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What's new New posts New media New media comments Latest activity.Does an ITB AirBox Rob Power? + Big Power Gains ITBs & 3-inch Exhaust - Project BADASS2000 - EP15
Regards Russ I am thinking angled spacers are the way forward as I can get them machined up easy enough, just worried about the change of direction would mess up the airflow. ITBd Ph1. MG cup. Cup In bits. Tom what bodies, trumpet size are pictured and do you know how much the trumpets are dropped down at the lowest point with that setup. Last edited: Dec 7, MG cup said:. I'm away to buy these spacers in a week or two. Ph1 Tom said:. The trumpets are mm. I don't, but you could work it out as the angle is I asked Jenvey how much they space the trumpets out but they weren't much use.
That looks an ideal solution if it'll fit the Clio set up, would the bend not act like a venturi as the air speed would increase at the tight side of the bend, you would loose a bit at the top end power and gain torque lower down, or am I reading that wrong, it's not much of a compromise for me as I'd prefer more low down torque and loose a few BHP at the top, does depend on your application I suppose, thanks for posting the photo. It would only act as a venturi Russ if the diameter is bigger either side which I would try to avoid tbh if there is enough meat to port them spacers.
Id bet its around 25mm in the lowest edge, I am away to order one to start with and try them before and after the SF body to see which fits best. It will save me trimming the bonnet with my 's and give extra room and better flow too. Im not sure what would have the least affect on flow, before or after?If you've got an LS series V8 then we've got a hard core throttle body setup for it.
Put simply, ITB's provide the most airflow, the best air distribution. Whilst they have gained fame for the top end HP gains they show over conventional manifold arrangements, the real beauty of ITB's is being able to tune them to the torque peak your cam and heads will produce.
When you get this right, the biggest gains you'll see are actually in the mid range. ITB's throttle response is equally legendary, with vast amounts of airflow available immediately with no plenum to fill on the way through.
Jenvey's range of ITB intakes also has the added benefit of being quite customisable in throttle body diameter and length with a range of alternative sizes available.
With even only minor additional mods, this kit can create a torque monster with brutal throttle response and has found a successful home in Improved Production and Sports Sedans in Australia. Initial dyno testing showed big gains even after only rudimentary tuning with a very basic standalone ECU.
The dip around rpm suggests a mis match between intake length and camshaft timing and this was veriified in subsequent engines.
The top end power tells a similar story. Again the dip up higher could have been rectified with some cam timing. Also don't forget this was a standard camshaft on an essentially stock engine. The power gains on a modified engine have shown to be much greater again. The kit comes with lower mount injectors and a fuel rail with -6AN fittings.
Alternate throttle bodies can be ordered with han injector position which relocates them to the throttle body for greater effect at high rpm. We also have remote mount kits for mounting them above the air horn mouth in the air box. Originally produced for modified Mosler and Corvette GT3 race cars, the CKCT02 has been upgraded to include 60mm tapered throttle bodies after the ones supplied with original kit were found to be a little underdone.
The throttle linkage has also been improved with adjustable droplinks attaching to a cross bar at the front of the manifold replacing the original operating wheel with cable linkage which was prone to losing sync. As with the CKCT01, this kit can be ordered with upper injector positions and carbon fibre trupmets. This latest kit has been developed for the 6. Otherwise it also benefits from the improved throttle linkage not shown in the picture on the left and tapered throttle bodies.
The dyno tests below are similar to the ones above with a minimum of tuning on a fairly stock engine. The baseline engine actually had a 90mm Jenvey throttle body so you can see how much stronger the ITB's are even over a big TB.
Jenvey Carbon Fibre Airbox
Also, note the run done without the air boxes. Classic looks with modern high performance.Spent a very enjoyable day [until I got to item 2] today fitting my next upgrade. Everything went very well but I have a few queries. I understand the Emerald does not need it. Is the other end of each wire no longer connected? The airbox is only around 1mm from the top of the side engine bay and I will never be able to get the bonnet back on.
Surely that is not right?
Melody's weight loss councillor. It may be you have a different engine type or chassis than me but I had an EU3 engine in a metric chassis and the air box fitted perfectly.
It was close to touching the bonnet but I stuck a short length of 3mm neoprene foam on the underside of the bonnet to stop any possible rubbing or vibration. The air filter fitted without interference as well. Driving 'The Fat One'. Mine is an imperial chassis with EU3 engine. I am not even going to try and fit the bonnet. I went to see a fellow members car last night [his is EU2 though] and the airbox is much smaller and much farther away from the chassis A picture is worth a thousand words.
Richard, please can you tell me more. How difficult is this job if I just get a spacer and where do I get one from.
