FMZ 1JZ/2JZ DBW Throttle Body Adapter for Plazmaman/Hypertune Intake Manifolds

FMZ's NEW DBW Throttle Body Adapter is CNC machined out of 6061 aluminum and is designed to work with both Plazmaman and Hypertune Billet Intake Manifolds for the 1JZ and 2JZ engines! This adapter allows you to bolt on a Drive-By Wire Throttle Body from a 2017 Ford Mustang GT so you don't need to reorder a whole new manifold if you want to upgrade to DBW! Just unbolt and remove the old cable throttle body, bolt our adapter on, and then bolt your new throttle body to your nice Billet Intake Manifold! Also, if anything ever happens and you need to switch back to cable it can be done in minutes without removing the manifold!

Nitrous Ports can be added to the adapter as well!

Mounting hardware, and O-ring included!

Throttle Body must be purchased separately! Message us before ordering if you need to add one!

Benefits of going Drive-By-Wire:

• No throttle cable issues: While a throttle cable represents a remarkably simple solution, it does have its drawbacks. Over time the steel cable can stretch, and it may require adjustments to allow proper idle and full-throttle operation. DBW systems do not suffer from this. When engine swaps or intake manifold upgrades are made, the OEM throttle cable may be too long or too short to function properly. With a DBW system, none of this will be an issue.

• Eliminates the need for Idle Air Control Valve: The idle air control valve is an ugly and necessary component on conventional mechanical throttle body engines. This valve allows additional air to be drawn into the engine to increase the idle during the after-start and warm up periods for the engine. This component is eliminated with a DBW throttle. While the idle control is normally accomplished with the idle air control valve, the ECU simply adjusts the throttle blade in the electronic throttle body to reach the target idle.

• Adds Redundant TPS sensor: With VE-based fuel strategies, many tuners prefer to use TPS vs. engine speed mapping for the VE tables. When a TPS sensor is acting up, sometimes hours are wasted troubleshooting the issue. Thanks to a DBW system’s dual TPS sensors, a faulty sensor is quickly identified by the ECU.

• Improved Driveability of Big Throttle Bodies: When engines go to larger throttle bodies, the driveability can suffer. Whereas it may have taken a throttle opening of 20 percent to allow enough airflow for 200 horsepower on the stock throttle body, it may only take five or 10 percent of throttle opening on a larger throttle body to support 200 horsepower. As a result, the pedal travel between idle and 200 horsepower may be only a half or a quarter of its original travel in this instance. Essentially, the throttle control becomes less precise on conventional throttle bodies when the throttle body diameter increases. On a DBW system, the ECU can map the relationship between pedal position and throttle opening. As a result, the DBW system can be calibrated to deliver a percentage of total torque available based on throttle position instead of simply matching the percentage of pedal position travel to percentage of throttle position opening.

• Easier Part-Throttle ECU Calibration: As mentioned before, many tuners prefer to calibrate the fuel tables based on throttle position versus engine speed. On a mechanical throttle system, holding the engine at a specific throttle position is a challenge. Mechanical throttle stops need to be put in place and the entire process can be a real headache. On a DBW system, getting the engine to hold at a specific throttle angle is a cinch. You can simply build a temporary table for the pedal input to throttle angle to stay at a set throttle angle, let’s say 10 percent for this example, any time the accelerator pedal is between 10 and 90 percent.

• The Launch Mode w/Throttle Control: Some ECUs allow for the engine and vehicle to be placed in a “launch mode.” While in this launch mode, a preset boost target and engine speed target is usually specified. When the ECU has no control over the throttle, ignition retard, selective cylinder ignition cuts, and wastegate solenoid manipulation are used to try to get the engine ready to launch at the desired boost and engine speed. Unfortunately, the ignition limiters used can often put the engine in a state where it can damage itself when on these limiters for too long. When a launch mode can also incorporate control of the throttle, a launch mode that is easier on the engine can be used since engine speed can also be manipulated in part by throttle position.

• Torque-Based Requests and Deliveries: Some ECUs can calculate a remarkably close approximation of the torque output of the engine based on knowing the engine’s displacement, its volumetric efficiency, its pressure ratio (manifold to atmospheric pressure ratio), air density, throttle position and fuel flow. Since the ECU can accurately estimate the torque output, the ability to map an engine based on torque requests (based on pedal position and tables) is possible. If estimated torque delivery is below the requested, the ECU can open the throttle more. If the estimated torque delivery is more than the requested amount, the throttle can be closed more. Since torque output is directly proportional to cylinder pressures, doing engine calibrations with torque-based limits in place can keep the engine (or driveline for that matter) from exceeding desired torque output levels.

• REV-MATCHED Downshifts and No-lift upshifts: When an ECU has control over an electronic throttle body, it may also have the ability to perform rev-matched down shifts like some OEM vehicles offer. The ECU will also need to know the state of the clutch (engaged or disengaged), too, so that it knows when an upshift or downshift is occurring. On some engine and transmission combinations, there may be merits in optimizing the throttle for upshifts too.

• Traction Control via Throttle: Since a DBW system puts the electronic throttle body under the control of the ECU, it is possible to have the ECU use a traction control strategy. On 2WD vehicles, the ECU will have to measure at least one of the driven and one of the non-driven wheels to calculate the slip percentage. On AWD vehicles, traction control requires a GPS signal to calculate actual vehicle speeds as all four tires can be spinning while there is a loss of traction.

• Cruise Control and Valet: DBW systems do not require any additional motors, linkage or cables to execute cruise control. Some ECUs will not only be able to do cruise control, but they can offer valet modes. With a valet mode, you can set limits to the maximum throttle allowed while in the mode. It’s a great consideration if you aren’t always the one loading or unloading your race car between events.