Each one of those scenarios may require different boost controller functionality. If all-out performance is your number one goal, then an electronic boost controller is probably the way to go. For budget-minded daily-driver applications, a mechanical manual boost controller may be the more prudent choice. Ask Away! Camaro SS with a Turbonetics Turbo. Intercooler Guide: Air-to-Air vs. How it Works: Blow-Off Valves.
Blower Basics: Part 1, Part 2 , and Part 3. Your email address will not be published. Your Website. Save my name, email, and website in this browser for the next time I comment. This site uses Akismet to reduce spam. Where with a manual controller, you will have to pop the hood to adjust boost levels.
You will also have to keep an eye on it to ensure the adjustment is still correct as some manual controllers adjustments can slip over time. What is boost scramble?
Boost scramble is a feature that allows you to increase boost levels for a short period of time. This is used for when you need that extra punch from your car. For example, you are passing someone, and you usually run 10 PSI of boost.
Before you go to overtake them, you can enable boost scramble to bump up your current boost level to a predefined setting. This will increase your boost to, for example, 15PSI for 1 minute. This allows you to keep your boost levels safe until you want to push your vehicle to its limits. What is Gear-based Mapping? Gear based mapping is a great feature to have if you want to be able to tune your car to perfection. What gear based mapping allows you to do is set a different boost level for every gear of your vehicle.
It does require some extra parts to instal but is well worth it. AEM has been manufacturing car electronics for over 30 years and was the worlds first company to create a stand-alone programmable engine management system, that uses a factory wiring harness. The Tru-BoostX is packed with features such as having two programmable buttons on the gauge, allowing the driver to change between two boost levels on the fly when extra horsepower is needed.
Another great feature is the controller has a built-in fail-safe to alert you if the boost control solenoid is shorted or disconnected, so you always know your controller is functioning correctly. It will also shut the controller off if it detects over boost and not reactive until you manually allow it. You also have the ability to datalog with the Tru-BoostX to pull information such as boost pressure, peak boost, boost target, boost scramble duty and much more.
Packed full of features, and with its rounded design allows to be installed in a gauge pod its an excellent choice for your turbo car. If you are looking for an electronic boost controller with a high degree of customizability, look no further than the Greddy Profec. Because of the Profec display, it will enable the driver to adjust a plethora of settings with ease such as scramble boost presets, last-boost display, peak-hold recall, warning alert, safety limiter and much more.
The unit is also compact, allowing for a variety of possible installation spots. Greddy has also designed the controller to be very easy to install only requiring one small wiring harness to be routed through the firewall.
The Prodec newly designed three-port solenoid is much more compact than previous iterations and is controlled by a much faster processor resulting in quicker boost response, and more accurate boost control all while being hidden away in the engine bay. The kit comes with everything you need to get up and running included is the boost controller, Vacuum hose, pressure sensor, boost solenoid, adjustable mounting base and all the hardware you need for the install.
To conclude, the Greddy Profec is one of the best boost controllers in its price range, allowing the novice to operate while the experienced can tune and tinker to their desires.
Last but not least, we have the Turbosmart e-Boost2. 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.
Two-port solenoid bleed systems with a PID controller tend to be common on factory turbocharged cars. Since less positive pressure can be present at the wastegate actuator as desired boost is approached the wastegate remains closer to a completely closed state.
This keeps exhaust gas routed through the turbine and increases energy transferred to the wheels of the turbocharger. Once desired boost is reached, closed loop based systems react by allowing more air pressure to reach the wastegate actuator to stop the further increase in air pressure so desired boost levels are maintained.
This reduces turbocharger lag and lowers boost threshold. Boost pressure builds faster when the throttle is depressed quickly and allows boost pressure to build at lower engine RPM than without such a system. This also allows the use of a much softer spring in the actuator. For instance, a 7 psi 0. The electronic control unit can be programmed to control 7 psi 0. This partial throttle control greatly increases driver control over the engine and vehicle. Even with an electronic controller, actuator springs that are too soft can cause the wastegate to open before desired.
Exhaust gas backpressure is still pushing against the wastegate valve itself. This backpressure can overcome the spring pressure without the aid of the actuator at all. Electronic control may still enable control of boost to over double gauge pressure of the spring's rated pressure. The solenoid and stepper motors also need to be installed in such a way to maximize the advantages of failure modes.
For instance, if a solenoid is installed to control boost electronically, it should be installed such that if the solenoid fails in the most common failure mode probably non-energized position the boost control falls back to simple wastegate actuator boost levels. It is possible a solenoid or stepper motor could get stuck in a position that lets no boost pressure reach the wastegate, causing boost to quickly rise out of control.
The electronic systems, extra hoses, solenoids and soforth add complexity to the turbocharger system. This runs counter to the 'keep it simple' principle as there are more things that can go wrong. It is worth noting that virtually all modern factory turbocharged cars, the same cars with long warranty periods, implement electronic boost control. Manufacturers such as Subaru, Mitsubishi and Saab integrate electronic boost control in all turbo model cars.
Installing a boost controller in a vehicle that is already well tuned, such as a factory turbocharged car, may allow higher boost pressure than tolerable by the engine or turbocharger, reducing life and reliability. Care should be taken to avoid exceeding the limits of any engine system components such as the engine block, fuel injectors, or engine management system. This is as true with boost control as it is with fuel and timing controls, or any number of other engine system modifications.
In particular, users may find the extremely low cost and ease of adding a manual boost controller a particular draw for extra power at low cost compared to more comprehensive modifications. Users should carefully consider how installing any boost controller may affect and interact with existing complex engine management systems.
Additional boost levels may not be tolerated by the existing turbocharger, causing faster wear. Fuel injectors or the fuel pump may not be able to deliver additional fuel needed for higher air flow and power of higher boost pressure. There are other outdated methods of boost control, such as intake restriction or bleed off.
For instance, it is possible to install a large butterfly valve in the intake to restrict airflow as desired boost is approached.
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