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'''Subpage of MembersPage/MarcellGal/PowerAndTraction''' Since the precooler and postcooler tubing is done, it's time to connect the boostcontrol parts to get the car ready for tuning upto 210kPa (and than upto 280 kPa with the bigger injectors) '''BoostControl is very important''' on this engine for several reasons * first we tune with the factory injectors (and FPR), of the 3B engine. These injectors cannot handle the max power of the engine ** it doesn't sound like it makes much sense to tune with small injectors than upgrade and retune, but we want to be have a reasonable starting tables for a near-factory engine ("only" cooler is changed, and K26/27 turbo) * the engine is still under break-in * the general rule is to tune safely, go up little at a time * a reasonably tuned boostcontrol makes the tuning runs much more reproducible. Eg. press throttle fully, and let the boostcontrol make sure the same MAP is maintained. This is nice when comparing runs with slightly different timing. * boostcontrol makes the car more drivable, by adjusting boosttarget lower as the throttle is released a bit ---- '''Wastegate''' The factory wastegate is used. It is suitable for much bigger airflow than the limit of the current K26/27 (appr 400 Hp) A possible connection (under investigation): * '''MAP => bottom of the wastegate''' ** this means the wastegate is closed quickly when TPS is released (eg. gearshift) * '''top chamber of wastegate, via 3-way solenoid''' ** '''to athmosphere''' when boost solenoid is '''unpowered''' ** '''to boost pressure''' when boost solenoid is '''powered''' This would allow controlling boost in a reasonable range: * from almost 0 boost (wastegate opening immediately above 104 kPa) * up to extreme boost, when the exhaust pressure opens the wastegate despite the rather strong springs ** note that with solenoid duty=100%, both sides of the pneumatic actuator get virtually the same pressure (MAP=boost, at least when TPS=100%) ** however, at TPS=90% and below ("part throttle), MAP < boost, which would try to close the wastegate and raise boost => this negative change requires intervention from the boostcontrol electronics (decrease duty). Theoretically possible to tune right, but bad tune could destroy the turbo fast. The wastegate has 2 springs (these springs were out during the NA breakin). We'll see if the springs are sufficiently sized for the application. While the above would be optimal in a dragrace car that only sees WOT and no throttle, starting with a traditional setup would be safer: * boost => WG_bottom * boost via restriction => WG_top * athmospere via solenoid => WG_top In this traditional setup boost pressure opens the wastegate, relatively easy to setup the controller to do the right thing. When it works, it might make sense to investigate the more aggressive pneumatic connection. ---- '''Boostcontrol solenoid - pneumatic valve''' The factory 3-way solenoid is available (greasy, but likely works). We also have boostcontrol solenoid from [http://shop.vems.hu/catalog/index.php?cPath=1_13 webshop Pneumatic valve 3way] Either should work. ---- '''BOV - Blow-Off Valve''' A factory [http://shop.vems.hu/catalog/index.php?cPath=1_13 BOV] (also called as "Bosch bypass valve" is installed to protect the tubes, cooler and compressor from pressure spikes when the throttle is suddenly released. Some claims that this valve cannot handle 1.8 bar boost. It's very hard for me to believe this - at least if the MAP hose is connected to the top of the BOV. Anyway, we'll see. * inlet connected to boost between charge cooler and throttle (good) * out-tube vents to athmosphere. Since we have no MAF (to worry about "wasting metered air") this is allowed ** but it would be nicer to connect it pre-compressor. Will be possible after the airbox is made. ** With the cone-filter... it's not feasible. But at least a small filter on the output would be nice to prevent dirty-air backflow at idle '''WHAT IS THE PROPER DIRECTION FOR THIS VALVE ?''' Which is inlet and out-tube ? See http://www.vems.hu/gallery/main.php?g2_itemId=344 for how mine '''was''' connected. The boost-air came in via the bigtube opposite the reference-nipple. Also note that the '''BOV opens at idle, feeding unfiltered air (aka JUNK) to the engine'''. Can someone check these ? * http://www.sjmautotechnik.com/trouble_shooting/turbo.html Most notably http://www.sjmautotechnik.com/trouble_shooting/ecupic/bypass.jpg and http://www.sjmautotechnik.com/trouble_shooting/ecupic/bypassv.jpg These are consistent (also with the bentley manual). My bypass valve was installed reverse, but I changed it so '''boost now enters at the side of the BOV'''. Even with this, max MAP is 206 kPa, Mmax=340 Nm, and max power is slightly under 300 Hp. Not enough (target is 270-280 kPa and 440 Nm). from irc... * emil_: people connect them backwards sometimes * mk1_G: I've connected it with boost entering at the bottom (opposite the reference nipple): same way as on factory SAABs I will need to measure airpressure at the pre-cooler nipple to see if it's coldside or exhaust-side problem. ---- '''More points of airleak?''' The car can hiss at many places. Even outside the engine bay. Even at the right-rear wheel ! * what is the soft airtube that comes under the audi200 backseat, near the battery ? ** something related to central locking ? Is central locking system pneumatically operated (not electric) ? * there is a rather big (10mm or so) air hose from the manifold, that goes to a yellow something (apparently a check-valve, or splitter?) with 2 outputs. The 2 outputs continue in 2 thin hoses, on enters the firewall at the left (drivers side), the other at the middle. Why does the audi200 need vacuum at so many places ? Even though mine has hydraulic braking.
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