Posted By: Anonymous
16v N/A Independent throttle bodies - 20/06/2008 16:24
After a poor season last year the engine has been rebuilt by Guy to a higher spec, including full race Colombo cams. The plan was to move to an Independent Throttle body set up (ITB's), with an air box. Gear box was to be rebuild using a Bacci syncro kit and race rations (Higher 1st and 2nd gears, lower 4th and 5th, with a plate type LSD).
Fitting the throttle would have been no problem if the inlet ports were on the front of the engine, however they are on the rear. And being a right hand drive car the brake servo and throttle linkage all proved to very close to the engine.
http://img.photobucket.com/albums/v74/sediciRich/canon012-1.jpg
In hindsight I should have waited to get the engine installed then taken measurements on what actual space I had. Never the less the MotorSport suppliers being who they are always bad for keeping to delivery times so I had to estimate the space. I did this by measuring the std manifold/plenum, and deciding that was roughly the maximum size. Original plan was to use a GC DCOE manifold and weld on the injector bosses to the near std position, however it is advantageous to get the injectors as far out board as I could. Unfortunately I could see not reasonable way to get them upstream of the throttle plates. What I settled on was the mounting of small Weber PICO injectors on the short bodies, using ram pipe extensions to clear the fuel rail and then mount the air box back plate behind that. See diagram (note the air temp sensor in the back plate of the air box - this is an M14 X 1.5 thread into some 3/8" aluminium secured with 2xM8 Bolts, loctite was used to ensure an air seal)
http://img.photobucket.com/albums/v74/sediciRich/IMG_1584.jpg
http://img.photobucket.com/albums/v74/sediciRich/throttle1.jpg
To fit the bodies I had to grind down some M8 Cap heads to clear the profile on the injector bosses. Guy tested the bodies at full throttle on 10" depression, 40mm body flowed 150.1 CFM. Back on the car the PAS reservoir and brake fluid reservoir had to be moved further up the firewall, I did this by cutting some thick aluminium angle and mounting the items to that, and purchased new oil hoses to allow re-attachment to the brake line and PAS pump. Also had to cut part of the head boss away to get the vacuum adptor to fit -took ages in situ with 2inches of junior hacksaw blade!!
http://img.photobucket.com/albums/v74/sediciRich/canon009-1.jpg
Fitting the fuel rail into the fuel system had me confused for a while wondering how do I get a -6 AN fitting onto my banjo equipped OE fuel return line (the supply line already had a -6 braided nitrile hose which came from the fuel filter), after thinking about this for many hours I actually went and looked at the hose and noticed there was actually 4inches or flexible rubber hose; I went to the local hydraulics supplier and they swaged a -6 female swivel on. The fuel system is now regulated by a fuel lap adjustable pressure regulator and uses a 45degree female-female bulk head fitting underneath to get the correct angle onto the return line. (A new fuel level sender was also installed).
http://img.photobucket.com/albums/v74/sediciRich/canon010-1.jpg
The GC manifold had an M14 1.5 take off for the servo, I used this with a M14 to -8 adapter then to a 135 degree -8 push on fitting to some aeroquip 1525 hose to connect to the flame arrestor on the brake servo.
http://img.photobucket.com/albums/v74/sediciRich/canon011-1.jpg
The throttle linkage was a pain - I had to re-solder a cable nipple to the OE fiat cable (silver solder) to get enough tension in it, and the std car has an additional pivot on the cable by the firewall - really it is an overly complicated design which was simplified in the later fiat brava/bravo models. The fire extinguisher nozzle also had to be moved to come near the injector rail. If the air box was aluminium 2 part like a cosworth I think this application could work for a turbo car - you would need a map sensor though.
http://img.photobucket.com/albums/v74/sediciRich/canon008-1.jpg
I am now using a distributor less wasted spark set up from a fiat coupe turbo, made my own brackets to fit near the old distributor position
Close up
http://img.photobucket.com/albums/v74/sediciRich/IMG_16301.jpg
Complete view - Painted in high temp red I did that properly this time using acid etch primer too.
