How to ITB your EA827 16v engine *New ITB content Post 2!*

Discussion in '16-valve' started by Toyotec, Feb 28, 2020.

  1. Toyotec

    Toyotec CGTI Committee - Happy helper at large Admin

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    30 years ago, yours truly started to tinker with Toyota automobiles and over time, got to understand the evolution of many production runs of Toyota engines codes, differences and chassis within the brand.

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    In those days back in the late 80s I begin my mechanical auto experience with a 1981 Toyota Cressida RX60 and Asian 2bbl carbs were my specialty.

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    The interest in Asian induction systems grew to Denso electrical architecture and electronic ignition systems, eventually specialising in EFI conversions and diagnostics. This skill was then applied to other Japanese makes, such as Honda, Mitsubishi, Suzuki and Nissan.
    Despite having the know how on Japanese import and general market vehicles, I stayed true to my roots and drove a 1969 Type 1 VW Beetle, called 'Horace the hate bug'. That thing was complete with a twin solex 40 mm carburettors, a 1600cc motor, Pinto engine hall sensor dizzy internals, Nippon Denso coil + ignitor and a single quiet pack exhaust and header. From since them, I was incorporating components from other manufacturers to result in what I wanted.

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    Back in the late 90s, on the sunny West Indian island of Trinidad and Tobago where I lived, there was an explosion of japanese domestic car parts being imported in 40ft containers straight from Japan. These containers had many "go fast JDM auto goodies" not seen in outside of Japan.

    This meant that the humble little KE70 Corolla, could now have the old 4K 2bbl carb'd/OHV engine junked in favour of a 2T-G or a 3T-GTEU of even a 4A-GEU motor.
    This also meant there were many different types of engines, sitting at vendors units for sale.

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    Like the 4AGE 20v motor from a AE101 Corolla GT Apex/Ceres/Levin FWD.
    I do remember working on those vehicles , with their stock 8000 rpm mass produced engines.

    In late 90s I now resided in the in the UK. However the sound those little high revving JDM motors, with factory mass produced ITBs at full chat never left me, Yes the banshee 8200 rpm rev limit of the 4AGE 20v was still buzzing in my mind, after I bought my first Golf GTI back in 1998. I was always thinking about how to integrate some of the components seen on JDM vehicles to a Volkswagen product. The 1987 8 valve k jet car that I owned then was no 4AGE. It was a totally different beast. My first impressions of Golf MK2 GTI was, it was a lively car, with quite a bit of a punch from 2500 rpm or so to 5000+ rpm. However later on came my first MK2 16v. The buzz of revving a stock engine to the 7200rpm cut out brought back the memory of some of those little Toyota 1.6 DOHC engines. I must admit, those little Toyota engines were much more gutless than the KR motor, but the 4AGE ran like a sewing machine to either a 7700rpm or 8200rpm OEM cut out ( 16v or 20v)

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    I kept all my contacts from the West Indies, so on a trip to that region one year, I visited my old friend/past customer and JDM parts importer Narvin of D and D Auto parts. As he was showing me around his business and yard, this engine caught my attention.
    It was a reject that had come back and was being used for parts. Then I remembered my thoughts back in 1998. So an idea was born.

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    The entire induction system was donated and removed. I then brought the bits back to the UK in my suitcase. As life kept on changing, it took some years before I was able to start working on this exercise. I will attempt to share with you, how the Toyotecwerke throttles body module was created for a EA827 16v application.

    This 'How to' focuses on fitting Toyota 4AGE 20v 'Silver top' or 'Black top' OE throttles to a VW 827 16v engine.
    Engine that was used as a reference is an ABF engine, commonly fitted to a MK3 Golf GTI 16v.
    Vehicles intended for the system to be fitted, were Golf Mk2 and Golf MK1.
    The throttle module created and displayed, was based on components from a 165ps AFM 4AGE 20v 4AGE engine - aka 'sliver top' as well as the 170ps speed density engine - The 'black top'.

    Aims:
    To create a modular system that can simply plug in and play around the existing dress kit (on an ABF Golf MK3/Ibiza/Cordoba/Toledo engine)
    To increase the engine filling at higher than stock rpms, without torque loss at low to mid rpm.
    To increase throttle response.
    To leave driveability unchanged from the OE Plenum system.

    Procedure:
    The induction system is removed from the Toyota 4AGE 20v engine complete.
    The airbox, and velocity stacks are removed exposing the throttle bodies.

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    Throttles are removed from the Toyota intake manifold.

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    Mark the remaining lower throttle body in the area it changes from concentric to oval and use the bandsaw to cut through this area.

