--
From: owner-stealth-3000gt-digest@list.sirius.com
(Team3S Digest)
To: stealth-3000gt-digest@list.sirius.com
Subject:
Team3S Digest V1 #7
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Team3S Digest
Sunday, October 25 1998 Volume
01 : Number
007
----------------------------------------------------------------------
Date:
Sun, 25 Oct 1998 09:30:11 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: AVC-R tuning (WAS: boost lag, engine rebuild update)
Barry E.
King wrote:
>
> It occurred to me that in order to allow the AVC-R
to learn maximum boost
> without one would need to get it to learn the
maximum boost at an IDC less
> than what it considers dangerous. To
do this you'd have to choose the next
> highest gear and with the goal of
achieving maximum desired boost before
> running into the RPM and IDC
ceilings.
Correct. From http://www.apexi-usa.com/docsavcr11.htm
"Please
follow the steps below to speed up the self learning
function
process.
1. Drive the vehicle in as high of a gear as possible in order
to
get the boost pressure to match the specified boost level at the
lowest
possible RPM (the intercept RPM). Running the vehicle
from the
intercept RPM + 1000 RPM is acceptable.
2. Next, run the vehicle in the
mid and high RPM of a mid-range
gear to match the specified boost
level.
3. Repeating steps 1 and 2 will speed up the self learning
function."
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged
Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9
mph
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 09:46:28 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: RE: boost lag, engine rebuild update
Barry E. King
wrote:
>
> Jim Matthews wrote:
> >
> > http://www.apexi-usa.com/docsavcr12.htm
>
>
> > "Although this unit has a RPM separate self learning
function,
> > vehicles maximizing their injectors by 6200 RPM will not
be able
> > to use the self learning function during that period
because
> > the unit uses the injector signal to read the engine RPM
for
> > the self learning function. In order to have more
precise
> > boost control, the solution to this problem is to upgrade
to
> > higher capacity injectors."
> >
> Based on what
you found, it makes sense that the AVC-R would allow bleed
> down under
high IDC situations. From that blurb it appears that the AVC-R
>
simply doesn't learn the boost curve in those circumstances whereas the
DSBC
> can since it is not considering the IDC.
So again my
questions:
1. Is the Blitz failing to prevent a potentially
dangerous
situation?
2. If the injector duty cycle is in the danger
zone in the
upper RPMs, then is it true that the stock injectors
cannot
handle 1.0 bar at redline and would lean out the mixture?
3.
How would a free flowing exhaust affect any of this? Since
your other
message indicates that a bigger turbo increases flow
at the same boost
pressure and RPM (I'm still confused about this),
I would assume that a
better exhaust would also increase flow.
Would this not cause an even leaner
condition?
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged
Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9
mph
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 02:36:16 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
RE: boost lag, engine rebuild update
> -----Original
Message-----
> From: owner-stealth-3000gt@list.sirius.com
>
[mailto:owner-stealth-3000gt@list.sirius.com]On
Behalf Of Jim Matthews
> Sent: Sunday, October 25, 1998 1:46 AM
>
To: stealth-3000gt@list.sirius.com
>
Subject: Re: Team3S: RE: boost lag, engine rebuild
update
<snip>
> So again my questions:
>
> 1.
Is the Blitz failing to prevent a potentially dangerous
>
situation?
Sure I suppose. But so is your BOV. ;) The point
is that it is not
function of the boost controller to control fuel
delivery. The SAVC-R has
this safety feature as a bonus. It is
possible to create a similar
situation by using an undersized fuel pump for
instance. Clearly this is
not something a boost controller need be
concerned. There are too many
other factors at play.
I would not
consider any boost controller that does not have this safety
feature
flawed. It is up to the operator to ensure that fuel demands to
support
additional boost is met. No different than when you pull up to
the
pump. Should the boost controller react if you put 87 octane into
the tank
instead of 92?
> 2. If the injector duty cycle is in the
danger zone in the
> upper RPMs, then is it true that the stock injectors
cannot
> handle 1.0 bar at redline and would lean out the
mixture?
That is the danger, yes. If you hit 99% at 6800 RPM what
does that mean?
Can the injectors supply enough fuel for 7100 RPM or
not? You can't easily
tell for sure so it appears the Apex'i philosophy
is "best to err on the
safe side". Not a bad policy really.
>
3. How would a free flowing exhaust affect any of this? Since
> your
other message indicates that a bigger turbo increases flow
> at the same
boost pressure and RPM (I'm still confused about this),
> I would assume
that a better exhaust would also increase flow.
> Would this not cause an
even leaner condition?
To help explain the flow rate versus pressure,
perhaps it may be useful to
use analogous terms in another field.
Electrical "pressure" is expressed as
voltage. However the amount of
electricty flowing through a circuit is
expressed as amperage. 250 V at
0.0001 A is no big deal. Yet 110 V at 40 A
will deliver a decent
kick. CFM is akin to amperage. PSI is similar to
voltage.
The overall effect of pressure and flow is of course
inter-related. An
engine is really nothing more than an air pump. The more
air you can
get flowing through it, the more horsepower that engine can
produce.
High cylinder pressures are not an absolute requirement to high
flow.
Higher boost pressure does mean more flow to a point, but it is
possible to
select a turbocharger that flows more air at lower boost levels.
This depends
totally upon the characteristics of the specific turbo since
each design has
an optimal range of operation outside of which it becomes
rather
ineffective.
As to the exhaust, all other things being equal, a free
flowing exhaust may
actually reduce boost pressures. This does not mean
flow is decreased, in
fact, if boost pressures drop it most likely means that
flow has increased
since there is less resistance in the system. This
is a good thing.
More flow means more air which would, as you indicated,
create a lean
condition if fuel was not also increased proportionally.