Power was over 180 bp at the wheels equating to around 210bhp at the flywheel (assuming something like 15% loss through the drive train and slick tyres on neg camber). This could most likely be improved upon without any further internal changees are something is making it hold back notably, estimate either inlet length is too short, the bodies may not flow well enough (I suspect they are ok though), and the exhaust manifold ia way from optimum which is reasonable considering its standard. But, I wont bother changing it not worth chasing HP anymore, esp on std comp ratio.
http://img.photobucket.com/albums/v74/sediciRich/canon007-1.jpg
For interest the gearbox was converted to cable operation using new internal selector and external controls from Alfa Romeo 146 1.6 TS Gamma 97. The gear lever is from a coupe and had to be modified with a ball stud attachment (10mm ball M6 thread I have loads spare if anyone needs some) to get the cables to work. LSD is a dream really different and nice that it just pulls and doesn't spin. 4thto 5th jump is a revelation only to loose 900rpm in the change - sounds just like a real racing car
.
http://img.photobucket.com/albums/v74/sediciRich/canon013-1.jpg
Really it was a pig of a job to do with a lot of guess work regarding parts. All because I wanted the gear lver closer to the steering wheel - a common club racer modification assuming you have a cable shift.
http://img.photobucket.com/albums/v74/sediciRich/canon015.jpg
I was unhappy with the wiring it was far too messy and complicated - yes it worked but I needed it tidies and wanted it to look more professional so it was completely re-done including the engine sensors. Dash panels were re-made in carbon sheet, and labelled up.
http://img.photobucket.com/albums/v74/sediciRich/canon014.jpg
Fuses are now ETA thermo re-settable trips.
http://img.photobucket.com/albums/v74/sediciRich/canon016.jpg
Exhaust was re-made by OJZ engineering in mandrel bent stainless, a fantastic job, flange was CNC cut.
http://img.photobucket.com/albums/v74/sediciRich/canon019.jpg
http://img.photobucket.com/albums/v74/sediciRich/canon020.jpg
http://img.photobucket.com/albums/v74/sediciRich/canon021.jpg
Fitting the throttle would have been no problem if the inlet ports were on the front of the engine, however they are on the rear. And being a right hand drive car the brake servo and throttle linkage all proved to very close to the engine.
http://img.photobucket.com/albums/v74/sediciRich/canon012-1.jpg
In hindsight I should have waited to get the engine installed then taken measurements on what actual space I had. Never the less the MotorSport suppliers being who they are always bad for keeping to delivery times so I had to estimate the space. I did this by measuring the std manifold/plenum, and deciding that was roughly the maximum size. Original plan was to use a GC DCOE manifold and weld on the injector bosses to the near std position, however it is advantageous to get the injectors as far out board as I could. Unfortunately I could see not reasonable way to get them upstream of the throttle plates. What I settled on was the mounting of small Weber PICO injectors on the short bodies, using ram pipe extensions to clear the fuel rail and then mount the air box back plate behind that. See diagram (note the air temp sensor in the back plate of the air box - this is an M14 X 1.5 thread into some 3/8" aluminium secured with 2xM8 Bolts, loctite was used to ensure an air seal)
http://img.photobucket.com/albums/v74/sediciRich/IMG_1584.jpg
http://img.photobucket.com/albums/v74/sediciRich/throttle1.jpg
To fit the bodies I had to grind down some M8 Cap heads to clear the profile on the injector bosses. Guy tested the bodies at full throttle on 10" depression, 40mm body flowed 150.1 CFM. Back on the car the PAS reservoir and brake fluid reservoir had to be moved further up the firewall, I did this by cutting some thick aluminium angle and mounting the items to that, and purchased new oil hoses to allow re-attachment to the brake line and PAS pump. Also had to cut part of the head boss away to get the vacuum adptor to fit -took ages in situ with 2inches of junior hacksaw blade!!
