You missed a style of turbo controller. For mechanical control of variable turbo (vnt) (This is my vw truck): m.th-cam.com/video/iD4bOiggdW4/w-d-xo.html m.th-cam.com/video/MtIugEqjkHk/w-d-xo.html Gfb (go fast bits) sells a controller. But there are many styles. As someone who pushed an old t3 turbo to the limit... Variable turbo is where it’s at brother. It’s a whole different ballgame. Controlling a wastegate. Just imagine if all that energy wasn’t wasted. Bro you make the best vids I love you. I strive to be more like you. You have taught me not only so much, but also how to see cars in a new light after many years of dark times as a professional mechanic.
Why two port solenoid can't be installed inline instead using T connector? Why we need three port solenoid and vent boost to atmosphere? And why we need mess with ait at all? We can use solenoid directly to open wastegate exactly when we need it.
Bro whats the difference between a supercharger and a turbo if we assume that both provide the same boost level?also why in a NA engine you feel more and more power as the revs rise while in a turbo engine you dont have a linear power delivery?
@@eliasaggeli1225 A supercharger gets its power via a belt attached to the crank. This causes a small power loss, but the power gain from the supercharger always overcompensates for this loss. However, due to the initial power loss, there is lower fuel efficiency. A supercharger, since it is directly connected to the crank, the power that you ask for (depending on amount of throttle, as well as the type of supercharger (which make peak boost at either low revs, like your screw types, or make high power at high end of rev range, like a centrifugal supercharger)) power is immediately delivered. Turbos on the other hand, get their power through the exhaust gases, just after leaving the exhaust manifold. However, the air pressure + flow is a bit random and can cause inconsistencies when you ask for power that the turbo may or may not be currently making since it takes time for the turbo to spool up. Additionally, turbos can only operate over a small bandwidth of the rev range since the turbo exhaust housing can always have an ideal amount of air since it has a fixed shape. (Unless you are some rich kid and/or tech nerd who can buy/make a variable turbo which operates over an extremely large amount of the rev range). And due to this bandwidth issue, the power is increased in one part of the rev range, but not the whole rev range. But, since turbos are generally cheaper and operate off of exhaust gases, they are usually the primary choice of car consumers/enthusiasts. Finally, NA engines operate dependent on the air supply present, which is always consistent (unless you plummet your car 40km vertically down a mountain, where air density makes a difference). So, since the air is consistent (and the car is designed to have close to linear power delivery, which it should be), the amount of throttle that you apply will translate to some amount of power increase as intended by the engineers. Also, if you are still confused, just search it up on YT.
What makes more power and/or torque: a low cr engine with turbos fitted to the engine to make as much power as possible without running into knock, or a highly optimised high cr engine which is na?
That little shimmy, look to the left, and then wink @ 2:57 lmao that was slick bro. You have literally taught me everything I know. I just realized I fully get how a turbo works now. Exhaust gases! Duh. I knew that but I realized I didn’t completely KNOW what that meant and how it needs to be regulated and just all of it is more clear now lol. Thanks for what you do!
This is one of those channels that any and everyone who's into modifying cars should be subbed to. I feel like everything explained is so easy to understand and follow it makes me make better choices in my own setup.
Its only been 2 years for me with a Turbocharged car and its my FIRST EVER and you Sir have helped me so much in understanding and appreciating the machine that I have. Even in its Stock form, i like how its set up and now based on you explaining some basic concepts I can make well informed decisions to do subtle changes to my set up :) THANK YOU SO MUCH!
This is a great and very comprehensive video. In these 22 minutes are the contents of what took me weeks of independent research. Very accurate, well organized, and well articulated. Thanks for the great video and keep them coming!
@Darren Munsell anti lag has nothing to do with a supercharger. Unless you mean buy supercharger so you don’t have lag like a turbo. Anti lag retards timing where it pretty much backfires in exhaust manifold to spool up the turbo faster.
Very informative. Thank you. My modern turbo setup is slightly different than all those. It has big electric motors to control the wastegate and no vacuum lines off the turbo.
At 13:31, the 3 port solenoid with 2 port wastegate (WG), where boost reference is to the back of WG & solenoid to the front, is also best for safety measures, in that if your solenoid fails the WG will force open. Now on more extreme racing situations, many reverse these, in getting the most boost to hold the gate closed.