However, the ECU
should be able to compensate for this since it bases fuel
requirements (in
open loop operation) primarily on airflow as measured by the
MAS. Other
sesnors contribute like intake air temp (IAT), coolant
temperature and
barometric pressure, but the MAS is the most relied
upon. That doesn't mean
it isn't possible to get into a situation where
the capabilities of a given
ECU to compensate are not exceeded.
I
beleive in the case of the VR4 this will not be a concern since the ECU
seems
to just dump fuel into the system as quickly as it can beyond certain
RPMs at
WOT. This creates a pretty much constant rich condition.
High
cylinder pressures (too much boost, too much air) and exceeding
capabilities
of the stock fuel system's ability to deliver the required fuel
(injectors
and pump) are more realistic concerns.
Hope that
helps.
An interesting (to me anyway) anecdote from my first day with the
TRE MASC
several weeks ago. I had disconnected the oxygen sensors to
force open loop
operation. This is a normal step when dialing in a fuel
computer as it
greatly eases the tuning process by keeping the ECU from
trying to trim the
fuel delivery. The sensors get reconnected after
base tuning is complete.
Anyway, at one point I was so far out to lunch on
the mixture -- way too
rich (beta unit, noone else had ever tried it on a
3000, including TRE) --
that I had to make dramatic changes to the airflow
with the MASC to
compensate. I guess the ECU must've thought something
was wrong with the
airmeter. The ECU raised a CE light, coughed once or
twice, then magically
started running extremely well. I was confused
for a moment or two as to
what was going on. Here I was with a car that
one moent was so rich it
would barely run, and the next minute I'm crusing
merrily along with no
worries.
The ECU was able to deliver a safe
mixture without oxygen sensors or MAS
readings. I could use WOT, cruise
or whatever. It just wasn't quite as
peppy as it could be.
OPeration above 4000 RPM was not great however, I
suspect due to the
conservatively rich setting introduced by the ECU's
fallback fuel map.
The ECU will throw out sensor inputs if they do not jive
with inputs from
other sensors. This is pretty much standard fair in most
vehicles, but
it was very interesting to me when it actually
occurred.
Regards,
Barry
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 10:47:59 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re:
Team3S: Smoke from pipes
> I asked Roger about it when I got there and
he said that this is normal with
> turbo cars. Maybe Maximum Boost
will have something to say about this.
I just don't know why this is but
I learned that this is with a lot turbo cars
and also the tuning-guy told me
that it is very common. No I haven't found any
theory for this :(
>
At any rate, I'm relieved that you didn't smell oil, as that's
> the last
thing I need to worry about right now!
Well, ya know where to look at.
Just pull the soft IC pipes from the y-pipe and
look if there's some oil
deposit. Mine looked like the small picture I attached
(sorry guys, I don't
have it on my website yet) and this was definitely too
much. Next time you
head down or we will meet somewhere I can bring the
compression tester with
me to check the fronts at least.
> Maybe I'll give that guy from the
German GTO club a call in case he lost my
> number...
YES ! Do so
:)
Cheers, Roger
- -----------------------
Roger Gerl,
Switzerland
93'3000GT TwinTurbo (Animale Rosso)
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 10:48:05 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re:
Team3S: boost lag
Jim wrote :
> When my AVC-R sees the IDC get
above 90%, it starts blinking, and this
> is when the boost level starts
decreasing.
> "The display will begin to flash if the injectors
reach
> over 98% capacity." (so what?)
So, what does it in reality
?? Does your display start blinking at 90% or like
Apexi says at 98% ?? IMHO,
98% is way too high for a safety feature ! Maybe it's
programmable or an
"undocumented feature" ;-)
The Supra guys are loving the AVC-R a lot
(they had a GP going on recently for
$430 !) and maybe it's worth to speak
with them on their list to get more
knowledge :)
Cheers, Roger
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 10:48:10 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re:
Team3S: EGT ! (was: boost lag)
Barry et all,
Great thread !!
Thanks Barry for the superb input :)
> Exactly where EGT is measured
can also make a significant difference. Ideally
> you want the pyrometer
10" from the flame front. This isn't always possible.
IMHO, the
best position to measure EGT is BEFORE the turbine in the manifold.
But
considering your 10" (25.4cm) they should be installed in the precats.
When
the new manifolds are ready I plan to install the probes in there as
well as a
tube comming out to measure the pressure. Barry, where have you
installed the
probes for the TRE ?
Thanks,
Roger
-
-----------------------
Roger Gerl, Switzerland
93'3000GT TwinTurbo
(Animale Rosso)
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 10:48:20 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re:
Team3S: boost lag, engine rebuild update
> > over 98% capacity."
(so what?)
> Visual clue that you're heading into the danger
zone.
I totally agree !
> > Would the AVC-R also be able to
hold 1.0 bar
> > at redline like the Blitz if all of the other mods
were the
> > same? I don't understand why one controller would be
able
> > to sustain boost better than another. It must be that
my
> > stock exhaust is simply too restrictive.
One theory is
that the BCs alternates the wastegates and therefore give a
different top
end. Before I installed the exhaust I got the Blitz and did the
first
testings. After installing DP/Cat and cat-back I haven't discovered a
big
difference. But I'm sure the precats together with the small turbos
are
representing a major restrictivement in the system. The Blitz held boost
up to
the redline with the stock exhaust too. Of course I also had a drop in
boost but
only about 0.2bars.
> Based on what you found, it makes
sense that the AVC-R would allow bleed
> down under high IDC
situations. From that blurb it appears that the AVC-R
> simply
doesn't learn the boost curve in those circumstances whereas the DSBC
>
can since it is not considering the IDC.
That sounds possible to me
too.
> Since tuning in the MASC I haven't been reaching above 98%
(typically hit
> 92-94% -- still too high IMO) so I would not have
experienced this
> situation. Kind of a nice safety feature
actually.
