Independent Throttle Body setup?
11-10-05, 04:02 PM
#52
Originally Posted by Judge Ito
I see the possibilities of building a 350 to 380rwhp all motor monster... I am torn between building a third gen. Rx7 a highly balanced and high compression all motor bridgeport to run NHRA .. or build a third gen. and try running in the NHRA modified class. I'm liking the all motor potential.. alot easier to run all season and be competitive against the fwd cars..
renesis rotors plus tight clearances on methonal fuel, will land 350 to 380rwhp all motor..
renesis rotors plus tight clearances on methonal fuel, will land 350 to 380rwhp all motor..
11-10-05, 07:18 PM
#54
Originally Posted by Judge Ito
the nitrous challenge is a personal goal. and yes nhra allows methanol in the all motor class.
11-10-05, 07:18 PM
#55
Laying Down Rotary Law
I would get a FB
85 year <----- nothing older
very easy to get light compared to any other model
2nd gens and 3rd gens have to remain IRS in all motor
you can put a 9" as long as you use the stock shock location
ALL Motor needs more rotaries in the class
and eaier on the wallet they any other class
85 year <----- nothing older
very easy to get light compared to any other model
2nd gens and 3rd gens have to remain IRS in all motor
you can put a 9" as long as you use the stock shock location
ALL Motor needs more rotaries in the class
and eaier on the wallet they any other class
11-11-05, 10:04 PM
#59
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...all of Ito's hosted pics of his RX3 = d0wn...
...but I do know a couple pics from my ITB quest a few months ago...
Ghetto;
Pimpshit;
...myself; I'm planning to run GSX-R1000 TB's and a custom AL manifold. It doesn't look like I'll be able to stage the throttle openings... damn that's a lotta air at once...
...but I do know a couple pics from my ITB quest a few months ago...
Ghetto;
Pimpshit;
...myself; I'm planning to run GSX-R1000 TB's and a custom AL manifold. It doesn't look like I'll be able to stage the throttle openings... damn that's a lotta air at once...
Last edited by Liquid Anarchy; 11-11-05 at 10:11 PM.
11-11-05, 10:06 PM
#60
Old [Sch|F]ool
Originally Posted by coldfire
I'm just wondering if anyone has done an ITB setup on a NA 13b that has seperate runners for the secondary/auxilary and primaries?
11-12-05, 01:35 AM
#61
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Originally Posted by peejay
You've never seen one of the old dual DCOE manifolds?
but i guess i'm mistaken...anybody have pics? i'll try to find some for myself...
edit: are you talking about using universal dual DCOE TBs on some sort of custom setup, or was there a rotary-specific application? because they are just simply dual TBs, whether the both primaries and both secondaries are shared is a matter of manifold setup...
again, the goal here is to keep the primaries and secondaries seperate, but at the same time connect the pairs of each
Last edited by coldfire; 11-12-05 at 01:55 AM.
11-12-05, 11:05 AM
#62
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Originally Posted by Liquid Anarchy
...all of Ito's hosted pics of his RX3 = d0wn...
...but I do know a couple pics from my ITB quest a few months ago...
Ghetto;
once...
...but I do know a couple pics from my ITB quest a few months ago...
Ghetto;
once...
(budget is closer I think 
)
11-12-05, 04:47 PM
#63
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11-12-05, 06:19 PM
#64
Old [Sch|F]ool
Dual DCOE = two DCOE carburetors, one per rotor.
There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)
There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)
11-12-05, 08:06 PM
#65
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Originally Posted by peejay
Dual DCOE = two DCOE carburetors, one per rotor.
There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)
There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)
but, as i said that is not what i am looking for (and i'm not talking carb anyways). in fact if i wanted one (or two) TB for each rotor, i could just use a weber LIM, and and do an ITB setup that way...HOWEVER, to explain again:
SHARED runners for the primary ports, and SHARED runners for the secondary ports...however the intake stream never mixes between the primary and secondary...does that make sense? look at the stock FC NA manifold for what i mean...
- Aaron
11-12-05, 08:27 PM
#66
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Originally Posted by peejay
Dual DCOE = two DCOE carburetors, one per rotor.
There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)
There aren't too many out there. TWM used to sell them. Allegedly they had the power capability of a 48IDA but with much better driveability, when used with 40DCOEs and 32mm venturis (the proper 5:4 ratio the carbs were designed for)
11-12-05, 09:09 PM
#67
Old [Sch|F]ool
No, dual sidedrafts.
coldfire, I don't understand what you want... one throttle plate for both primaries and one for both secondaries? The stock manifold already does that.
coldfire, I don't understand what you want... one throttle plate for both primaries and one for both secondaries? The stock manifold already does that.
11-13-05, 03:16 AM
#68
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Originally Posted by peejay
No, dual sidedrafts.
coldfire, I don't understand what you want... one throttle plate for both primaries and one for both secondaries? The stock manifold already does that.
coldfire, I don't understand what you want... one throttle plate for both primaries and one for both secondaries? The stock manifold already does that.
04-13-06, 11:45 PM
#70
Originally Posted by error*
How does an ITB setup on a turbo charged engine work? Is it even necessary? What are the advantages and disadvantages?
Jacob
Jacob
Well I think you would need a huge *** plenum. Something soo large that it would add lag. Then I think tuning would be a real bitch. Anyways I'm just guessing. LOL Someone with the real experiance here is sure to answer.
04-13-06, 11:47 PM
#71
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Originally Posted by error*
How does an ITB setup on a turbo charged engine work? Is it even necessary? What are the advantages and disadvantages?
Jacob
Jacob
anyways, if you have turbo AFTER throttle, ITB would be useless i think. not quite sure though...
i'm more interested in custom manifold for supercharger, that way you can get rid of the huge stock intake and place SC right on top of the block, where it should be. it would be cool to see...
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