22:32 There are technically two more levels: Level 7: Electronic wastegate actuator The previous levels all assumed that the wastegate actuator is controlled by boost pressure. This works well, but with an electronic wastegate actuator the wastegate position can be freely adjusted without needing significant boost pressure. Level 8: VGT (variable-geometry turbine) Often seen in Diesel engines, this is perhaps the ultimate in terms of controlling boost, since it has much more accuracy and precision than a fixed turbo with a wastegate.
Another way of boost control is using a external wastegate, with the boost signal going to the bottom side of the spring and a 3 port boost controller solenoid with a canister of CO2 in the inlet providing pressure and the outlet to the top side of the WG. It provides a linear boost curve with easy tunning on inexpensive ECU management at the expense of filling the CO2 canister from time to time. For high boost racing aplications it works like a charm, You can carry two bottles, switch them and keep racing
I wonder if I could use a bleed valve and a pressure holding canister on my super plus turbo twincharger system. Seen people do similar to help turbo lag in conjunction with the super reducing it as well, but In theory when the super needs to blow off pressure I wonder if I could use it and some other excess gas pressure to essentially make a self recharging version of the c02 set up.
Nicely put! Clear and concise. Neat thing is, the old fully mechanical systems on aircraft back in the 40's have the same degree of controll as the modern computer boxes. They are, however, very complex and bulky for such simple actuation.
You need to add the new generation of Turbosmart wastegate that don't have a spring and are completely controlled electronically via ECU. It debuted last year at SEMA
Yep i have 1 on my 2018 F150 2.7L 😁 I had the previous version that was spring actuated but it was annoying taking all the vacuum lines off n on once i randomly had to go to the dealership for a failed Oil PSI sensor. So the new one, although not as loud as the spring actuated model, it is literally one si gle connection into the factory harness. (Old model also makes you T Tap and cut into ur factory harness to bypass the sensor). Not anymore 🙂 (Also its a Blow-Off Valve, not a Wastegate if that is or isnt what you meant)
@@sepg5084 agreed, it is sponsored by AEM. I thought that if he was trying to make a complete list of boost control, he would include it, even if he left out the brand name and only described the functionality
@@BoNosKG09 Haha ok was just making sure, but very nice im sure you enjoy every second of letting off the throttle especially underneath bridges and over-passes as much as i do😂
Man...I know you've read it before but thankyou so so much for the info in your videos. Hands down one of the best at teaching and explaining about boost setups,etc..
Gotta say, love your videos, having seen donut media go from ok to rediculous, MCM going quite far away from the concept, this and driver61 are absolute favourites right now, awesome explanation and super clear
Unless I missed it, another nice topic to follow-up this video would be the advantages of dual port wastegates. Also, great timing. I decided on running twin solenoids in my truck earlier today and it was nice to see you agree that my choice was not a bad one. :)
Wow, you got it ALL down and you are great at getting it out and across to some of us less educated. Very clear and concise. Thanks for your efforts. Great video !
At last i understood the types of boost control, Great vid as always ! if i may comment from an electromechanical perspective that the signal going to the solenoid changes multiple times per second, but the solenoid actually doesn't. It floats in an a state in-between open and close, sort of hanging in the balance, leaning more towards the higher percentage.
Great video, very well explained. I had a 4 port solenoid for ages and it baffled me why so many ports and just fitted a basic Manuel adjuster instead for ease. Turns out then the 4 port would of been good, bloody Shane I didn't no how to install 20 years ago 👍
You guys probably see it too much to soak in the individual comments, but this channel and whoever is behind putting together these videos are fkn awesome. You know what the people want!!! No other channel or publisher has put out the content you do in the coherent and comprehensive way you do! Fkn can't say it enough- everything you do we fkn love, don't stop making vids !!
This is a very great and informative video - however I have to call you out on something. Boost control can go down to 0psi technically, BMW uses vacuum operated wastegate actuators which are controlled by solenoids allowing stored vacuum to close them, by default these wastegates are completely open and would make 0psi of boost pressure if all of the boost control gear was disconnected or malfunctions. They're essentially the same as a normal wastegate actuator, however operating in reverse.
