Greddy turbo owners - Make sure you fit your blocking plate !
01-30-2009, 12:24 AM
#51
/\ 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
also as MM said - what psi at what rpm would be useful
Last edited by Brettus; 01-30-2009 at 12:33 AM.
01-31-2009, 03:37 PM
#60
/\ 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 .
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 .
Last edited by Brettus; 01-31-2009 at 03:39 PM.
01-31-2009, 03:44 PM
#62
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
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
Last edited by Brettus; 01-31-2009 at 03:47 PM.
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01-31-2009, 05:41 PM
#69
02-01-2009, 12:47 PM
#72
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.
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.
02-01-2009, 12:56 PM
#73
Metatron
iTrader: (1)
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
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
02-01-2009, 01:02 PM
#74
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.
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.
02-01-2009, 01:22 PM
#75
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
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
Last edited by Brettus; 02-01-2009 at 01:30 PM.