The ghetto
 

found this on facebook thot id share, pretty badass if you ask me


http://img833.imageshack.us/img833/8...7648512057.jpg

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k20? wtf intake is that?

ITB's ftw

what?:s

thats old news the graffiti engine bay..but all way badass and original :)

Independent Throttle Bodies

Individual Throttle Bodies.

Instead of one throttle body for all 4 cylinders, there is one for every cylinder.

It's only beneficial to highly tuned NA (Naturally Aspirated, non-forced induction) engines.


Cool post! Very original design. I like it. :)

thanks for the info, wheres the intake filter?

and yes i like it too its different

They either run screens or an individual small cone filter on each, or some people build a chamber around them and have a filter off to one side (which to me, defeats the purpose...but anyways), or they run with no filters.

Most all motor drag cars with ITB's don't run filters with this setup because they're only used to down the drag strip and not on the street.

Again, they're either used for show or on highly modified race engines.

I can see how the combined filter on ITB's sorta defeats the point but you do still end up with 4,6,8 etc tb's at a larger bore then what the runners on a standard IM would be and also the chamber used for a single filter ITB set up is usually huge compared to the plenum on a stock IM and likely holds more then enough air at ny given time to still alow for tuning to be done per cylinder more precisely then with a single TB and also keeping the advantages of them, like the fact that usually a ITB motor reves really quickly. of course, there are a lot of people who say ITB's are just a huge headache and no matter how good the tune, your mileage is gonna be horrible and so on, but then if your running them, you prolly spent a sh*t ton on modding the motor and really only run it on the track, although they can be made streetable, I personally know people with crazy setups like a B20vtec with ITB's and he pretty much only drives his car on the street and rarely at the track, puts down 243hp at the wheels and with great Tq numbers as well.

Basically if you just heard of these, your not ready for them. Also they are NOT only used in N/A applications. Skylines and even the Bugatti eb110 have them and are boosted motors, there are even roots style (not Jackson Racing) supercharged versions. In fact people with skylines remove the ITB's and get a manifold and a single large TB instead. Us Honda guys, ITB's are a newer thing to our scene and only really have been used in big money fully built N/A motors.

^Very true, Dustin. They are used on some boosted applications. Part of the reason for that is the snappy throttle response they can provide when tuned properly. Even still, they really are not necessary on boosted engines. Especially if you properly size the turbo/supercharger you're using.

I've been doing a lot of reading on ITB's and regular plenum intake manifolds and have discovered a few interesting things:

A regular plenum can make lots of power on an NA motor by creating a pressure chamber with the pulse frequency of the cylinders so that at a certain rpm range, the pressure waves actually help to push more air into the cylinders when the intake valves open.

With ITB's you don't get the pressure-pulse effect because the runners are just open to the atmosphere. Instead, the way itb's make power is by the length and taper of the runner. Based on the cylinder volume, intake port size...etc.. each itb is tapered from the velocity stack inwards and gets smaller as you travel towards the port. Again, at a certain rpm range, the column of air moving down the runner gets compressed by the tapered bore, thus creating slight 'boost' if you will.

With either setup the optimum operating range is rather narrow and precise. This creates a rather small useable power band. Some manufacturers have tried to come up with solutions like valiable length intake runners like the GSR intake with the secondary butterflies. Toyota had the T-VIS in the 4age engine which used 2 sets of intake runners per cylinder and also a secondary set of butterflies in which under 4500rpm the engine used only one intake runner percylinder to increase the intake flow velocity for more low-end torque and opened up to use both intake runners per cylinder for higher volume flow for higher rpm hp. There are other examples. Some work better then others. The T-VIS and GSR factory intake manifolds are often changed or modified to remove the valiable intake runner system because they tend to create more restrictive turbulence and reduce potential peak performance.

I'm actually working on a few ideas/designes that would utilize the benefits of a variable intake system, but not hinder efficiency and peak performance...

I could go on about this stuff all day, but this is the photo section, so I'll shut up now... lol


Sorry for the lengthly post... :wink:

I like it.