That was brilliantly presented, so understandable, and your style of talking and speed of commentary is so easy to listen too and the data is capture-able on the first time listening! I wish I could take you everywhere so you could explain everything to me, in your style…I would be a genius in no time! I could skip the data chip implant that is sure to come some day, simply to attempt to keep up with AI…yikes! Great work, you are doing your gift! Keep on keeping on! Thank you much!
Dude , I’m not going to lie I was going to jump the gun on buying a sc for my car and it was because I had no real understanding how a turbo really works but looking at this I see more of an appeal and understanding of how this system is better . . . . Holy shit man thanks for all your vids man .
I didnt knew about the "4 way" solenoid! It's a really nice concept, BUT, using 2 "3 way" solenoid seems to be more efficient and provides a bettter tuning
What’s your take on a compound turbo? Which of these products would be beneficial and what would you use if building a compound turbo setup? The larger low pressure turbo feeding the smaller high pressure turbo on the compressor (cold) side, and the smaller high pressure feeding the larger low pressure on the turbine (hot) side. These videos are helping out a lot, so I look forward in watching other ones you’ve put on the TH-cam. I appreciate ya bro, and all the best!
I have a compound boost set up and it works great. However I'm using twin charging. Super plus a turbo. Reduces turbo lag and the turbo actually helps the efficiency of the supercharger. Another benefit is it constantly helps pull fresh cold air into the engine and provides to levels of intercooling. Off the line torque plus high revving hp. However some issues. Throttlebody placement becomes a key factor. You usually need dual blowoff valves or really good system design. There are a few ways of doing it. You also have to do the math to figure out peak boost and stages of boost. You also essentially need a full turbo and super set up. From what I know of compound boost turbos. Works best when doing high boost like above 30lbs of boost. For turbos maybe even 40lbs or more. Twin charger systems have a few other advantages that make it make sense and lower boost levels but I think it's still like 25lbs of boost. You can go super blowing through the turbo or the super pulling through the turbo. All depends how custom you go. Might have to do an engine that's a hot vee so intake on the outside exhaust in the middle. Might do either a central super with dual manifolds. Or per cylinder bank with dual intakes and 2 turbos. Flatplane engine as well, so pushing hot exhaust gasses centrally cold air with less heat soak issues snd the benefits of pressure differentials. But would likely mean a Y joint or dual turbos. With turbos it's more about efficiency of boosting. Modern turbos are super efficient and generally can handle reasonable levels of boost with appropriate size engines. Diesel world will have alot of helpful info. If you're gonna do compound boost I'd go roots maybe even twin scroll super and throw a turbo in with it. Roots is easiest. Also means you don't need as high end gear. Basic roots and turbo kit like stage 1s together can be like a stage 3 set up done properly. But way more tuned.
I watched a few videos from this channel a couple months back, the channel is growing quickly and for good reason! Great job putting things in terms that most people can understand.
Awesome video and great illustrations for teaching about the turbo, waste gate and the various Boost Controllers and setups. Now I have a better and clearer understanding of them! Wonderful! Thx a lot!
Excellent video, I love the explanation however you forgot one other trick people use, that's a co2 bottle to control a 7psi spring and achieve 70psi of boost if required. Although only really used in drag cars but still another trick to run low boost off the line and feed it high boost down the strip. Either way I love your videos, svaka cast, samo napred!
Learned a lot, as usual. My engine went another way: cylinders. A pre-compression and a re-expansion cylinder are way more efficient. Interesting how though our foci are completely different your stuff always helps. By the way, I just solved throttles. I banned them early in the process cuz they suck. But other stuff presented an opportunity for an essentially lossless throttle.
Pulling my hair out! We have a total of THREE 3 Volvos in our shop this week! Of them, one is a 2003 XC90 T6. Using both Autel and VIDA, the scanners both show DTC # 6814 code. All we have done (knowingly!) is rebuild the 4T65e auto trans and re & re it with Bevel Gear assembly. Since then, while the motor ran beautifully before, now it won't spool up the turbos properly, won't stay running at startup cold, won't engage turbos with high throttle input. I am somewhat familiar with the boost control solenoid and MAF sensor readings. But even after replacing the MAF 3x with used, and BCS 2x with used, doing a leak test, etc., hasn't resolved the issue. If we purchase and install an OEM BCS and/or Boost sensor, I fear this still isn't it! Some say they is an "O" ring contraction/expansion in the turbo to exhaust manifold area might be it? CAN YOU OFFER ANY IDEAS OR BETTER COMPONETS OR UPGRADES, ie. like AEM or Holley brands? Dave
now i wonder... is anyone out there making custom ecu's like the AEM infinity for diesel applications? been looking into doing some absolutely dumb things with those.... you my friend keep shovin that high quality knowledge please, its fantastic!