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    Also using a bandsaw, cut off the OE vacuum store.

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    Obtain a lower KR intake manifold and cut the runners on the straightest section ( I use a similar section for 16vT/20vT inlet manifolds with digifant 2 injector inserts)

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    You will now have two pieces of manifold, the flange bit to bolt to the VW 16v cylinder head and the flange for the Toyota ITBs.

    For this application, where drive torque off WOT was being considered, well into high rpm, but with little loss of lower rpm, the longest runner length was used, based on packaging. This means a system longer than conventional off the shelf ITBs, including the velocity stacks.
    As packaging was quite cramped in the engine bay of a MK2 or MK1 Golf, an engine was rigged up in an old shell to select the right positioning of components.

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    With the measurements known, an aluminium tube is used to join the two sections to match the desired intake tract length. The assembly was sent to the fabricators, to have the lot all tack welded into place, then returned for test fitting.
    This test fitting phase had a few iterations, before the welds were made permanent.

    Porting the internals of the welded tubes were then essential.

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    There was a vendor who sold velocity stacks for these ITBs at the time of creation and two sets were acquired, that met packaging requirements.
    At the time of writing I could not find such a product, so universal vel stacks will have to be incorporated.

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    A 20v injector rail with a 3bar FPR, with Digifant 2 plastic injector inserts are required.
    Use high impedance Bosch injectors with a flow capability of over 310 cc/min. EV6 20v injectors work, just take their length into account with the bolting tabs for your fuel rail.

    SEM ECUs and other supporting mods required
    A suitable ECU, capable of running on an alpha N philosophy is required. You cannot use the stock ABF Digifant ECU for this system.
    Options are OMEX, Emerald, DTA or Megasquirt.

    As all of the vehicles used in this post, ran on megasquirt systems, modifications were carried out to the looms to run the addition injector looms, relocate the IAT sensor and the denso TPS system.
    The ECU firmware, previously run on speed density for an intake plenum, was also changed from speed density to alpha-N
    A 1.3 Golf MK2 throttle cable is required to connect to the Toyota throttle crank, with a suitably sized cable tie to stop it coming off.
    A smaller or lowered radiator is required to allow more colder air intake into the throttles.
    Intake socks were used on the throttles when not used on a track. Ideally an airbox was next to be developed.

    Testing and results.
    All done, the 42 mm assembly was first successfully trialled into Ben S' Mk2 Golf ABF.

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    A calibration developed to run the car was made from scratch on the road, over several hours of driving.
    Our subjective impression at the time, was that the conversion was as good to drive as the plenum set up, with the "brapppp" sound of these ITBs. Car seemed to feel a tab bit more urgent, by the butt dyno to the 7300 rpm cut out.

    As a further development the same throttles were also run on VW Singh's Mk1 Golf, demonstrating MK1 and MK2 installation and use.

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    Gurdip, used this system and had one of the best experiences in his NA ownership of his vehicle.
    Attending many trackdays in it.

    Dyno testing.

    So how does this self made system measure at WOT as tested on the dyno?
    Using Garage Streamline data generated on various ABF engines to show the effects of the these throttles, the following WOT plot illustrates what was achieved.

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    The plots reveal:


    • At WOT sub 4000 rpm, full load torque of the ITB system is between that of a tuned ABF Plenum engine and a stock. Only a loss up to that point on a tuned plenum engine. The driver will be none the wiser which aligns with our comments when the throttles were fitted to a MK2 Golf, that featured a tuned plenum engine as the plot above.
    • Post 4000 rpm to the new rev limit of 7500 rpm a significant difference from a tuned plenum engine, with torque holding by up to a 20 lbft difference. Engine limited to 7500 rpm due to risk to exhaust valve head.
    • Not shown by the graph was the throttle response off WOT. Subjectively this also felt more instant than the plenum system, thought you will need to be pretty experienced to tell.

    Conclusion.
    As an enthusiast who has been exposed to various engines for a while, I could not afford a set of fancy DTH 16v jobs, so as an innovator, made and developed my own, did the packaging, calibration, road testing and development, worked with the other Club members and now sharing the information with you how to make one yourself.
    Some of the best times I have had with other Club members, developing this system.

    Maybe one day, I will use that spare loom in JENVEE [:D]

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    Ed.
     

    Attached Files:

    mk2_benj, Steffen, boroko and 5 others like this.
  2. Toyotec

    Toyotec CGTI Committee - Happy helper at large Admin

    Joined:
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    Well a thread revisit!

    Remember the those ITBs trailed on Ben Straker's Golf MK2 and later Gurdip's Mars Red MK1?

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    Well they live again.

