/\ exactly . Would like to see konigs complete plot next to apocolypses' as it is hard to make much sense of it the way it is shown .

also as MM said - what psi at what rpm would be useful

 

apocolypse31 was at 10 psi and konig was 7 psi...both do not have boost controllers

 

i thought mine peaked out at 9 psi? i remember jeff saying that it peaked out around 9psi

 

Konig - did you have a dyno plot showing your whole run - I thought i saw you post one showing hp vs speed . If so can you post it here please .

 

i'm guessing here that the 10psi car was running 6-7psi up until about 7000ish rpm and then climbing to 10 after that - does that sound about right ?

 

i have it on paper

i think atilla has a picture of it on his camera but im not sure

 

thats a good point not really sure...i think i have a picture of konig's dyno on my camera ill have to check when i get home

 

any luck with that dyno plot konig or greg ?

 

in case it needs to be said - the amount of boost your gauges measure can vary quite a bit depending on boost source.

 

/\ true - that's why i have two guages - one on the turbo and one on the uim

one thing about the blocking plate that needs to be said - once you start playing with a boost controller you need to monitor turbo boost as well because higher up the rev range there is quite a difference .
I've seen as much as 13 psi at the turbo while being only 8-9 at the uim .

 

i like uim. cause that's the air just before it hits the engine.

 

Have you ever had one on the turbo ? It does give you some very interesting info .
For example : at part throttle in vacuum at UIM i'll see 5psi+ at the turbo .
When you change gear you can see how effective your BOV is - i get a spike up to about 15psi on agressive gear changes .....
If you over cook your wastegate settings the pressure at turbo bounces rapidly up and down while at the uim everything looks normal - not good

 

my boost controller reads out psi, so it's seeing the pressure right off the turbo. so similar setup

light throttle on a turbo car rocks.

 

interesting - I have mine the opposite way around . IE boost guage on the turbo and boost controller on the uim .

The instructions i have say connect it to the uim but I wonder if it would be better the other way around

 

waiting on gregs cause i dont have access to my plot on paper atm

here is one from my phone its all i have

 

the boost was being read at the same place on both cars at the dyno i think...it wasnt from the boost gauges.

 

thanks Konig ....... posting this again for easier comparison

[/QUOTE]

 

was it off the turbo outlet ? That would make sense given the numbers being bandied about .

 

Boost controller on the UIM sounds wrong - you don't want to be controlling your wastegate based on pressure in the UIM, you'll surge the turbo when the throttle is closed....

S

 

/\ that is how greddy profec intructions say to do it ..... and no surging
The boost solenoid is getting pressure straight off the turbo ....

 

The Greddy Profec Spec II gets both it has the boost solenoid connected to the WG and the boost source off the UIM if you follow the directions.

 

actually, on second thought, I think I mispoke. I have one vacuum tube coming off the UIM and going into the cabin. It connected to my greddy boost gauge and my profec b boost controller. I was thinking about the vacuum tube to the wastegate being connected to the boost controller solenoid, but that's to open and close the wg.

So we have the rear of the profec with a vacuum source from the uim. Then the boost controller connected to a remote solenoid that had two vacuum tubes - one off the wg, and the other off the turbo inlet.

 

Wasn't that one of the design flaws of the original (base) Greddy kit?
That the wastegate would never open, because it was plumbed into the LIM nipple?
The first 'greddy fix' is to take the WG signal right at the outlet.....

....or am I famously wrong again?

S

 

yes, your wg actuator is connected directly to the turbo with fix #2.

You will retain that, HOWEVER with a boost controller, you're overriding the wastegate signal and using the uim pressure to achieve your desired boost by measuring the air pressure just before the air enters the engine.

There is a decrease of pressure from the turbo to the uim, so reading at the uim is desirable to get the wg to open only when the desired boost is reached.

 

anyway ....... getting back to the blocking plate .
The engine configuration of all the turbos should be identical up to 6300 rpm . It is only after that the aux port opens on all but a's car . So it's a bit of a mystery to see konigs plot veer upwards before that point . perhaps the wastegate setting is higher for his car but the screwy plot is more likely the issue.

perhaps the black line (228hp) gives us a better comparison of what the plate does . Was there any reason why that car dynoed low ?
Also I think if we could convert konigs 255 plot to rpm and put it on that chart it will give us more insight as it is a full plot and does not have that spike at peak