Yes, it definitely is ! Unfortunately, I haven't found out what
signal the IDC
carries and how it can be interpreted. But I hope to be able
to set a desired
warning limit too :)
Cheers, Roger
-
-----------------------
Roger Gerl, Switzerland
93'3000GT TwinTurbo
(Animale Rosso)
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 01:38:39 -0700
From: Dave Allison <dave@languys.com>
Subject: Team3S: RE:
boost lag, engine rebuild update
At 11:56 AM 10/24/98 , you
wrote:
>Bigger turbos increase air flow. More air means more fuel
required. If you
>don't change the fuel you'll have a leaner
mixture, even at the same boost
>as a smaller turbo. Boost by itself
does not determine mixture.
Yes, bigger turbos increase airflow,
therefore producing higher levels of
boost.
>A stock 9B flows
roughly 265 CFM @ 15 PSI. An unported 15G will flow
>roughly 404 CFM
@ 15 PSI. The stock turbo is capable of delivering 530 CFM
>versus
the 808 CFM of the 15G at the same boost of 15 PSI. Big
difference.
>Actual airflow through the combustion chamber will vary on
other factors,
>but I'm sure you get the point.
First of all, let
me say that Barry is my hero for all the pioneering he's
done with the TRE
MASC. I'm completely jealous of his status as "official
beta tester of the
3000GT TRE MASC". :)
But...
I think you're confusing what these
manufacturer specs are conveying. A 9B
turbo does not 'flow 265cfm', nor does
a 15G 'flow 404cfm'.
CFM is simply airflow rate. Airflow rate is closely
tied to engine RPM
(displacement * rpm * 0.5 * volumetric efficiency) / 1728.
What the specs you quoted mean is that a stock 9B can produce 15psi
at
265cfm, a lower engine rpm and quickly attainable number. A 15G
will
require 404cfm from the car to reach 15psi of boost.
This is
what is commonly known as boost lag. A larger turbo will require a
higher
flowrate to achieve an equivalent level of boost. Reaching 265cfm on
stock
turbos will not only happen quicker due to the 9B's characteristic
of
producing higher boost pressure at lower cfm, but also because the
early
boost levels increase the cfm exponentially faster. It will reach
the
required airflow to produce 15psi much quicker than the large turbo.
A
larger turbo will not begin to produce high boost pressures until the
cfm
is much higher, thus boost lag.
I think what you're saying is that
a larger turbo will be producing more
airflow at a specific level of boost.
Turbos are not rated by how much
airflow they produce. They are rated by what
amount of airflow is required
to achieve a particular level of boost.
Generally, the lower the number,
the faster they spool up.
>The
point of larger turbos is not to raise boost but to increase the
amount
>of air flowed at a given boost. The side benefit is that
larger turbos also
>can achieve higher boost levels and hold it lopnger
throughout the RPM
>range.
The ONLY point of larger turbos is to
raise boost. And perhaps to move the
torque curve towards the higher rpm's
for performance during higher speeds.
>Combustion temperatures (and
therefore EGT) is dependant solely on mixture
>and the efficiency of the
combustion. Exactly where EGT is measured can
>also make a
significant difference. Ideally you want the pyrometer 10" from
>the
flame front. This isn't always possible. Consider also the
distance
>from each exhaust port in a mutli-cyclinder application to a
single
>pyrometer. Heat is some aggregate of each hole with furthest
cylinders
>contributing less than the closest ones. We're starting
to split hairs here
>but the point is when comparing numbers all this
needs to be at least
>considered.
For the TRE MASC, were you able
to connect an extra pyrometer? Wasn't it
the MASC that had the capability of
dual EGT gauges? This is too cool!
BTW, I'd love to pick your brain when
it comes time for me to tune the TRE
MASC. Did you have someone in the
cockpit keeping an eye on the readings?
How long did it take until you were
comfortable with the A/F ratios? Tell
us more about your prototype
experiences with this unit! :)
Seeya!
Dave Allison
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 06:29:11 -0800
From: Dave Allison <dave@languys.com>
Subject: Team3S: Hell
no, we won't flow! ;) (was RE: boost lag, engine rebuild update)
Heya
guys!
I hope the charter for this moderated mailing list includes
civilized
disagreements, cuz I got one here for ya! :) I'm not looking for
strife,
only trying to kill misinformation before it finds it's way into an
FAQ or
becomes common knowledge.
Please note that formulas below and
in previous posts are taken directly
from several books regarding
turbocharging theory, including, "Maximum
Boost: Designing, Testing, and
Installing Turbocharger Systems", by Corky
Bell.
At 01:36 AM 10/25/98
, Barry E. King wrote:
>To help explain the flow rate versus pressure,
perhaps it may be useful to
>use analogous terms in another field.
Electrical "pressure" is expressed as
>voltage. However the amount
of electricty flowing through a circuit is
>expressed as amperage.
250 V at 0.0001 A is no big deal. Yet 110 V at 40 A
>will deliver a
decent kick. CFM is akin to amperage. PSI is similar
to
>voltage.
You can't say this. increasing PSI increases
CFM, increasing voltage does
not increase amperage. This is why when you
calculate the airflow rate of a
turbocharged engine, you multiply the
non-aspirated cfm of the engine by
the pressure ratio (boost psi) of the
turbocharger, in our case 15psi (or
1.02bar). Higher boost (psi) equals
higher pressure ratio (cfm).
Boost is directly related to airflow.
Airflow is a result of boost
pressure. As you increase boost (pressure ratio)
you increase airflow
rate(cfm). There is no such thing as a turbo having
"better flow" than
another one. That is, unless you are referring to turbo
lag. To put it more
simply:
15psi is 15psi is 15psi. It doesn't matter
what size the turbo that is
producing it. It won't "flow" better if you have
a larger turbo. It WILL
flow better if you increase the boost, but there is
no advantage (other
than "boost threshold") of one turbo vs. another when
they are at the same
boost level. If a stock turbo is keeping the compressor
at a constant 15psi
at all times, how can a larger turbo have an advantage at
15psi also? The
larger turbo does not increase the density ratio (# of air
molecules packed
into each inch) either.
