Installation: 1. If you reach under the airbox following the line of the hose you have just pulled off the airbox lid you will find the factory boost controller, which has three tubes going into it 5. Undo the bolt securing this valve to the metal bracket. Withdraw this valve and pull off the two pipes which are still attached to the car. Now reassemble the parts you had taken off: 1.
Refit airbox into metal bracket and re-insert two bolts. Tighten bolts. Refit intake pipe from turbo to airbox. Tighten all clips, nuts and bolts you have disturbed 4. Fault Diagnosis My boost rises and falls a little This is fairly normal until the ball bearing seats properly into the brass body of the valve.
The boost curve also tends to change and become smoother as it wears in The boost hits my preset level, then falls, then gradually rises again up to the preset level This is usually caused by the small 0. Firstly, check the vent hole is not blocked, by removing the valve and inserting a small piece of wire into the hole, then blowing through the hole.
You can increase the size of the hole as much as you require, but generally, going above 1mm is pointless, as it tends to reduce the speed at which the boost level builds. Try 0. It turned out to be the diameter of the hoses going to and from the BCV was too small.
If it spikes more than this, two things can be tried - 1. Move the valve closer to the actuator - ideally within " mm. The input usually taken from the throttle body can be taken from somewhere closer to the turbo, ideally the turbo outlet. If you wind the adjuster right in and it is still not high enough, please return the valve and I will test it. It is not advisable to have a stronger spring, as adjustment becomes too fine. This valve, when the adjuster is backed off completely, allows free flow, so you have another problem!!
If this is the case, there is a fault in your turbo or actuator. As actuators get older, they become more tired, causing boost levels to fluctuate. You may need to replace this item. The boost hits my preset level, then creeps up slowly by psi as the revs increase..
If you choose to fit and set the product up yourself, ensure you have all the necessary tools and technical knowledge required to perform this task. Thank you for picking up the latest Turbosmart catalogue. As we look back on 22 fantastic years of innovation and growth, we continue to look towards the future, as we release some revolutionary new products that will cement our reputation as an innovator and market leader.
Please contact us here and fill out a quick form so that our team can help you in an efficient way! Turbosmart prides itself in providing customers with the absolute pinnacle in boost control management. Whether it be for your street or race application, Turbosmart has a range of boost controllers to help you service your needs.
From our humble beginnings to establishing ourselves as a global brand. Turbosmart is well on track to lead the future in turbo technology. Our engineers, build and track test all products in-house. For this reason, our products are designed to be used on both track and street applications. Ford knows that boost is the way of the future. Their EcoBoost technology engines are designed to deliver power and torque consistent with those of. September 19, Products. Internal Wastegate Setup.
Allow the engine to cool down before installing your boost controller. Locate the pressure source port and the wastegate actuator port on the turbocharger assembly. Remove the factory boost control solenoid if fitted from the boost pressure supply port while leaving the solenoid connected to the ECU. Install your boost controller in the wastegate pressure line with the wastegate arrow pointing towards the wastegate actuator. If your wastegate actuator has additional ports, these will need to be blocked.
Secure all silicone hose ends with hose clamps. Mount your boost controller bracket onto the vehicle, then attach the boost controller onto the bracket with the supplied screws. Make sure the boost dial is turned completely anti-clockwise before making adjustments. These devices are popular due to their negligible cost compared to other devices that may offer the same power increase. This is installed with one boost signal line coming from the intake somewhere after the turbocharger, and one boost signal line going to the wastegate.
A knob changes the force on the spring which in turn dictates how much pressure is on the ball. The tighter the spring, the more boost that is needed to unseat the ball, and allow the boost pressure to reach the wastegate actuator.
There is a bleed hole on the boost controller after the ball, to allow the pressurized air that would be trapped between the wastegate actuator and the ball after it is seated again. These type of Manual boost controllers are very popular since they do not provide a boost leak, allowing faster spool times and better control than a 'bleed type' boost controller.
There are several different designs of ball-and-spring controllers on the market that range greatly in terms of cost and quality. Common body materials are brass and aluminum vary from inline to 90 degree designs. Another design aspect is the ball valve seat which is critical for performance stability.
It is possible to use two manual boost controllers at different settings with a solenoid to switch between them for two different boost pressure settings. Some factory turbocharged cars have a switch to regulate boost pressure, such as a setting designed for fuel economy and a setting for performance. They can be used in conjunction with some electronic systems.
The same general principle of a manual controller is present, which is to control the air pressure presented to the wastegate actuator. Further control and intelligent algorithms can be introduced, refining and increasing control over actual boost pressure delivered to the engine.
At the component level, boost pressure can either be bled out of the control lines or blocked outright. Either can achieve the goal of reducing pressure pushing against the wastegate. In a bleed-type system air is allowed to pass out of the control lines, reducing the load on the wastegate actuator.
On a blocking configuration, air traveling from the charge air supply to the wastegate actuator is blocked while simultaneously bleeding any pressure that has previously built up at the wastegate actuator. Control for the solenoids and stepper motors can be either closed loop or open loop. Closed loop systems rely on feedback from a manifold pressure sensor to meet a predetermined boost pressure. Open loop specifically leaves out a desired boost level, while closed loop attempts to target a specific level of boost pressure.
Since open loop systems do not modify control levels based on MAP sensor, differing boost pressure levels may be reached based on outside variables such as weather conditions or engine coolant temperature. For this reason, systems that do not feature closed loop operation are not as widespread. Boost controllers often use pulse width modulation PWM techniques to bleed off boost pressure on its way to the reference port on the wastegate actuator diaphragm in order to on occasion under report boost pressure in such a way that the wastegate permits a turbocharger to build more boost pressure in the intake than it normally could.
The boost control solenoid contains a needle valve that can open and close very quickly. By varying the pulse width to the solenoid, the solenoid valve can be commanded to be open a certain percentage of the time. This effectively alters the flow rate of air pressure through the valve, changing the rate at which air bleeds out of the T in the manifold pressure reference line to the wastegate.
This effectively changes the air pressure as seen by the wastegate actuator diaphragm. The wastegate control solenoid can be commanded to run in a variety of frequencies in various gears, engine speeds, or according to various other factors in a deterministic open-loop mode. Or, by monitoring manifold pressure in a feedback loop, the engine management system can monitor the efficacy of PWM changes in the boost control solenoid bleed rate at altering boost pressure in the intake manifold, increasing or decreasing the bleed rate to target a particular maximum boost.
The basic algorithm sometimes involves the EMS engine management system 'learning' how quickly the turbocharger can spool and how quickly the boost pressure increases. Armed with this knowledge, as long as boost pressure is below a predetermined allowable ceiling, the EMS will open the boost control solenoid to allow the turbocharger to create overboost beyond what the wastegate would normally allow.
As overboost reaches the programmable maximum, the EMS begins to decrease the bleed rate through the control solenoid to raise boost pressure as seen at the wastegate actuator diaphragm so the wastegate opens enough to limit boost to the maximum configured level of over-boost. Stepper motors allow fine control of airflow based on position and speed of the motor, but may have low total airflow capability. Some systems use a solenoid in conjunction with a stepper motor, with the stepper motor allowing fine control and the solenoid coarse control.
Many configurations are possible with 2-, 3-, and 4-port solenoids and stepper motors in series or parallel.
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