Phasing Of Spark And Injection

[GLPoomobile 958]

GLP- I think the issues you describe are partly about installation and partly about hardware. Installation is responsible for most of the problems I see and I try to convey as much as possible, the issues that need to be addressed to make a reliable ITB set up. The basics such as wiring reliability (avoid adapter looms on old wiring, custom looms should be properly made with adequate wire gauge to be physically durable, terminations solder tipped to resist corrosion, wiring adequately protected and supported, power feeds substantial etc); inlet mounting and sealing, ie avoid thermal insulator plates, use adhesive sealant such as Loctite 5660, ensure o-rings are lubricated and correclty fitted, throttle cables should be nylon lined and carefully fitted, with a positive stop for the pedal, to avoid straining the cable nipples. The problems with hardware run deep though, most aftermarket ITBs have problems with wear and linkage sag, which combined with the slight changes that will occur within the engine, mean an annual or thereabouts check and adjustment of the physical set up and mapping, is advisable.

 

Indeed Sandy. I absolutely realise this to be the case. My point was simply that - to my perhaps naive mind - that introducing much more complicated mapping to setups that already have the potential to throw issues (let's stick to hardware/installation issues for argument's sake) is just compounding the risk. I imagine it could turn in to a nightmare to fault find the source of a performance problem unless you can throw serious coin at a good mapper. So I'm just making the point that if you consider that level of risk, with the extra expense you've described, and the small gains available, then I can see why it doesn't make a great deal of sense for the average road going/track toy ITB installation.