What do you mean by this? I'm in the process of designing ITB's and would like to design the preferred option.
The GSXR and Redline ITB's have individual vacuum nipples comeing off each port, the CB ITB's pair up the two ports internally and only have a single vacuum nipple off each side.
Vee Dub Nut wrote:The GSXR and Redline ITB's have individual vacuum nipples comeing off each port, the CB ITB's pair up the two ports internally and only have a single vacuum nipple off each side.
I attempted the COP mods but ran into problems (see: http://www.shoptalkforums.com/viewtopic ... 6&t=140723) I'll regroup on this and try again with the drivers mounted in their own case to see if that makes any difference. The standby will be to continue to use the old Ford EDIS coil pack directly controlled for the time being.
Still trying to plan out the GSXR itb conversion.. I think I've mostly ruled out using the on board injectors on the ITB's due to clearance problems with the shroud and body. That leaves running something like the CB IDF efi intake manifolds, or welding my own injector bungs on my IDF intakes. Haven't committed to either direction just yet..
I do have some spigot boots coming, but am unsure if they will be included in the final mount design or not. My biggest challenge in my mind is getting pressure ducting to the top of the GSXR ITB's, as there isnt much shoulder on the top of the ITB to clamp silicon couplers to, so I'm still playing with the oringed plate idea on top to allow off the shelf CB turbo hats to be used. We'll see...
Vee Dub Nut wrote:I do have some spigot boots coming, but am unsure if they will be included in the final mount design or not. My biggest challenge in my mind is getting pressure ducting to the top of the GSXR ITB's, as there isnt much shoulder on the top of the ITB to clamp silicon couplers to, so I'm still playing with the oringed plate idea on top to allow off the shelf CB turbo hats to be used. We'll see...
(primary injectors Bosch EAT255 are 225cc and the secondary injectors Bosch EAT256 are 460cc, totaling around 65lbhr overall)
You should post that over at msextra, there's an injector size thread.
I'm still wondering what the Yamaha FX160 injectors i'm running work out to, identical physical fit but a light tan color, no EAT# on the side.
GSXR injector fuel flow rating EAT255 EAT256
Addendum to Newtons first law:
zero vehicles on jackstands, square gets a fresh 090 and 1911, cabby gets a blower.
EZ3.6 Vanagon after that.(mounted, needs everything finished) then Creamsicle.
Well another month passes and the car is still basically sitting in the same spot.. I always seem to manage to take the car apart during some of the nicest driving weather Texas has to offer. The last time I drove the car consistently it was near 100F... Now the weather is perfect
Last edited by Vee Dub Nut on Fri Jan 18, 2013 10:59 am, edited 1 time in total.
I know the feeling, I got so far as a TP dry sump, ceramic type 4 lifters, and a MS3x with all the fixin's for my turbo build, when out of the blue a bus got into the picture, lol.
Nothing sounds as good as a sweet turbo setup but them GSXR ITB's do sound bitchin when you get into the resonance rpms
After some other distractions and projects over the past few months, I ended up parting out this entire setup since last December. I've been toying with a lot of different ideas for its replacement, such as another T1, WBX, and a type 4. Big factors I wanted to address was better driveability (hence the intake I was working on), addition of an air/water intercooler, and a cooler running engine (I was always fighting CHT on this last build). All of my ideas (even another T1) were different enough from this combo, that selling off everything made sense, as I was looking at all new components anyways....
So after a lot of thought, another T1 won out. I gave a lot of thought to a WBX, and even bought a couple of core engines and did some investigation with them, but in the end decided I couldn't take a cutter to the car to install the required cooling. My car has a lot of sentimental value, and is just too nice to cut IMO. As for a type 4, the costs ended up keeping me away, especially since I still have a lot of T1 stuff in my collection. This effected the WBX decision too.
As for the new build, not all the details have been worked out yet. I did order some CB IDF fuel injected intakes, so I could either continue with the GSXR ITB's, or put some plenums on top of them for a better single TB setup. As for improved cooling, I decided I'd give a DTM a try, along with some other potential internal engine and hardware changes. Going with DTM stipulated going back to a mag case, but I have two that I can work from. The DTM was admittedly a little pricey, but I figured if it works its money well spent, and if not it would be easy to part with down the road if it didn't work out.
I'll likely post up a new build thread since it will be ground up again, but for now I'm just collecting the parts.
