The Ultimate FA20 ITB thread.

[PuslarBrrrz]

The guy isn't hard to get a hold of on IG, everyone here could just message him there or be snarky in his comments section. haha

[nastynate88]

Originally Posted by Bach415

If I am correct, on one of his IG post, I think he did mention it was a new dyno that they used when tuning the ITB's where as the stock numbers were on the old dyno. Can't be too sure that the gains are that accurate imo.

I completely missed that comment, my mistake. In that case there's no way to tell if the ITB's do anything

[nastynate88]

Originally Posted by CSG Mike

Those results only make me more excited to finish my own testing!

Glad to hear you're still working on it. I seem to remember that progress was slow mostly due to lack of interest from customers to pony up the cash for an unproven kit.

[CSG Mike]

Originally Posted by nastynate88

Glad to hear you're still working on it. I seem to remember that progress was slow mostly due to lack of interest from customers to pony up the cash for an unproven kit.

Not that, as much as I'm doing the testing personally and paying for all expenses out of pocket, on two different vehicles.

All in all, total expenses will easily be in excess of 10k. I'll recoup some of it from selling one of the sets of ITBs, but anything spent on labor (tuning, multiple installs/uninstalls) is just a sunk cost.

It's no different from me doing a lot of personal testing with various parts on the markets, such as brake pads, dampers, etc. I'm not being compensated or paid to do any of this testing; I do it because this platform is within my realm of affordability and I know what I personally want out of the platform, and blazing the trail myself is the only way to truly get the results I want.

An example of this is why I still don't have a BBK on my car; I know what the proven solutions are, and know that they are cost effective, but I want a specific feel and level of control out of the brake pedal, and have to work around the stock master/slave cylinder on the car to keep it streetable. I keep a log of everything I've purchased for the car, and I'm at 36 sets of brake pads for the car so far. Each set of pads costs anywhere between 195 and 758 per axle.

I wish I were paid to do this level of development for this platform; I could easily speed up the testing 5-8x with a big budget.

I do this type of testing and validation for many teams/OEMs/manufacturers that have budgets 3-7 zeros larger than mine, and the results speak for themselves. The ideology and methodology from that testing and my personal testing does not change, only the budget and the according timeline.

I do get a generous amount of help from many parties, who donate their facilities, time, assets, and knowledge, to ensure my testing is done to my satisfaction, but none of them are throwing dollars at my personal program.

[nastynate88]

Originally Posted by CSG Mike

Not that, as much as I'm doing the testing personally and paying for all expenses out of pocket, on two different vehicles.

All in all, total expenses will easily be in excess of 10k. I'll recoup some of it from selling one of the sets of ITBs, but anything spent on labor (tuning, multiple installs/uninstalls) is just a sunk cost.

It's no different from me doing a lot of personal testing with various parts on the markets, such as brake pads, dampers, etc. I'm not being compensated or paid to do any of this testing; I do it because this platform is within my realm of affordability and I know what I personally want out of the platform, and blazing the trail myself is the only way to truly get the results I want.

An example of this is why I still don't have a BBK on my car; I know what the proven solutions are, and know that they are cost effective, but I want a specific feel and level of control out of the brake pedal, and have to work around the stock master/slave cylinder on the car to keep it streetable. I keep a log of everything I've purchased for the car, and I'm at 36 sets of brake pads for the car so far. Each set of pads costs anywhere between 195 and 758 per axle.

I wish I were paid to do this level of development for this platform; I could easily speed up the testing 5-8x with a big budget.

I do this type of testing and validation for many teams/OEMs/manufacturers that have budgets 3-7 zeros larger than mine, and the results speak for themselves. The ideology and methodology from that testing and my personal testing does not change, only the budget and the according timeline.

I do get a generous amount of help from many parties, who donate their facilities, time, assets, and knowledge, to ensure my testing is done to my satisfaction, but none of them are throwing dollars at my personal program.

Fair enough, your efforts and information are appreciated

[oso_25]

Just here lurking and glad there is someone like @CSG Mike doing all this testing, getting all the information, and answering questions that we have about the ITB kits.

[JoeBoxer]

Has anyone got their hands on the Greddy ITB kit or seen any numbers for it?

[CSG Mike]

Bump for images

[Tristor]

I'm really looking forward to the results of this testing. I'm not interested in making monster power, and I'm more focused on linear power delivery and throttle response. My initial plan was to eventually go for a supercharger, but I'd much much prefer to stay NA if possible. If it's doable to get to 230-240whp NA without an engine rebuild, I'm in for it and the cost isn't really an issue.



It'd be very interesting to build the heads with ITBs and get it high revving as well... although I think oiling would be an issue. Just imagine the sound of a 9000rpm boxer with ITBs though, worth it just to hear that exiting a corner at the track.

[Code Monkey]

Originally Posted by Tristor

If it's doable to get to 230-240whp NA without an engine rebuild

Not gonna happen.

[StraightOuttaCanadaEh]

Originally Posted by Tristor

I'm really looking forward to the results of this testing. I'm not interested in making monster power, and I'm more focused on linear power delivery and throttle response. My initial plan was to eventually go for a supercharger, but I'd much much prefer to stay NA if possible. If it's doable to get to 230-240whp NA without an engine rebuild, I'm in for it and the cost isn't really an issue.



It'd be very interesting to build the heads with ITBs and get it high revving as well... although I think oiling would be an issue. Just imagine the sound of a 9000rpm boxer with ITBs though, worth it just to hear that exiting a corner at the track.

One guy on IG (@zerobreau) with ITBs did 206 whp (144 whp baseline) on 91 pump gas. That's 91 canadian, which ain't so hot

[norcalpb]

Originally Posted by StraightOuttaCanadaEh

One guy on IG (@zerobreau) with ITBs did 206 whp (144 whp baseline) on 91 pump gas. That's 91 canadian, which ain't so hot

What’s is his Instagram name?

[StraightOuttaCanadaEh]

Originally Posted by norcalpb

What’s is his Instagram name?

@zerobreau

[NoHaveMSG]

Originally Posted by StraightOuttaCanadaEh

One guy on IG (@zerobreau) with ITBs did 206 whp (144 whp baseline) on 91 pump gas. That's 91 canadian, which ain't so hot

As much as I want to believe that I am pretty skeptical of those numbers. From what I read the baseline and the ITB dyno where not done on the same machine, though I could be mistaken.