twin air injectors
13-06-2007, 08:47 AM
#41
Originally Posted by GARETH T
no reason why you cant,,,, and ive tried it
but the reason for using air to air boost control is that the actuator doesnt see any pressure untill you want it, this stops the wastegate creeping open
but the reason for using air to air boost control is that the actuator doesnt see any pressure untill you want it, this stops the wastegate creeping open
In some cases, especially rally cars with massive midrange spikes of 50psi etc, we have so much turbine housing pressure that we cannot have any capsule assistance pressure at all otherwise our desired boost pressure is unatainable due to too much assistance.
13-06-2007, 09:07 AM
#42
Testing the future
with the 'bleed on' method, how is the boost controlled? i presume that there must be a map of air injector duty vs TPS and MAP or something?
what then happens if the wastegate weakens or something else changes? presumably you don't get the same boost as when it was mapped?
wouldn't a close loop boost control system be better, where you have boost vs rpm that you can set? i suppose that is what most standalone boost controllers do, but wouldn't it be better to have the ecu controlling it? i guess T6 can do that sort of thing?
what then happens if the wastegate weakens or something else changes? presumably you don't get the same boost as when it was mapped?
wouldn't a close loop boost control system be better, where you have boost vs rpm that you can set? i suppose that is what most standalone boost controllers do, but wouldn't it be better to have the ecu controlling it? i guess T6 can do that sort of thing?
13-06-2007, 10:29 AM
#46
Originally Posted by foreigneRS
with the 'bleed on' method, how is the boost controlled? i presume that there must be a map of air injector duty vs TPS and MAP or something?
what then happens if the wastegate weakens or something else changes? presumably you don't get the same boost as when it was mapped?
wouldn't a close loop boost control system be better, where you have boost vs rpm that you can set?
wouldn't it be better to have the ecu controlling it? i guess T6 can do that sort of thing?
13-06-2007, 01:55 PM
#48
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Originally Posted by Stu @ M Developments
Originally Posted by RS500/364
And he still dont know were to get them maybe on rallyspares.com or google search
Originally Posted by Billabong
Harvey @ SCS, Ahmed Bayjoo, Mike R
AHMED
07740189852
HARVEY
01733576614
MIKE R
01508557822
I GOT SOME IN THE BACK OF THE RS500 FROM A1RS DIDNT USE THEM
01767691617
13-06-2007, 03:19 PM
#49
Professional Waffler
Originally Posted by Stu @ M Developments
Originally Posted by foreigneRS
with the 'bleed on' method, how is the boost controlled? i presume that there must be a map of air injector duty vs TPS and MAP or something?
13-06-2007, 03:49 PM
#50
Originally Posted by GARETH T
Originally Posted by Stu @ M Developments
Originally Posted by foreigneRS
with the 'bleed on' method, how is the boost controlled? i presume that there must be a map of air injector duty vs TPS and MAP or something?
Weber has a duration table that runs RPM along the Side and Manifold pressure along the top mate.
13-06-2007, 04:39 PM
#54
Originally Posted by GARETH T
i do find it odd that boost is on one of the axis when you are trying to control boost! 
What we can do with MAP is keep the wastegate fully closed right up until the boost pressure we are trying to control, then start to open the gate. This is something you cant easily do with TPS based boost control as you can have different boost with same throttle under some circumstances, such as load of course. If we need to keep boost low at some point in the rev range, we can dial in smaller numbers on that part of the map.
13-06-2007, 04:42 PM
#55
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Billabong,
Originally Posted by Stu @ M Developments
Only difference between the old twins and my singles is the cost.
Well, if you ignore the fact mine are lighter, smaller, easier to mount and less likely to fail. Apart from that, the only difference is teh price.
Well, if you ignore the fact mine are lighter, smaller, easier to mount and less likely to fail. Apart from that, the only difference is teh price.
Originally Posted by Stu @ M Developments
oops, i forgot that they also consume less juice from a a power circuit which, on most cosworths, is allready threatening to take the engine out due to pathetically low voltages to pumps, injectors and ecus...
dont really know why it failed tbh made very very low boost pessure as you can imagine
13-06-2007, 06:41 PM
#58
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Originally Posted by LS35A
Billabong,
Originally Posted by Stu @ M Developments
Only difference between the old twins and my singles is the cost.
Well, if you ignore the fact mine are lighter, smaller, easier to mount and less likely to fail. Apart from that, the only difference is teh price.
Well, if you ignore the fact mine are lighter, smaller, easier to mount and less likely to fail. Apart from that, the only difference is teh price.
Originally Posted by Stu @ M Developments
oops, i forgot that they also consume less juice from a a power circuit which, on most cosworths, is allready threatening to take the engine out due to pathetically low voltages to pumps, injectors and ecus...
), as this no longer appears to be the case
14-06-2007, 09:19 PM
#63
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Originally Posted by foreigneRS
of what over what period of time? my arse flows 7.23 tonnes
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