>The overall effect of
pressure and flow is of course
>inter-related. An engine is really
nothing more than an air pump. The more
>air you can get flowing
through it, the more horsepower that engine can
>produce. High
cylinder pressures are not an absolute requirement to high
>flow.
Um... yes they are. The only thing that increases flow (cfm) is
pressure
ratio (boost), increase of displacement, or engine rpm. There simply
are no
other variables.
>Higher boost pressure does mean more flow
to a point, but it is
>possible to select a turbocharger that flows more
air at lower boost levels.
This "flow" quality you refer to makes no
sense, since the absence of air
movement is what creates pressure. You can't
flow more air without
DECREASING boost. There IS no "flow" issue if the boost
PSI being produced
is equivalent on two different sized
turbos.
>This depends totally upon the characteristics of the specific
turbo since
>each design has an optimal range of operation outside of
which it becomes
>rather ineffective.
Each design has an optimal
range of cfm/pressure ratio outside of which it
becomes rather ineffective.
Most properly applied turbos run in the 70-76%
range of efficiency. This is
called compressor efficiency and has to do
with thermodynamic efficiency. It
has nothing to do with what kind of
"flow" a turbo can produce.
>As
to the exhaust, all other things being equal, a free flowing exhaust
may
>actually reduce boost pressures.
A free flowing exhaust
INCREASES boost pressure due to the decrease of
back pressure. When
installing an exhaust and intake to our cars, HKS, and
me, notes an increase
of 1psi due to drop in backpressure.
>This does not mean flow is
decreased, in
>fact, if boost pressures drop it most likely means that
flow has increased
>since there is less resistance in the
system. This is a good thing.
I'm still having a hard time with
this "flow" thing. Maybe I'm
misunderstanding you. Are we only talking about
airflow AFTER the exhaust
manifold? Obviously you don't get the same psi
AFTER the manifold as you do
BEFORE the manifold. Even then I don't
understand how the "flow" will be
affected after the turbine outlet is done
with the exhaust.
Finally, let me say thanks to all the great informative
posts I've had the
privilege to peruse this week. Some quality info to be
gleaned from them.
Those poor souls at starnet will have to be happy with
discussions of wiper
fluids and chromed brake calipers.
:)
Seeya!
Dave Allison
For subscribe/unsubscribe info, our
web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 16:49:51 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: flow, leaning out
Dave Allison wrote:
>
> 15psi is 15psi is
15psi. It doesn't matter what size the turbo that is
> producing it. It
won't "flow" better if you have a larger turbo.
This is my understanding
and is why I asked the question in the
first place. A bigger turbo will
not lean out the mixture at
the same boost pressure and RPM, as was
previously suggested.
Volume is constant (displacement), pressure is
constant, frequency
is constant (RPM), and fuel is constant (IDC).
Therefore, mixture
is unchanged.
> It WILL
> flow better
if you increase the boost, but there is no advantage (other
> than "boost
threshold") of one turbo vs. another when they are at the same
> boost
level. If a stock turbo is keeping the compressor at a constant 15psi
> at
all times, how can a larger turbo have an advantage at 15psi also? The
>
larger turbo does not increase the density ratio (# of air molecules
packed
> into each inch) either.
Actually, there can be an
advantage. A bigger turbo has a
maximum efficiency that occurs higher
in the rev band, so
in the upper RPMs, a larger turbo will reduce EGTs vs.
a
smaller turbo for the same boost pressure and RPM. Take
a look at
Maximum Boost on page 24: "Keep in mind at all
times that when efficiency
drops off, heat produced by
the turbo goes up. If a turbo were sized
such that
maximum efficiency occurred at one-third of the rev
range,
efficiency at or near the redline would taper off to where
the
charge temperature would be scorching hot. At the
other extreme, if
maximum efficiency were at the redline,
mid-range temperatures could get out
of hand." "Somewhere
in the middle of the useful rev range of the engine
lies
the best place to locate the maximum efficiency
point."
> A free
flowing exhaust INCREASES boost pressure due to the decrease of
> back
pressure. When installing an exhaust and intake to our cars, HKS, and
>
me, notes an increase of 1psi due to drop in backpressure.
What do you
mean here? The boost controller should still
limit boost, so boost
should not increase. Do you mean
you're seeing a 1 psi increase at
certain RPMs while the
turbo is in the process of spooling up compared with
the
pressure at those RPMs before the exhaust was installed?
I think a
free flowing exhaust increases the rate at which
the specified boost pressure
can be attained and allows
higher boost pressures to be reached when the
limit on
the controller is cranked up.
But as I already discovered, my
stock exhaust is not what is
keeping me from seeing 1.0 bar at high RPMs,
it's the safety
feature built in to my SAVC-R that keeps my mixture from
leaning
out. Maybe this feature is just a bonus as Barry suggests
and
folks shouldn't expect it to be in a boost controller anyway,
but I
think the point I was trying to make when I began this
thread is still
valid. Those of you who have tuned the Blitz
to maintain 1.0 bar at
redline with the stock injectors may
want to invest in an A/F meter to make
sure your mixture isn't
too lean.
Thanx for the
discussion!
-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
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Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged
Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
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------------------------------
Date:
Sun, 25 Oct 1998 15:47:16 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject:
Re: Team3S: boost lag
R.G. wrote:
>
> Jim wrote :
>
> When my AVC-R sees the IDC get above 90%, it starts blinking, and
this
> > is when the boost level starts decreasing.
>
>
> "The display will begin to flash if the injectors reach
> > over
98% capacity." (so what?)