Thanks for making this video series! I'm at Hennessey's Tuner School and your videos are a great supplement to my education. You would make a great Tuner School teacher!
Great video my man! Cleared up a lot of my confusion about boost control solenoids. Have you heard of Turbosmart's Electronic wastegate? I kinda wished it would've came up, but it's fairly new, and quite expensive, so I get it, probably won't be a topic soon. It is cool though, no spring, pretty much just an electric motor on the wastegate, you do all your boost control from that, no solenoid, no spring. Probably amazing control. Still, quite expensive.
Those who disliked this video help me understand what this man did or said that made yall not like this video…… cause this man explained in the greatest of detail and simplified it all so much that even a 1st grader would totally get it!
Why not just have an electro-mechanical (solenoid or similar) actuator to control the wastegate directly? You could even add a sensor to the wastage outflow to have a negative feedback loop (servo) on your solenoid input and actual effects. Efficient, highly versatile, extremely precise. Just plug the numbers in the ECU and you are go.
I just bought cheap a second Celica Gt4, with a Greddy external wastegate. Previous owners didn’t understand connection and connected both upper and lower ports together to the intake pressure port !!!!! So everytime you go WOT there is no pressure regulation !!!! The engine gonna explode ? Noooo, but he said « oh I have trouble with the intercooler tubing, it’s always poping out !!!! » Thanks to you I now understand why !!! I have an old Profec e-01 with solenoid, I’m going to install it !!!
Hell yes, thank you for this very informative video I wasn't 100% sure how the boost solenoids worked exactly. long time subscriber from the start of the channel absolutely love it keep up the good work mate. 😎
this explenations isn't really correct though. it doesn't really alternate between opened and closed. the duty cycle of the PWM signal just adjusts the total energy going to the actuator by switching on and off very rapidly. a lot quicker than the mechanical side coul actually react to. that means at 50% duty cycle the plunger will stay approximately at 50% position, and won't be closed 50% of the time and fully open 50% of the time
There is one set-up that allows you to have LESS then spring boost pressure You can use 4 x 3-port solenoids to route boost and vacuum to the top of the wastegate and use spring around 7psi to get boost from 0 to around 35psi
Planning on starting a project in spring and the engine has absolutely 0 kits and tuning following so I have to do everything myself this video helped so much to get my head around the subject thank you
Diesels have much less issues with boost control, as they have no throttle, and no issues with detonation from boost being too high. Boost control on a diesel is mostly about turbine speed control, and most of the advancements (like VNT) are to make the turbo spool quicker. Though nothing is stopping you from adding some sensors, an electronic control unit, and any of the mentioned boost control solenoid systems to get full control over boost, backpressure, EGT, etc..
I wish this video was available months ago before I did hours and hours of research to figure a 3 port was the way for me to go. Great video none the less
I was hoping there was a bonus round of boost control. Maybe I am thinking ahead of the teacher and I just need to chill haha. I feel like there is more coming though. Variable vein turbochargers? Maybe that ingenious freevalve design that controls everything by removing everything!? No waste gate, no blow off valve, not even a throttle plate, no camshafts!?! I love this guys videos and I am totally excited to see what's coming.
Great video, clears up a LOT of misinformation about two port wastegates etc and explains it in clear easy to understand words and diagrams. Well done! I like AEM products and have used them. However, that boost solenoid is nothing more than a MAC 36 series industrial solenoid valve part # 10-9959. They tossed an AEM sticker on it and probably doubled the price. Nothing innovative or "engineered" by AEM on that piece. LOL Edited to add accolades.
There is more to this than what is being explained 1. Waste gate sizing 2. Some basic waste gate actuator you can adjust the arm 3. On some turbos the wastegate is completely electronic 4. Variable geometry turbos 5. I think you can adjust the boost pressure via the blow off valve to vent boost when boost gets too high
Duuuuude in 20 minutes you have explained boost control better than several days' worth of digging around obscure articles and forum posts, great job! Though you could also have talked about CO2-assisted setups?