http://img.photobucket.com/albums/v74/sediciRich/canon009-1.jpg
Fitting the fuel rail into the fuel system had me confused for a while wondering how do I get a -6 AN fitting onto my banjo equipped OE fuel return line (the supply line already had a -6 braided nitrile hose which came from the fuel filter), after thinking about this for many hours I actually went and looked at the hose and noticed there was actually 4inches or flexible rubber hose; I went to the local hydraulics supplier and they swaged a -6 female swivel on. The fuel system is now regulated by a fuel lap adjustable pressure regulator and uses a 45degree female-female bulk head fitting underneath to get the correct angle onto the return line. (A new fuel level sender was also installed).
http://img.photobucket.com/albums/v74/sediciRich/canon010-1.jpg
The GC manifold had an M14 1.5 take off for the servo, I used this with a M14 to -8 adapter then to a 135 degree -8 push on fitting to some aeroquip 1525 hose to connect to the flame arrestor on the brake servo.
http://img.photobucket.com/albums/v74/sediciRich/canon011-1.jpg
The throttle linkage was a pain - I had to re-solder a cable nipple to the OE fiat cable (silver solder) to get enough tension in it, and the std car has an additional pivot on the cable by the firewall - really it is an overly complicated design which was simplified in the later fiat brava/bravo models. The fire extinguisher nozzle also had to be moved to come near the injector rail. If the air box was aluminium 2 part like a cosworth I think this application could work for a turbo car - you would need a map sensor though.
http://img.photobucket.com/albums/v74/sediciRich/canon008-1.jpg
I am now using a distributor less wasted spark set up from a fiat coupe turbo, made my own brackets to fit near the old distributor position
Close up
http://img.photobucket.com/albums/v74/sediciRich/IMG_16301.jpg
Complete view - Painted in high temp red I did that properly this time using acid etch primer too.
Power was over 180 bp at the wheels equating to around 210bhp at the flywheel (assuming something like 15% loss through the drive train and slick tyres on neg camber). This could most likely be improved upon without any further internal changees are something is making it hold back notably, estimate either inlet length is too short, the bodies may not flow well enough (I suspect they are ok though), and the exhaust manifold ia way from optimum which is reasonable considering its standard. But, I wont bother changing it not worth chasing HP anymore, esp on std comp ratio.
http://img.photobucket.com/albums/v74/sediciRich/canon007-1.jpg
For interest the gearbox was converted to cable operation using new internal selector and external controls from Alfa Romeo 146 1.6 TS Gamma 97. The gear lever is from a coupe and had to be modified with a ball stud attachment (10mm ball M6 thread I have loads spare if anyone needs some) to get the cables to work. LSD is a dream really different and nice that it just pulls and doesn't spin. 4thto 5th jump is a revelation only to loose 900rpm in the change - sounds just like a real racing car
. http://img.photobucket.com/albums/v74/sediciRich/canon013-1.jpg
Really it was a pig of a job to do with a lot of guess work regarding parts. All because I wanted the gear lver closer to the steering wheel - a common club racer modification assuming you have a cable shift.
http://img.photobucket.com/albums/v74/sediciRich/canon015.jpg
I was unhappy with the wiring it was far too messy and complicated - yes it worked but I needed it tidies and wanted it to look more professional so it was completely re-done including the engine sensors. Dash panels were re-made in carbon sheet, and labelled up.
http://img.photobucket.com/albums/v74/sediciRich/canon014.jpg
Fuses are now ETA thermo re-settable trips.
http://img.photobucket.com/albums/v74/sediciRich/canon016.jpg
Exhaust was re-made by OJZ engineering in mandrel bent stainless, a fantastic job, flange was CNC cut.
http://img.photobucket.com/albums/v74/sediciRich/canon019.jpg
http://img.photobucket.com/albums/v74/sediciRich/canon020.jpg
http://img.photobucket.com/albums/v74/sediciRich/canon021.jpg
Very nice work Rich