    Enter wheel guru Mark Ikeda.
    In 2021, he bought himself a challenge. A challenge that involved open induction that seemed to have quite a few running problems with his Dellorto 40s. These side drafts were from a lotus and had very odd chokes and jets, not compatible with an ABF 2.0 engine. With some advice from Dellorto, I sort to jet the thing to a starting point, even getting a few tips and support from non other than mr hillclimber Jason Moyle himself.

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    The performance of the carbs did seem to be heading in the right direction, until I subjected the vehicle to high load. It would just die.
    To help identify the source of the error state, I did various tasks to enrich the mixture on that car. No matter what I attempted, the results were the same. At full load the car would just die!
    I was not convinced carburation was the root cause, but the 2022 show season coming up and lots of time was invested in this car, something had to be done to make it run right.
    The car also had the most odd throttle pedal position, which made it pretty uncomfortable to drive. That too had its challenges as it was a twin cable setup which neatly came though the firewall into the engine bay and part the reason why the pedal position was greatly compromised.
    Then I remembered my prototypes ITBs shared here in the loft and the joy those 42 mm items brought the the owners of the cars it was formerly fitted to.
    They were scruffy looking at the time, but were 100% working items. I did not want to get rid of them, but as I had another set larger set, Mark and I came to an arrangement and he took them and got them prepped to represent the car they were going to be fitted to.
    I knew what he was like and know I would not recognise them the next time I saw them. I was right as you will see.

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    To rule out any mechanical issue with the car during the mapping process, we agreed to take the car to Darren Francis of VW Enterprise, to have the carburetted fuel deliverly system preped for EFI, fit an Emerald ECU, then fit the newly refurbed throttle module and give the car a mechanical check prior to my tuning work to follow.
    Darren took off the carburation and found some startling corrections of 'nip and tuck', that partly were responsible for running error states while carburetted. Regardless, the introduction of a EFI controlled system would far outweigh carburation performance so the project progressed.

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    Darren confirmed the ABF engine fitted had standard components, with a view the cylinder head might have had some local work done it by the previous owner.
    Other than new timing belts and few tightening of lose bits, it was now fit for testing.
    Mark and I discussed a further tidy of the engine bay, and the possibilties of using a COP system, now that the car would be EFI.
    So Gary French of GDF was contacted to modify the cam cover to adapt VW VAG COP components from a EA113 TFSI.

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    I am happy to announce, this mechanical/electrical step was complete and the Toyotecwerke 42 throttles now have a permanent home, worthy to be shown off.

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    Mark was of the opinion, mapping was exclusively a dyno exercise.
    On the night the car was ready to leave Darren's workshop, he was enlightened about the steps taken to build the calibration to suit the real life situations. As the calibration procedure commenced the opbjective was to match the ECU areas controlling ABF engine combustion to suit the performance envelope of the engine. For example, through Central London at 20 and 30 where it can be transient at low engines speeds from idle to 70% load, before heading out to the motorway at higher engine loads or steady state at the speed limit.
    With mapping iterations ongoing, fuel and ignition setpoints were optimised at mini map points, and after some interpolation, there was no shuffling, no hesitation on a throttle stab. The basic character of the specfic engine was being realised via the Emerald ECUs settings.
    The days of dialing these throttles on a Ben and Gurdip's ABF cars came flooding back.
    It would gargle on pullaway, before settling to a whistle at steady state and idle very stable at 700 rpm.
    No plenum to fill and unfill for a slightly uneven idle as it is on a standard MK3 16v or even say my own cammed plenumed ABF on a megasquirt.
    It was a pretty straightforward calibration build up with the Emerald ECU in alpha/N mode to 6500 rpm, before rain came dumping it down and we stopped further high load optimisation.

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    I changed to passenger status to man the laptop. With Mark in control, I started to calm the backouts on lift per Mark's request, and adding more torque for light loads for the best urban drive experience.

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    After several days, cold starting, idle drive, pullaway, part load and full load response optimisations both Mark and I are pretty sure, urban, rural and motorway drives in this car, are as good or better than the original OE Digifant 3.x. that once controlled this engine in a MK3 Golf 16v.

    The Toyotecwerke ITB 42s are back in their natural habitat. Years of R and D now has a home to display them properly.
    Thanks to Darren Francis for fitted it all to the car, installing the Emerald SEM and as well ensuring the vehicle was 100% mechanically spot on.

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    Mark as been about last year with the car at shows. The ITB system has truely been a "dare to be different" development with both form and 100% engineering function.

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    Attached Files:

    Last edited: Jan 21, 2023
    mk2_benj, tomasson, erreesse and 4 others like this.

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