You didn't mention electronic waste gates. No springs and total control of boost all the time. I'm guessing that's more because of your sponsors not having them yet. Great video otherwise and the clarification of the boost control systems was the best I've seen.
@@fastinradfordable Only a fool trusts his cars ECU, TCM etc. etc. Electronic waste gates have no computer, they are controlled by the ECU without which no modern car will run.
Awesome video, really detailed and thorough. I do have a question tho: how do you control a compound turbo and what ecu could fit such an application. A dedicated video would be really awesome. Keep up the good work and we'll be here watching
All the hand gestures, that accent, and, worst of all, the HAIR! I can't handle it! I need my mom to bring me a soy drink. I'll text her from the basement. Other than that, great presentation and informative as always. 😊
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You missed a style of turbo controller.
For mechanical control of variable turbo (vnt)
(This is my vw truck):
m.th-cam.com/video/iD4bOiggdW4/w-d-xo.html
m.th-cam.com/video/MtIugEqjkHk/w-d-xo.html
Gfb (go fast bits) sells a controller.
But there are many styles.
As someone who pushed an old t3 turbo to the limit...
Variable turbo is where it’s at brother.
It’s a whole different ballgame.
Controlling a wastegate.
Just imagine if all that energy wasn’t wasted.
Bro you make the best vids I love you.
I strive to be more like you.
You have taught me not only so much, but also how to see cars in a new light after many years of dark times as a professional mechanic.
Why two port solenoid can't be installed inline instead using T connector? Why we need three port solenoid and vent boost to atmosphere?
And why we need mess with ait at all? We can use solenoid directly to open wastegate exactly when we need it.
Bro whats the difference between a supercharger and a turbo if we assume that both provide the same boost level?also why in a NA engine you feel more and more power as the revs rise while in a turbo engine you dont have a linear power delivery?
@@eliasaggeli1225 A supercharger gets its power via a belt attached to the crank. This causes a small power loss, but the power gain from the supercharger always overcompensates for this loss. However, due to the initial power loss, there is lower fuel efficiency. A supercharger, since it is directly connected to the crank, the power that you ask for (depending on amount of throttle, as well as the type of supercharger (which make peak boost at either low revs, like your screw types, or make high power at high end of rev range, like a centrifugal supercharger)) power is immediately delivered.
Turbos on the other hand, get their power through the exhaust gases, just after leaving the exhaust manifold. However, the air pressure + flow is a bit random and can cause inconsistencies when you ask for power that the turbo may or may not be currently making since it takes time for the turbo to spool up. Additionally, turbos can only operate over a small bandwidth of the rev range since the turbo exhaust housing can always have an ideal amount of air since it has a fixed shape. (Unless you are some rich kid and/or tech nerd who can buy/make a variable turbo which operates over an extremely large amount of the rev range). And due to this bandwidth issue, the power is increased in one part of the rev range, but not the whole rev range. But, since turbos are generally cheaper and operate off of exhaust gases, they are usually the primary choice of car consumers/enthusiasts.
Finally, NA engines operate dependent on the air supply present, which is always consistent (unless you plummet your car 40km vertically down a mountain, where air density makes a difference). So, since the air is consistent (and the car is designed to have close to linear power delivery, which it should be), the amount of throttle that you apply will translate to some amount of power increase as intended by the engineers.
Also, if you are still confused, just search it up on YT.
What makes more power and/or torque: a low cr engine with turbos fitted to the engine to make as much power as possible without running into knock, or a highly optimised high cr engine which is na?
If likes and comments help you out on the algorhythm, consider this me doing my part to help. Thank you for making the content.
Me too
@@muslimtommyshelby2624 1rr4
@@muslimtommyshelby2624 ok
Ditto😊
I needed this breakdown. Its so hard to get real and clear info on boost control and i believe you earned a trophy on this! 🎖🏅🥇🥈🥉🏆
no its not just go buy a turbosmart eboost2
Golden video man. An excellent explanation on why my 4-port solnoid had some of the most erratic behavior and it was so frustrating
Hi Greg 👋 fancy to see you here
@@guidosaur7506 making sure my ebc strategy is dialed in for next weekend 😈
@@TheCarPassionChannel I'm just going to fix my Maxpeedingrods turbo and enjoy spinning the tires with a mbc lol. Still good to learn though
Greg helped me swap my Miata back in the day 2016 I think
That little shimmy, look to the left, and then wink @ 2:57 lmao that was slick bro. You have literally taught me everything I know. I just realized I fully get how a turbo works now. Exhaust gases! Duh. I knew that but I realized I didn’t completely KNOW what that meant and how it needs to be regulated and just all of it is more clear now lol. Thanks for what you do!
