Starter
Anyone seen this? ITB for 964/993 plug n’ play
07-25-2018, 05:41 PM
#3
Racer
07-25-2018, 05:44 PM
#4
Racer
07-25-2018, 05:58 PM
#5
Rennlist Member
Thread Starter
https://www.vividracing.com/power-45...152412577.html
you know just $11,685 ...
but if it actually made that power it would be a fair price. Only other way to start making that is with an engine build
you know just $11,685 ...
but if it actually made that power it would be a fair price. Only other way to start making that is with an engine build
07-25-2018, 06:11 PM
#6
Rennlist Member
Comparing apples to oranges I realize...but what’s the price of a complete supercharger kit for the 964/993?
Granted the gains are impressive for this ITB kit, it just seems like a similar pricing strategy to the drug companies...charging $1000 a dose for meds to cover development costs.
Is it just me, or would they probably sell twice as many at roughly half the price?
Granted the gains are impressive for this ITB kit, it just seems like a similar pricing strategy to the drug companies...charging $1000 a dose for meds to cover development costs.
Is it just me, or would they probably sell twice as many at roughly half the price?
07-25-2018, 09:03 PM
#7
Three Wheelin'
According to the dyno there's about a 45 bhp gain, which sounds reasonable for ITBs on a 3.6 964 motor. While oranges to grapefruits (not quite apples), a BMW tii has 140 stock and if you add Aplina A4 ITBs to an otherwise stock motor you get around 160 on an MFI system. Plus those are, relatively, low compression 2.0 motors (9.5) and have very little cam. Almost twice as much displacement, much higher compression and very tunable EFI, that should get you 45 bhp more.....
If it was smog legal in California......
If it was smog legal in California......
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07-25-2018, 11:47 PM
#9
Doubt those gains are real, and to the extent they are much of them are due to the live remap, not the ITB's. ITB's will improve throttle response and intake sound and will produce a little more power due to presumably greater intake velocities and cylinder filling. The fun factor is definitely there. But the reason you switch from a common plenum intake like on a 964 or 993 to ITB's (early 911 carburetors and MFI were ITB systems) is so you can run hotter cams. Single throttle intakes are sensitive to reversion, ITB's are not. If you added ITB's + cams + live remap, you'd have some real power gains. That would be a fun 3.6. For 993's you'd have to ditch the hydraulic rockers if you added cams.
08-10-2018, 07:44 AM
#10
6th Gear
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Hey Guys,
I work for AT Power and have been involved with the development of these kits, sorry i haven't gotten on here, i've just found this thread
(please bear with me getting back to you as i don't often check on here)
To give you a bit of the story, we had a customer who wanted to use our ITBs on a road car (We've typically been involved mostly with the race scene) and wanted to look at putting together an ECU for it also, so we thought while we're at it, we should put it together as a plug and play kit, with a complete ECU and fuel system.
So, we got the car delivered to us, then took it to our friends at Specialist Components (who manufacture the ECU) to look at the electronics side of things. During this development we did a lot of playing around with inlet length tuning and getting the throttle response correct for a road driven car, so developed a cam based linkage in the centre of the engine bay.
The car we did the development on was a completely standard 1993 3.6L Carerra 2, which we base line dyno'ed before doing any of the work, then fitted up the kit, played around to get inlet lengths right and make sure it would package in the engine bay, below the electronic spoiler which ended up being quite the task to get the length we wanted to achieve, which led us to the curved runners.
We then went back to the same dyno once the kit was installed and re-ran the car, which resulted in a peak of 289.3 Fly HP.
We also replaced the fuel system from the standard filter feed in the car to the feed back to the tank, using the OEM Connections.
The goal with this project has always been to make it easy to install, give good power and make sure we didn't have to cut the car to bits to make it work.
Admittedly, with a set of cams this probably would have gotten more power, but then you're getting into a bit more involved engine work which we wanted to stay away from as we wanted this 'bolt-on'.
We drove the car after all of the testing, and we were really impressed firstly with the noise, but also the power and torque gain and engine pull through the gears.
I will do my best to keep an eye on here but i may be slow so please bear with!
Thanks,
Ben
I work for AT Power and have been involved with the development of these kits, sorry i haven't gotten on here, i've just found this thread
(please bear with me getting back to you as i don't often check on here)To give you a bit of the story, we had a customer who wanted to use our ITBs on a road car (We've typically been involved mostly with the race scene) and wanted to look at putting together an ECU for it also, so we thought while we're at it, we should put it together as a plug and play kit, with a complete ECU and fuel system.
So, we got the car delivered to us, then took it to our friends at Specialist Components (who manufacture the ECU) to look at the electronics side of things. During this development we did a lot of playing around with inlet length tuning and getting the throttle response correct for a road driven car, so developed a cam based linkage in the centre of the engine bay.
The car we did the development on was a completely standard 1993 3.6L Carerra 2, which we base line dyno'ed before doing any of the work, then fitted up the kit, played around to get inlet lengths right and make sure it would package in the engine bay, below the electronic spoiler which ended up being quite the task to get the length we wanted to achieve, which led us to the curved runners.
We then went back to the same dyno once the kit was installed and re-ran the car, which resulted in a peak of 289.3 Fly HP.
We also replaced the fuel system from the standard filter feed in the car to the feed back to the tank, using the OEM Connections.
The goal with this project has always been to make it easy to install, give good power and make sure we didn't have to cut the car to bits to make it work.
Admittedly, with a set of cams this probably would have gotten more power, but then you're getting into a bit more involved engine work which we wanted to stay away from as we wanted this 'bolt-on'.
We drove the car after all of the testing, and we were really impressed firstly with the noise, but also the power and torque gain and engine pull through the gears.
I will do my best to keep an eye on here but i may be slow so please bear with!