>
> So, what does it in reality ?? Does
your display start blinking at 90% or like
> Apexi says at 98% ?? IMHO,
98% is way too high for a safety feature ! Maybe it's
> programmable or an
"undocumented feature" ;-)
I admit that it's hard to look down in the
armrest compartment
where my SAVC-R is mounted when taching it out in 3rd,
but I'll
stick with 90%, despite what the manual says. I'll try
again
on the way to work tomorrow and post if I find otherwise.
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de
(64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews
***
3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet
Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active
Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0
bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged
Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix
brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS
(so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9
mph
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 11:47:38 -0500
From: "Bill Miller" <millebi@kw.igs.net>
Subject: Team3S:
Flow/boost discussion
Hi all,
Just thought I would add a little
something to this discussion (even though I don't know
a whole lot about
turbos). The Team3S list is more informative in a week than
Starnet/Dragnet
has been in a year. And now on to some blathering ...
The best analogy
that I've ever been told about flow vs pressure is the garden hose vs
fire
hose. The question becomes : What would you rather have aimed at you, a garden
hose
or a fire hose assuming they are both at the same pressure... say 15
PSI. Of course most
people will answer a garden hose. The reason is that the
garden hose is "flowing" less
water than the fire hose because the diameters
are different. (1 inch garden hose, 3 inch
fire hose, I don't remember the
formula but I'm sure its related by diameter by something
cubed)
Now
applying this to the discussion (very interesting and informative if I may
comment)
there seems to be some discussion/dissention on why one turbo flows
more than another
even when they are at the same pressure (15PSI is 15PSI is
15PSI). Now here's the
interesting question. Has anyone upgraded their
piping in the engine compartment or is
everyone using the same stock pipes?
I'm guessing that Barry (I think he's the one using
the TRE MASC
<sp??>) may have upgraded his piping because that's the whole point of
that
new unit (not exactly but kinda...).
Upgrading the exhaust will
of course allow better "breathing" due to the fact that the
cylinders will
be able to "evacuate" faster because of less back pressure. Now this
assumes
that the exhaust manifold has been changed, because otherwise you wouldn't get
the best use of the freer flowing exhaust. (Hook up a garden hose to a fire
hose; not
much changes in the garden hose, it still flows about the
same).
So, assuming that both ends (before and after the cylinders) have
been increased in size
then Yes a larger turbo will "flow" more than a
smaller one. The reason is that a larger
turbo will have a different
efficiency at different RPMs than a smaller turbo. I don't
remember the
numbers but I think someone was attempting to get to this point; that a 15G
will give more air flow (assuming larger piping) than a 9B at 15PSI because
of the
differences in compressor size and efficiency at whatever RPM the
turbo is spinning. As
far as I know turbo compressor wheels will suffer from
"cavitation" just like a water
propeller does if it spins too fast. This
relates to the efficiency of the turbo,
spinning a 9B at twice the speed of
a 15G will not give double the flow.
Someone else mentioned that the
biggest difference between the 9B and 15G were that the
15G will take longer
to spool up but that it wouldn't be able to flow more after it had
achieved
a usefull RPM because 15PSI is 15PSI. The author neglects to mention that they
assumed stock piping.
- ---
Sheesh ... I'm all over the place in the
post... but hopefully I may have made my point
that unless we talk about the
piping (Intake and Exhaust) size along with turbo size,
rather than
discussing turbos only, we will end in a futile argument because people will
be comparing apples to oranges. As someone pointed out 15 PSI is 15 PSI in a
stock intake
with stock exhaust, and it doesn't matter what turbo is in the
middle. (BTW: A lot of my
knowledge about compressors is from my uncle who
owns a couple of patents on compressor
design)
Maybe I helped...
maybe I hindered... but I think I understood all of what everyone is
trying
to say (may not have explained anything but ... hey I tried).
Bill
91
TT "Old Red"
Completely stock.
Humpty Dumpty was pushed...
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 10:20:58 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
EGT ! (was: boost lag)
Actually Roger I agree with you -- they should be
before the turbine. I
should have stated that. The turbo will
extract a varying amount of heat
depending upon exhaust gas velocity and
boost. This may leave one doing too
much guessing.
I currently
have one probe installed in the rear O2 housing. I too have
header
which are not yet installed in the car. My plan is to put the
new
pyrometers in the headers after the
collector.
Barry
> -----Original Message-----
> From:
owner-stealth-3000gt@list.sirius.com
>
[mailto:owner-stealth-3000gt@list.sirius.com]On
Behalf Of R.G.
> Sent: Sunday, October 25, 1998 2:48 AM
> To: stealth-3000gt@list.sirius.com
>
Subject: Re: Team3S: EGT ! (was: boost lag)
>
>
> Barry et
all,
>
> Great thread !! Thanks Barry for the superb input
:)
>
> > Exactly where EGT is measured can also make a
significant
> difference. Ideally
> > you want the pyrometer 10"
from the flame front. This isn't
> always possible.
>
>
IMHO, the best position to measure EGT is BEFORE the turbine in
> the
manifold.
> But considering your 10" (25.4cm) they should be installed in
the
> precats. When
> the new manifolds are ready I plan to install
the probes in there
> as well as a
> tube comming out to measure the
pressure. Barry, where have you
> installed the
> probes for the TRE
?
>
> Thanks,
> Roger
> -----------------------
>
Roger Gerl, Switzerland
> 93'3000GT TwinTurbo (Animale Rosso)
> For
subscribe/unsubscribe info, our web page is
> http://www.bobforrest.com/Team3S.htm
>
For
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------------------------------
Date:
Sun, 25 Oct 1998 11:23:50 -0600
From: xwing <xwing@execpc.com>
Subject: Team3S: RE:
boost/ lag/turbo theory
I have several disagreements with Dave on this
:) as outlined:
Dave Allison wrote:
> I think you're
confusing what specs conveying. A 9B
> turbo does not 'flow 265cfm', nor
15G 'flow 404cfm'.
