Despite the sunny day, I figured I better get started with the ITB installation. First thing to do is read everything that comes with the kit. That includes the TEC-GT installation and software manual and wiring diagrams. Then take inventory. I quickly realized I was missing the injector connectors and cam-sensor gasket. A quick call to Richard Clewett took care of the missing items. BTW, Richard is a great guy to work with and help is only a phone call away.
The photo below pretty much includes everything you’ll need to complete the installation. Not shown are the fuel lines that I have yet to sort out. I plan to install the TEC-GT under the drivers seat in place of the Motronic. The TEC-GT can be run in open or closed loop and it accepts a 0-5volt Wide Band O2 signal. So to support that feature, I purchased a TechEdge 2J1 Wideband unit:
http://wbo2.com/2j/default.htm
TechEdge is a great company and the parts only took 2-weeks to arrive from Australia. I purchased the optional AFR LCD display that will eventually find its way onto my dash. In any case, the wide-band O2 will come in very handy when it comes time to tune the TEC-GT.
ITB components:
The first item that I installed was the ambient air sensor. Although it’s recommended that you drill a ¾” hole between the #5 and 6 intake in the air filter base for the grommet, I’m pretty sure there will be times that I’ll run without the air filters. So, I made up a bracket and mounted the sensor just below the air filter base. The sensor protrudes into the air filter area so the TEC-GT will receive representative air temperature signals.
The second task was installing the Throttle Position Sensor (TPS). Unlike the On-Off switch that the Motronic uses, the TEC-GT needs an analog signal proportional to the throttle position. The TPS that comes with the kit is a Delco unit. It’s pretty flimsy, so be careful when installing the unit. If it wont turn freely, you have the dowel pin installed upside down. My heavy handedness cost me a TPS as I forced it and broke the internals. The replacement was in stock at NAPA and only costs about $40.00. One area of concern is the TPS resistance. The TEC-GT calls for a 0– 10000 ohm unit. The Delco supplied is only 0 – 5000 ohms. I may have an impedance mismatch problem to sort out. I plan to run a test to see if it will work.
The next task was to install the new crank pulley with magnetic sensor. I suppose if I was clever, I could figure out a way to use the existing flywheel sensor. However seeing that I’m not, I figured that I would use the new Clewett crank pulley. Plus the Clewett pulley is a really nice part; it would be shame not to install it. If you’ve never removed the crank pulley, do yourself a favour and buy one of these:
Removing the crank pulley with the engine in the car requires the removal of the engine mount. So, you’ll need to support the weight of the engine before you remove the support bolts. A few passes of the chop-saw and voila, instant engine support. In order to prevent the crank from rotating backwards as you unbolt the crack pulley, make sure to have the gearbox in 5th gear, and the handbrake fully deployed. One of the engine mount support bolts is really hard to get to (top passenger side). You’ll need an offset wrench to reach it. If others here have a better idea, please feel free to share your experience getting this bolt out. You’ll have to remove your muffler, rear tin, and perhaps the shroud between the muffler and the bumper in order to get your impact hammer in there. If you have an air operated impact hammer, you probably wont have to remove the shroud
At first I thought that I had the wrong Clewett pulley. It’s a really tight fit. So tight, that the magnetic teeth actually touch my fan housing. I had to file about 1-2 mm off the back my fan housing just to feel comfortable with the installation. Richard Clewett tells me that 1 in 30 may have to remove some material. I guess it all depends on the fan housing casting.
Well, that will have to do for today. Estimate about 6-hours to complete the pulley installation and restore the exhaust and rear tin. Unless of course, you have to drive all around town to find the right wrench, then it’s 8-hours.
Tomorrow, I plan to load the TEC-GT software and bench test all the new sensors.
I’m pooped-out now and this Canadian beer I’m drinking is going right to my head.
Stay tuned.
Edited on the 3rd Oct 2008:
WARNING, if you’ve made it this far, skip on down to Progress Report #7. You can thank me later.