Thanks,
Ben
03-30-2019, 11:39 AM
#11
Rennlist Member
Hey Guys,
I work for AT Power and have been involved with the development of these kits, sorry i haven't gotten on here, i've just found this thread (please bear with me getting back to you as i don't often check on here)
To give you a bit of the story, we had a customer who wanted to use our ITBs on a road car (We've typically been involved mostly with the race scene) and wanted to look at putting together an ECU for it also, so we thought while we're at it, we should put it together as a plug and play kit, with a complete ECU and fuel system.
So, we got the car delivered to us, then took it to our friends at Specialist Components (who manufacture the ECU) to look at the electronics side of things. During this development we did a lot of playing around with inlet length tuning and getting the throttle response correct for a road driven car, so developed a cam based linkage in the centre of the engine bay.
The car we did the development on was a completely standard 1993 3.6L Carerra 2, which we base line dyno'ed before doing any of the work, then fitted up the kit, played around to get inlet lengths right and make sure it would package in the engine bay, below the electronic spoiler which ended up being quite the task to get the length we wanted to achieve, which led us to the curved runners.
We then went back to the same dyno once the kit was installed and re-ran the car, which resulted in a peak of 289.3 Fly HP.
We also replaced the fuel system from the standard filter feed in the car to the feed back to the tank, using the OEM Connections.
The goal with this project has always been to make it easy to install, give good power and make sure we didn't have to cut the car to bits to make it work.
Admittedly, with a set of cams this probably would have gotten more power, but then you're getting into a bit more involved engine work which we wanted to stay away from as we wanted this 'bolt-on'.
We drove the car after all of the testing, and we were really impressed firstly with the noise, but also the power and torque gain and engine pull through the gears.
I will do my best to keep an eye on here but i may be slow so please bear with!
Thanks,
Ben
I work for AT Power and have been involved with the development of these kits, sorry i haven't gotten on here, i've just found this thread
(please bear with me getting back to you as i don't often check on here)To give you a bit of the story, we had a customer who wanted to use our ITBs on a road car (We've typically been involved mostly with the race scene) and wanted to look at putting together an ECU for it also, so we thought while we're at it, we should put it together as a plug and play kit, with a complete ECU and fuel system.
So, we got the car delivered to us, then took it to our friends at Specialist Components (who manufacture the ECU) to look at the electronics side of things. During this development we did a lot of playing around with inlet length tuning and getting the throttle response correct for a road driven car, so developed a cam based linkage in the centre of the engine bay.
The car we did the development on was a completely standard 1993 3.6L Carerra 2, which we base line dyno'ed before doing any of the work, then fitted up the kit, played around to get inlet lengths right and make sure it would package in the engine bay, below the electronic spoiler which ended up being quite the task to get the length we wanted to achieve, which led us to the curved runners.
We then went back to the same dyno once the kit was installed and re-ran the car, which resulted in a peak of 289.3 Fly HP.
We also replaced the fuel system from the standard filter feed in the car to the feed back to the tank, using the OEM Connections.
The goal with this project has always been to make it easy to install, give good power and make sure we didn't have to cut the car to bits to make it work.
Admittedly, with a set of cams this probably would have gotten more power, but then you're getting into a bit more involved engine work which we wanted to stay away from as we wanted this 'bolt-on'.
We drove the car after all of the testing, and we were really impressed firstly with the noise, but also the power and torque gain and engine pull through the gears.
I will do my best to keep an eye on here but i may be slow so please bear with!
Thanks,
Ben
03-30-2019, 04:45 PM
#12
Racer
Their web-site is kinda confusing. The way I read it, the kit does not include the ECU and all of the other ancillary things that are required to actually make it work. Hopefully I'm misinterpreting, and the kit is all-inclusive. If so, I think this kit is more attractive than going with a supercharger. I wish this was actually something that I could consider, but California...
Our Plug and Play Throttles (ITB’s) solution comes fully assembled and includes the following parts:
· Billet aluminium “Shaft-less” Throttle bodies.
· 3D Printed custom curved Inlets/extension to allow for bonnet clearance around the standard 964 electronic spoilers.
· Ram pipes.
· TPS sensor.
· Billet Aluminium Fuel Rails.
· Thermal gaskets.
· Linkage and spindles that connect directly to the OEM cable pull.
We have also listed the supporting parts that create this Plug and Play Kit
· Motec M130 ECU with plug and play loom to connect the existing wiring harness.
· Base map.
· Dual lambda controller.
· Air temperature sensor.
· Breather Filters.
· ITG Air Filters.
· Custom laser cut back plates (Handed)
· PICO fuel injectors.
· Carbon Fibre heating duct.
· Racing lines fuel pressure regulator.
· Fuel lines and fittings with fuel flow diagram.
· Billet aluminium vacuum manifold and hoses.
Our Plug and Play Throttles (ITB’s) solution comes fully assembled and includes the following parts:
· Billet aluminium “Shaft-less” Throttle bodies.
· 3D Printed custom curved Inlets/extension to allow for bonnet clearance around the standard 964 electronic spoilers.
· Ram pipes.
· TPS sensor.
· Billet Aluminium Fuel Rails.
· Thermal gaskets.
· Linkage and spindles that connect directly to the OEM cable pull.
We have also listed the supporting parts that create this Plug and Play Kit
· Motec M130 ECU with plug and play loom to connect the existing wiring harness.
· Base map.
· Dual lambda controller.
· Air temperature sensor.
· Breather Filters.
· ITG Air Filters.
· Custom laser cut back plates (Handed)
· PICO fuel injectors.
· Carbon Fibre heating duct.
· Racing lines fuel pressure regulator.
· Fuel lines and fittings with fuel flow diagram.
· Billet aluminium vacuum manifold and hoses.