> CFM is airflow rate. Airflow rate is closely tied to
engine RPM
> What you quoted mean is stock 9B produce 15psi at
>
265cfm, a lower engine rpm and quickly attainable number. A 15G will
>
require 404cfm from the car to reach 15psi of boost.
A 9B doesn't have to
be FLOWING 265cfm to "reach" 15psi PRESSURE. A 15G
doesn't
"require"
to be flowing 404cfm to "reach" 15psi PRESSURE.
If 15G car is at 3000rpm
and you have it floored, in 3rd gear, as we all
know we can reach UNGODLY
boost pressures (>20psi) BUT CLEARLY the
engine is pumping WAY too slowly
to accept a total of 808cfm = 600+hp!
We are NOT making 600hp at 3000rpm! so
we are NOT using 808cfm YET WE
HAVE 20+psi boost. The turbine is
spinning relatively midrange speed,
being held back by ALL THAT PRESSURE it
is making on compressor side.
As RPM's of engine go up, turbine speeds pick
up, boost stays above
20psi...but AIRFLOW is INCREASING. Once you are
turning HIGH ENGINE
rpm's the ENGINE is demanding MORE AIR than the little
turbos can pump
to MAINTAIN 20psi+, so our boost starts FALLING OFF as rpm's
get higher,
until by 7000rpm maybe we have 18psi or so with 15G's. IF
we got to 15
psi with 15G's AT MAX acceptable TURBINE SPEED (max turbo
output
capability) THAT is where turbo would be producing 404cfm. From
simple
formulae, a total of 808cfm makes ABOUT ?600hp (didn't look it up)
which
we really don't reach at 15psi. So, really, we aren't truly
ever
getting 404cfm from them...but it IS a very useful common basis point
of
comparison!
> A larger turbo will not begin to produce high
boost pressures until the cfm
> is much higher, thus boost
lag.
This is just not quite true; see above. A larger turbo can (if
desired)
produce higher boost at same engine rpm if it is designed to do so
by
turbine vs compressor design. Lag is caused (in part) by a
larger
turbine section/clipped turbine wheels so turbine needs MORE
exhaust
flow to turn same shaft rpm/force compressor side.
>
I think what you're saying is that a larger turbo will be producing more
>
airflow at a specific level of boost. Turbos are not rated by how much
>
airflow they produce. They are rated by what amount of airflow is
required
> to achieve a particular level of boost. Generally, the lower
the number,
> the faster they spool up.
Turbos are SPECIFICALLY
rated in part by how much airflow they produce!
A "compressor map" is
specifically a graph of airflow (lbs/hr) on X-axis
vs. pressure ratio on
Y-axis. You don't NEED to have a certain cfm to
have exactly that
pressure; there are a NUMBER of airflow values that
correspond to a certain
psi, and vice-versa.
> The ONLY point of larger turbos is to
raise boost. And perhaps to move the
> torque curve towards the higher
rpm's for performance during higher speeds.
This is not quite
right. There are a number of reasons to get larger
turbochargers.
1) To be able to support a higher boost at a certain RPM target
than
current smaller turbos can muster
2) To be able to make a
CERTAIN boost pressure at a more EFFICIENT
point on compressor map, thus
"beating up" the air less-->LOWER
compressor outlet air temp-->less
likely to detonate, and more DENSE air
for SAME pressure=MORE oxygen content
at SAME pressure as smaller turbo
on less-efficient portion of ITS compressor
map.
3) For more durability--maxxing out a little turbo, spinning it
past
ITS "redline" so as to get the last couple psi boost, takes toll on
the
poor turbo bearings and (smaller turbo with
smaller)
bearings/shafts/thrust surfaces. Going to larger turbo can
sometimes,
therefore, increase reliability.
At least, that is my
take on things; good discussion! What do you
think, Dave?
Jack
Tertadian
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------------------------------
Date:
Sun, 25 Oct 1998 10:27:39 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
boost lag, engine rebuild update
> -----Original Message-----
>
From: owner-stealth-3000gt@list.sirius.com
>
[mailto:owner-stealth-3000gt@list.sirius.com]On
Behalf Of R.G.
> Sent: Sunday, October 25, 1998 2:48 AM
> To: stealth-3000gt@list.sirius.com
>
Subject: Re: Team3S: boost lag, engine rebuild
update
<snipped>
> One theory is that the BCs alternates
the wastegates and therefore give a
> different top end. Before I
installed the exhaust I got the Blitz
> and did the
> first
testings. After installing DP/Cat and cat-back I haven't
> discovered a
big
> difference. But I'm sure the precats together with the small turbos
are
> representing a major restrictivement in the system. The
Blitz
> held boost up to
> the redline with the stock exhaust too.
Of course I also had a
> drop in boost but
> only about
0.2bars.
As to the DSBC, this makes sense to me, but I recall asking you
about this
once before. In order for the DSBC to control each actuator
separately,
there wouldhave to be two separate solenoids (which as I
understand it, the
DSBC indeed does). Each solenoid would have to have
an completely separate
and independant access to one and only one
actuator. The last time I asked
about this you said it was not
plumbed this way. It must be plumbed this
way in order to control each
actuator individually.
> Yes, it definitely is ! Unfortunately, I
haven't found out what
> signal the IDC
> carries and how it can be
interpreted. But I hope to be able to
> set a desired
> warning
limit too :)
If you let me beta test your logger I'll give you a whole
bunch of signal
specifications ;)
> Cheers,
Roger
Barry
For subscribe/unsubscribe info, our web page
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------------------------------
Date:
Sun, 25 Oct 1998 11:07:11 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
RE: boost lag, engine rebuild update
> -----Original
Message-----
> From: owner-stealth-3000gt@list.sirius.com
>
[mailto:owner-stealth-3000gt@list.sirius.com]On
Behalf Of Dave Allison
> Sent: Sunday, October 25, 1998 1:39 AM
>
To: stealth-3000gt@list.sirius.com
>
Subject: Team3S: RE: boost lag, engine rebuild update
Dave,
>
First of all, let me say that Barry is my hero for all the
> pioneering
he's
> done with the TRE MASC. I'm completely jealous of his status as
"official
> beta tester of the 3000GT TRE MASC". :)
And it
works! Turbo spool-up occurs about 500 RPM lower in the RPM range
with
the 83 mm airmeter and the MASC dialed in.