Also, if the engine rotates slightly, wont I have a problem with the exhaust not lining up with the hole through the bodywork on the opposite side? You'll hardly notice any difference on the exhaustside, as the lhs engine mount is very close to the exhaust cut out and the engine will rotate about that point.
I hope you are right about the exhaust. Sorry to hear you're having problems with the install. The CF was a special order. Other than that its a standard shape as far as I know. Photo would be great please. Skip to main content. Last post. Julian H. Last seen: 1 year 4 months ago. Last seen: 2 months 1 week ago. Last seen: 5 days 13 hours ago. The air box won't fit the other way round. Richard Price.Our team are able to offer rapid design and prototyping methods to deliver projects of any size quickly and efficiently in complete confidence.
We are a customer focused company and are here to support you with all of your Induction System challanges.
Go to our Product Database. Jenvey Dynamics design, develop and manufacture fuel injection EFI throttle bodies ITB and induction systems for all levels of motorsport from road going sports cars, kit cars and track day vehicles to World Superbike, S spec Rally cars and World and British touring cars.
We also design and manufacture individual throttle bodies and induction systems for low volume niche sportscar, motorcycle and small range extender engine manufacturers having often taken charge of the design and development process. Jenvey Dynamics design, develop and manufacture all significant throttle body and induction system components in our single UK manufacturing site. This enables the close control of quality, research and confidentiality, essential in all forms of motorsport.
Focusing on performance, reliability, lightness and value, backed up by our own motorsport success, we know what it takes to win! About Us Our Support. Jenvey Dynamics have been offering customers a complete in house service from design and development, through to the manufacture of their induction systems for over 25 years.
We deliver products of the highest quality at outstanding value. Projects range from minor components, or variants of current products, to full systems including throttle bodies, manifolds, airboxes, plenums, air horns, filtration, fuel rails and linkages for all types of motorsport engines.
Jenvey ITB air box
We have established ourselves as a manufacturer renowned worldwide for service, leading innovative design and quality precision engineering of outstanding, reliable performance products. As the leading supplier on the motorsport grid, we know what it takes to be the best. Our Products Our Services. Jenvey's roots are in Motorsport The choice of OEM Manufacturers.
Looking for a product? Welcome to Jenvey Dynamics Jenvey Dynamics design, develop and manufacture fuel injection EFI throttle bodies ITB and induction systems for all levels of motorsport from road going sports cars, kit cars and track day vehicles to World Superbike, S spec Rally cars and World and British touring cars. Why Jenvey?Peugeot Mi16 1. Saturday is NOT counted as a working day. Please make sure you check the estimated delivery date within the listing.
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And are there any pre-cut for the clio application as cutting holes in fiberglass to match the bodies isn't my idea of fun Thanks. Sounds like effort. The problematic foam filters are the "strap-on" ones and socks wich are not reinforced to keep a clearance to the air horns. A proper backplate filter has some kind of cage in it to prevent the filter from moving towards the intake under load.
Fred BTM.In my westie I ran the full length dome filter which was in fresh air out of the side of the bonnet, compared to open stacks it lost about 2bhp on a bhp dunnel zetec.
I would run the same in a 5 but box it off from the rest of the engine bay with good air cold air feed. I've brought some fine tea strainers which are going on the mouth of my trumpets, will stop all the bigger debris but dust and things will still get in I guess.
I'll see how it feels and change it for something a little more substantial when I get some more funds in. A lot run feeds from the highest pressure areas at the front of the bike ram-air to positively pressurise the airbox. Another example is to look at the route the car manufacturers take in their high revving, naturally aspirated throttle bodied stock cars.
BMW M cars for example. Huge, cold air fed airboxes feeding a large intake plenum mounted across all of the ITBs. This says to me that there is a signigicant advantage in pressurising a high volume airbox - car or bike. There is also a significant cost increase though. Every car I have seen being dyno tuned has had it's bonnit up and a big fan on the car. I presume the trumpets have fastenings for a shared plenum. Making one should not be that hard. Perhaps a 6" round tube baked in the oven till it is no longer round.
You could end cap it on one end to keep it round for the inlet hose. Maybe you would just warm it, and put a bit of 2x2 inside it to press it flat to the worktop. With a bit more thought some thin walled metal pipe could be used, and the 2x2 G-cramped to the worktop. That would flatten one face while pulling the tube oval if you leant on it a bit. I'm sure with a bit of thought something better would happen.
Plenum design is a lot more critical than that to achieve peak performance. Open Filter Crempog 11 May I know there's a fair number of fellow nutzers running ITBs, and was wondering what people are using as air feeds? Some just run straight, unfiltered trumpets which I'm sure give the best sound!