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Where can I buy a ITB?

16K views 63 replies 10 participants last post by  1turbofocus 
#1 ·
Hiii!!!
Does anyone know where is the best place to buy a ITB for my ford focus??
I really want one, but I've seen some but they are really kinda expensive. Please help. [wrenchin]
 
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#2 ·
GSXR throttles mounted onto a SVTF Lower is what a lot of people use. They require a bit of modification to fit properly.
 
#4 ·
I am helping out a buddy of mine with his ITB Project. Going to use MS3Pro in either %Baro, if we can get a steady map reading at idle, or hybrid alpha-n if we cannot.
 
#5 ·
2001-03 GSX-R 1000 throttles are 46mm diameter at the plate. Perfect for a 2.0L that revs to 7800 rpm. Couple sets of them on eBay for $130.

Here is my current ITB project.

2001 Zetec powered Tribute
2001 GSX-R1000 throttles and air box
SVT lower intake manifold/flange
24lb injectors
CompCams stage 2 cams
OBX-R ram horn header w/2.5" exhaust
Denso COP conversion
Tuning will be with MSIII





Complete with GSX-R air box and fused 3" pipe for use with a CAI/tube intake and MAF setup with a velocity stack.





All vacuum ports and IAC ready to go.



Using a MegaSquirtIII I'm going to try it with the OEM MAF, if it doesn't work I'll convert to MAP and cross over to Alpha-N.

I am currently running stock ECU with all of the mods minus the injectors and ITBs.
 
#6 ·
Looks very clean for a plenum setup.
 
#9 ·
That wouldn't be any sort of biased opinion or anything would it?...lol ;)

I was told that SCT tuner wouldn't work on the Ford/Mazda EEC-V Zetec ECU.

I do have an older BXC2 EEC-V, would it work on that?
 
#11 ·
It's a GSW5.

I hear yea about the OEM ECUs. I'm coming over form the Honda world and there is nothing like chipping and tuning an OEM OBD1 ECU. It's easy and reliable, add and remove components and circuits. It's great! The Ford hardware is all new to me.
 
#12 ·
Only reason kids do OBD1 is because Hondata is too complicated for them.
I've played a bit with K Pro (all motor and turbo). The Ford ECU has much more in the way of tunability and options.
You just have to think outside the box with it. For instance, just because something is for EGR (DPFE) doesn't mean that's all it can do. It's simply a tunable switch with and input. You can do whatever you want with it.

Far as things like sequential spark, there you'll have to swap to a V-8 ECU to get the added drivers. It's the project next up on my list.
 
#13 ·
Only reason kids do OBD1 is because Hondata is too complicated for them.
I've played a bit with K Pro (all motor and turbo). The Ford ECU has much more in the way of tunability and options.
The Hondata S300 is for OBD1 ECUs and it has a lot more tuning options than the Hondata K Pro does. I've used both.... The K pro is very limited compared to the available OBD1 tuning options.

You just have to think outside the box with it. For instance, just because something is for EGR (DPFE) doesn't mean that's all it can do. It's simply a tunable switch with and input. You can do whatever you want with it.
That is the same way that the OBD1 Honda ECUs work. The signals are just input or output and can be used any way you want... if you know the hex addresses in the ROM they can be tuned even further.

Far as things like sequential spark, there you'll have to swap to a V-8 ECU to get the added drivers. It's the project next up on my list.
May have to look into this option.... however my MS3 is sitting here and I don't really want to spend more money on tuning hardware and software.
 
#15 ·
Yes I have the knock board on my MS3. So monitoring the stock knock sensor will not be an issue. As far as adaptive learning goes, not sure what you mean. The Stock ECU will no longer be installed in my vehicle. so the adaptive learning will not be a worry.

The MS3 is a complete stand alone engine management system. it works without the use of the OEM ECU.
 
#19 ·
In order to remove the mass air flow sensor completely you would also have to find a replacement signal for the intake air temperature signal.

Or you could keep the MAF just for the IAT signal.

The ECU's use completely different processes to convert the flow of air entering an engine. There is no changing a MAP reading to be proportional to a MAF signal. They don't work on the same principles.

That is why they are two separate engine management processes, Speed density (MAP) and Mass Air (MAF)
 
#20 ·
Seems to be a lot of megasquirt hating going on here....

1turbofocus, I have yet to find something my factory ecu did that my ms3 does not do... Aside of OBD-II Connectivity, which I have no want or need for.
 
#24 ·
Not hating , why add a standalone and remove a more powerful processor with all the calibrating done , yes ms has a knock circuit board but you have to find and set the frequency , threshold done properly this process alone will take longer then tuning an engine fully , you have to make it knock to adjust and this isnt a one step process you have to learn what to set it at and it knocks many times in the process and this is just one headache that has to be done thats already done with the stock Ford ECU

If this wasnt a car that the ECU had very good software in Diablosport and SCT then I would say go standalone , I wouldnt pick ms but thats a personal preference

Tom
 
#21 ·
Only 1 hating on it! The MS3 I have set up can do more than most flashed/ROM ECU's can do.

I can go from running a 2 cylinder motorcycle to a fully sequential V12 with COP and 2 stage fuel injection. All with the same MS3 engine management unit. Would love to see an OEM re-flash do that.

Not to mention it can use Speed density, MAF, Alpha-N or a combination of all 3 tuning maps. as long as the necessary hardware is there.

The more I read about the SCT Tuner / ROM flashing it's getting further and further from matching the capabilities of the MS3.
 
#22 ·
When I said here, I meant on the whole forum. And youre right, it seems to be coming from a small group of people.

Don't forget about %Baro fueling. I run that because of all the altitude changes I see on a daily basis.
 
#23 ·
Haven't been around the forum long enough to see that. I just know that I can't use SCT for my ECC-V ECU and that seems to be the pushed tuning resource here. So I guess I'll never know just how great it is. I'm not going out to buy another ECU when I have a fully capable stand alone EMS sitting right beside me.

Yeah I did miss that one. I'm coming over from the Honda scene where speed density with Baro corrections is standard!
 
#31 ·
Thats because tweecer sucks worse then ms

Your stock Ford escort/focus ECU didnt support TQ Limitation ? odd what was the ECU code
The last ms I used would only do EVAP open or closed it wouldnt regulate it has that changed with the one you have , what version are you running ?

Altho the last ms I used would regulate fuel psi but limited it wouldnt automatically raise the injector duty cycle as the fuel psi fell off to help keep the engine safe , stock Ford Focus ECU will maybe this also has changed , what version software are you running ?

Tom
 
#32 ·
I am running alpha firmware as I help out the development team with testing new features.

As far as EVAP goes, I run mine off a generic PWM table referenced to temp, rpm, load, and tank pressure. Engine has to be over 155F, RPM greater than 1000, load between 40 and 75%, and fuel tank vacuum cannot exceed 1.2 PSI. It also will not attempt to run if it sees the baro has risen over 10000 feet, a daily occurrence for me...

Fuel Pressure, I was the person who got MS to interface with the FPDM the same way the Ford ECU does. Duty Cycle of 5-50% running, 75% for Pump Off.
I believe the portion of the code for fuel pressure adaptive PW is still in development. However there is an option to kill the engine if the pressure drops too low.

Running MS3Pre1.3Alpha5 code

My Factory ECU CatchCode was MTA4
 
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