> But...
Uh oh..a
"but"... ;)
> I think you're confusing what these manufacturer
specs are
> conveying. A 9B
> turbo does not 'flow 265cfm', nor does
a 15G 'flow 404cfm'.
>
> CFM is simply airflow rate. Airflow rate is
closely tied to
> engine RPM
> (displacement * rpm * 0.5 *
volumetric efficiency) / 1728.
>
> What the specs you quoted mean is
that a stock 9B can
> produce 15psi at
> 265cfm, a lower engine rpm
and quickly attainable number. A 15G will
> require 404cfm from the car to
reach 15psi of boost.
<snip>
> Turbos are not rated by
how much
> airflow they produce. They are rated by what amount of airflow
is required
> to achieve a particular level of boost. Generally, the lower
the number,
> the faster they spool up.
<more stuff
snipped>
I understand what you are saying but what you are suggesting
is contrary to
my information.
> >The point of larger turbos
is not to raise boost but to increase
> the amount
>
> >of
air flowed at a given boost. The side benefit is that larger
>
turbos also
> >can achieve higher boost levels and hold it lopnger
throughout the RPM
> >range.
>
> The ONLY point of larger
turbos is to raise boost. And
> perhaps to move the
> torque curve
towards the higher rpm's for performance during
> higher
speeds.
More airflow means that a given boost pressure can be maintained
longer
throughout the operational range. Clealry pressure and flow are
related, as
you stated.
> For the TRE MASC, were you able to
connect an extra
> pyrometer? Wasn't it
> the MASC that had the
capability of dual EGT gauges? This is too cool!
I have not installed
both pyrometer supplied with the MASC yet. You are
correct though, two
pyrometers are supplied along with a switch to select
which one is
monitored. Some future version of the MASC will allow
concurrent
monitoring of two or more pyrometer channels, and possibly even
two oxygen
sensors.
> BTW, I'd love to pick your brain when it comes time for
me
> to tune the TRE
> MASC. Did you have someone in the cockpit
keeping an eye on the readings?
> How long did it take until you were
comfortable with the A/F ratios? Tell
> us more about your prototype
experiences with this unit! :)
Did you purchase one? Is it in your
hands yet? I will be more than happy
to provide you with any
information I have and act as a sounding board if
you encounter a tuning or
installation quandry.
> Seeya!
>
> Dave
Allison
Regards,
Barry
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info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 11:51:01 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
Hell no, we won't flow! ;) (was RE: boost lag, engine rebuild
update)
> Heya guys!
>
> I hope the charter for this
moderated mailing list includes
> civilized
> disagreements, cuz I
got one here for ya! :) I'm not looking for strife,
> only trying to kill
misinformation before it finds it's way into an FAQ or
> becomes common
knowledge.
Hehe. This is good and it isn't a pissing
contest.
> Please note that formulas below and in previous posts
are
> taken directly
> from several books regarding turbocharging
theory, including, "Maximum
> Boost: Designing, Testing, and Installing
Turbocharger Systems", by Corky
> Bell.
Corky is a
demi-gogue.
<snip>
> You can't say this. increasing PSI
increases CFM, increasing voltage
> does not increase
amperage.
<snip>
Understood. The garden hose analogy
posed by someone else would have been
much better. Instead of using a
larger hose, you open the faucet a little
more.
> Boost is directly
related to airflow. Airflow is a result of boost
> pressure. As you
increase boost (pressure ratio) you increase airflow
> rate(cfm). There is
no such thing as a turbo having "better flow" than
> another one. That is,
unless you are referring to turbo lag. To
> put it more
>
simply:
>
> 15psi is 15psi is 15psi. It doesn't matter what size
the
> turbo that is
> producing it. It won't "flow" better if you
have a larger turbo. It WILL
> flow better if you increase the boost, but
there is no advantage (other
> than "boost threshold") of one turbo vs.
another when they are at the same
> boost level. If a stock turbo is
keeping the compressor at a
> constant 15psi
> at all times, how can
a larger turbo have an advantage at 15psi also? The
> larger turbo does
not increase the density ratio (# of air
> molecules packed
> into
each inch) either.
The point is, a larger turbo is capable of flowing
more air which allows you
to turn up the boost. The 9B for instance is
a tiny turbo. After a certain
point is is simply incapable of pushing
enough air to maintain a certain
boost level. More air flow is required
to achieve that boost. That is what
I meant by the
following.
> >The overall effect of pressure and flow is of
course
> >inter-related. An engine is really nothing more than an
air
> pump. The more
> >air you can get flowing through it,
the more horsepower that engine can
> >produce. High cylinder
pressures are not an absolute requirement to high
> >flow.
>
Um... yes they are. The only thing that increases flow (cfm) is
>
pressure ratio (boost), increase of displacement, or engine rpm. There
>
simply are no other variables.
Presumably you mean all other things being
equal. Flow increases can be
realized by changing the VE of the engine
which does not remain constant
throughout the RPM range. Cam timng is
an example. Although affected by
among other factors, the cam timing
can play a dramatic role as to both the
VE of the engine and where the
optimal VE occurrs without changing intake
pressure.
Using your
formula the CFM at 7200 RPM is around 380. If, as you say, the
CFM
required to achieve 15 PSI is 265 CFM, why can't the 9B maintain 15
PSI
throughout the RPM range yet a 15G can? There are obviously factors
at play
that are not considered by the above calculation.
