Have fitted a 22psi spring with no real help. A new theory is that the head can not flow enough air to maintain the higher boost turbo efficiency. I am running 20psi with the same power result however drops back to 15psi at high revs. I believe Cams more duration which I am in the process of getting or possibly even just cam gears may give us the flow we need to hold boost.
The bigger turbos like the overcomes this by providing more pressure at a lower turbine flow rate with more lag. Have you got cams I didnt look. However this all theories so let me know if you come up with any fixes.
When we kept the gate closed deliberately, power went to 28 PSI then they backed off the throttle didn't want to blow anything up - he he. I test this by plumbing the boost gauge in the line from the boost controller to the wastegate actuator.
This tells you at what boost the EBC is letting boost pressure flow to the actuator. I then adjust the EBC to minimise this. I have had no experience with E-Boost so I can't suggest what settings are required, maybe have a chat with the technical guys at Turbosmart.
They should have an answer to the appropriate settings ot fix the creep. Hope that helps. Ok, rwkw 28psi vs rwkw 16psi. Don't you think the compressor is maxed out?
Sound about right? The compressor is over is far right side edge of the map, so it's blowing more hot air than a cheap hooker. Funny point that I was under the assumption that the efficiency curves on a comp map was relative efficiency of the compressor, giving some sort of heat based map.
The shaft speed at that level for 1. Might want to be a bit careful with overspeeding that turbo. Or is that feeble? It don't neccessarily equate to the we saw. If you get what I mean. You know I want the best of both worlds don't you!
I guess at the end of the day - if the spec is 41 lbs flow - that is the spec. But you know that I like to push the boundaries. Just to see if the spec is the spec or maybe just a conservative number on a bit of paper so expectations are achieved. I'm thinking I really need a 3.
And if 16 PSI is max efficiency for this setup - how come when we set boost to 20 PSI it drops back to it's efficency?? Or is my boost controller clever enough to know where the efficiency peak of the turbo is?? OK that's silly, but you get what I mean. Grepin - dude, can you post your graph? I wouldn't mind seeing the difference between internally gated and externally gated s.
As you probably know, oil is one of the essential fluids needed in your engine in order for your European vehicle to operate optimally. If your turbocharger is starved of oil — whether from an oil leak or a restriction between the turbo and engine, this can not only translate to noticeably poor performance on the road but can result in long-term and irreversible damage. If you notice a difference in the way that your engine is delivering power to your drive, check the turbo hoses for leaks or loose connections.
Just like a sick human, a sick turbo engine needs attention from a professional. Schedule your appointment at AutoScope today! Give us a call: There are many reasons that your turbocharger could be displaying signs of trouble — below are some of the most common reasons for low turbo boost performance: Turbine is Not Free The cause of low turbo boost pressure can be a result of a restricted exhaust as a result of having the turbo turbine connected and obstructing it.
Oil Starvation As you probably know, oil is one of the essential fluids needed in your engine in order for your European vehicle to operate optimally. Check out your wastegate operation. The next way to check your turbocharger is to observe the functions of the wastegate. Signs that indicate bad news for your turbocharger is if the wastegate is immobile or does not close fully.
Marek what shoud ve wrong with that? If you have plumbed the wastegate right, higher numbers in the wastegate duty cycle table makes usually more boost and not less. Am i missing something here?! You don't give any duty cycle direct to the wastgate valve. Let's take a turbo with internal wastgate for the explenations.
The internal turbo wastgate actuator is actually pneumatic controlled via the boost control solenoid bcs.
Of corse, as more duty cycle you give to the bcs, as more it opens the athmospharic port. That means less pressure is applied to the wg actuator and the spring holds the turbine bypass valve closed.
If you disconnect the hose to the wg actuator the turbo will produce as much boost as it can. Marek, it's all going to depend on the type of valve you're using and the way the wastegate is plumbed. With the very common MAC 3 port solenoid that I use for boost control wore duty cycle will either bleed more boost away from an internal wastegate or supply more boost to the top of an external wastegate which has the effect of increasing boost.
It's also safest if the system is set up this way as the system will revert to minimum boost if the wastegate solenoid gets unplugged for some reason. Hello ive retested the intake side for leaks and with more pressure found 4 leaks on the inlet manifold so resealed that and just have to test it.
A leak on the compressor outlet side can obviously effect your boost, however you usually need quite a large leak to have a significant effect on the boost curve. The turbo can move so much air that a few pin hole leaks or instance have a negligible effect.
That being said though, obviously no leaks is the preferable situation. Don't have an account? Register here. Please enter your details below, then review payment options on the next step. This email is already in use.
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