The turbine
(hot) side of the 9B and the 15G are virtually identical (only a
small 0.1
difference in a/r ratio). The compressor is what makes the
big
difference in this case. I maintain that the 15G is capable of
pushing more
air through the system and therefore able to maintain a given
boost pressure
(or hgher boost pressures) throughout the RPM
engine.
> >As to the exhaust, all other things being equal, a free
flowing
> exhaust may actually reduce boost pressures.
>
> A
free flowing exhaust INCREASES boost pressure due to the
> decrease
of
> back pressure. When installing an exhaust and intake to our cars,
HKS, and
> me, notes an increase of 1psi due to drop in
backpressure.
This doesn't make sense to me.
A restriction in the
system will pose and impedance to flow and therefore
increase pressure
required to attain a given flow. If the force doing the
pushing remains
constant, removing the restriction to increase flow will
reduce the
pressure. Take gutting the pre-cats as an example. People
claim
that when they gutted the pre-cats spool-up was quicker. This
makes sense.
They also report that boost tends to drop off earlier in the RPM
range.
This also makes sense. The system can move gases more freely
therefore the
pressure drops.
> >This does not mean flow is
decreased, in
> >fact, if boost pressures drop it most likely means
that flow has
> increased
>
> >since there is less
resistance in the system. This is a good thing.
>
> I'm still
having a hard time with this "flow" thing. Maybe I'm
> misunderstanding
you. Are we only talking about airflow AFTER the exhaust
> manifold?
Obviously you don't get the same psi AFTER the manifold
> as you
do
> BEFORE the manifold. Even then I don't understand how the "flow" will
be
> affected after the turbine outlet is done with the exhaust.
Oh
hell, now I'm confused ;) (j/k)
I need to take some time to
formulate a cohesive treatise I guess. You do
make some good points
which I do agree with, but some points I can't accept
with my current
understanding which admittedly could be wrong *grin*.
Yes, higher boost
means more air being pushed through the system. However,
a larger turbo
has the *capacity* to ush more air through the system,
thereby making it able
to attain and maintain higher boost levels. And no,
a larger turbo does
not change the molecular formula of air - that made me
chuckle.
However, a larger compressor turbine which pushes more volume air
will reduce
the amount of heat transferred to the intake air. That means
the air
will be denser (increasing effective airflow) than air that has been
heated
due to being beat up by a smaller turbine.
Retsrictions in the exhaust
means the engine (and the turbo) have to work
harder to overcome them.
Given the airflow capacity to do this, intake
pressures will be higher.
Reduce the exhaust pressure with the same force
applied (at some threshhold
obviously) and intake pressures will drop.
> Finally, let me say
thanks to all the great informative posts I've had
the
> privilege to
peruse this week. Some quality info to be gleaned from
them.
Agreed. Good food for thought and an opportunity to increase
or modify
one's knowledge base.
> Those poor souls at starnet will
have to be happy with discussions of
wiper
> fluids and chromed brake
calipers. :)
Doh!
> Seeya!
>
> Dave
Allison
Regards,
Barry
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 20:20:54 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re:
Team3S: boost lag
> In order for the DSBC to control each actuator
separately,
> there would have to be two separate solenoids (which as I
understand it, the
> DSBC indeed does).
The DSBC indeed has two
solenoid valves BUT they are connected in parallel. This
means they are
quicker in opening and closing than a big one that can handle the
same
pressure. This also allows Blitz to stitch them on and off more quickly
than
others, allowing to alternate (opening and closing) the wastegates in
a
better and faster way (frequency) than others.
> Each solenoid
would have to have an completely separate
> and independant access to one
and only one actuator.
> The last time I asked about this you said
it was not plumbed this way.
Yes, the Blitz DSBC has only one pressure
input and one output (two solenoids in
one box)
> It must be
plumbed this way in order to control each actuator individually.
I agree,
but as we have turbos of the same size different actuation of the
wastegates
doesn't make sense to me.
Maybe I used the wrong terms when I tried to
describe the way the DSBC relieves
the pressure to the wastegate actuators.
As it has smaller solenoid valves it is
able to "alternate" the wastegates by
open and close them very quickly. Even due
to the design I think the valves
are able to reduce the pressure in the actuator
lines compared to the feeding
line by alternating the solenoids very quickly. I
think I'll hook up the
electrical boost-sensors to the IN and OUT lines to check
this out. Also my
diag tool will be able to measure the voltage that goes to the
solenoids of
any controller so everybody can record the way his setup works.
> If
you let me beta test your logger I'll give you a whole bunch of signal
>
specifications ;)
Hehe, the prototype will be my own car and I currently
haven't decided what the
baby can do at the end :) I'll let you know when it
becomes to live.
Cheers, Roger
- -----------------------
Roger
Gerl, Switzerland
93'3000GT TwinTurbo (Animale Rosso)
K&N
FIPK,Magnecor wires,Blitz DSBC/gauge/Dual Timer,Apexi AFC,SBOV,ATR
DP/cat,
Borla,OZ Mito2,Yoko AVS-Z1,braided brake lines,Bremsa brakes,Pagid
RS-R pads
Ready: GT-Alley 368S Turbos,front mount IC/ stainless steel
piping,G-Force ECU
(3 EPROMS),fuel pump,VPC,GCC,720 Injectors,Blitz
Filter/GT-Alley VPC adapter,
Visit my homepage under: http://www.geocities.com/MotorCity/Speedway/9589/
For
subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 25 Oct 1998 20:21:00 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re:
Team3S: Smoke from pipes
This is a multi-part message in MIME
format.
- --------------00989F7AA9562BFA5880B5EA
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charset=us-ascii
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> Well, ya know
where to look at. Just pull the soft IC pipes from the y-pipe
> and look
if there's some oil deposit. Mine looked like the small picture I
>
attached (sorry guys, I don't have it on my website yet) and this was
>
definitely too much.
Let's see if I can attach the pics now :) (hey, they
are pretty small)
Watch the oil in the piping !!
Cheers,
Roger
-
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