This is one of those channels that any and everyone who's into modifying cars should be subbed to. I feel like everything explained is so easy to understand and follow it makes me make better choices in my own setup.
Cool stuff, im on it🤘😀👏
The animation is on point 👌🏻
Its only been 2 years for me with a Turbocharged car and its my FIRST EVER
and you Sir have helped me so much in understanding and appreciating the machine that I have. Even in its Stock form, i like how its set up and now based on you explaining some basic concepts
I can make well informed decisions to do subtle changes to my set up :)
THANK YOU SO MUCH!
Here is a comment to boost you on the algorithm
Which solenoid did you use?
Student 😂
@@alexsm3882I think he's using straight wastegate spring
I see what you did there.😊
2nd
Best explanation i've ever seen. My tuner put a 3 port solenoid, i never understood the advantage. Now i do, thanks for the video!!!
This is a great and very comprehensive video. In these 22 minutes are the contents of what took me weeks of independent research. Very accurate, well organized, and well articulated. Thanks for the great video and keep them coming!
I’m so glad I found this channel
Hah, was thinking the exact same thing just now!
Next topic we should discuss about antilag.
*bang bang bang bang!!!*
That is 2 step redline limiter
@Darren Munsell anti lag has nothing to do with a supercharger. Unless you mean buy supercharger so you don’t have lag like a turbo. Anti lag retards timing where it pretty much backfires in exhaust manifold to spool up the turbo faster.
Very informative. Thank you. My modern turbo setup is slightly different than all those. It has big electric motors to control the wastegate and no vacuum lines off the turbo.
At 13:31, the 3 port solenoid with 2 port wastegate (WG), where boost reference is to the back of WG & solenoid to the front, is also best for safety measures, in that if your solenoid fails the WG will force open. Now on more extreme racing situations, many reverse these, in getting the most boost to hold the gate closed.
Bro I’m an inspiring mechanic. And you’ve helped me a ton with this video. Hats off to you my man 🎩
22:32 There are technically two more levels:
Level 7: Electronic wastegate actuator
The previous levels all assumed that the wastegate actuator is controlled by boost pressure. This works well, but with an electronic wastegate actuator the wastegate position can be freely adjusted without needing significant boost pressure.
Level 8: VGT (variable-geometry turbine)
Often seen in Diesel engines, this is perhaps the ultimate in terms of controlling boost, since it has much more accuracy and precision than a fixed turbo with a wastegate.
Another way of boost control is using a external wastegate, with the boost signal going to the bottom side of the spring and a 3 port boost controller solenoid with a canister of CO2 in the inlet providing pressure and the outlet to the top side of the WG. It provides a linear boost curve with easy tunning on inexpensive ECU management at the expense of filling the CO2 canister from time to time. For high boost racing aplications it works like a charm, You can carry two bottles, switch them and keep racing
I wonder if I could use a bleed valve and a pressure holding canister on my super plus turbo twincharger system. Seen people do similar to help turbo lag in conjunction with the super reducing it as well, but In theory when the super needs to blow off pressure I wonder if I could use it and some other excess gas pressure to essentially make a self recharging version of the c02 set up.
Nicely put! Clear and concise. Neat thing is, the old fully mechanical systems on aircraft back in the 40's have the same degree of controll as the modern computer boxes. They are, however, very complex and bulky for such simple actuation.
Thank you. I’m installing a turbo on my car right now and this is helping a lot.
You need to add the new generation of Turbosmart wastegate that don't have a spring and are completely controlled electronically via ECU. It debuted last year at SEMA
Yep i have 1 on my 2018 F150 2.7L 😁
I had the previous version that was spring actuated but it was annoying taking all the vacuum lines off n on once i randomly had to go to the dealership for a failed Oil PSI sensor.
So the new one, although not as loud as the spring actuated model, it is literally one si gle connection into the factory harness. (Old model also makes you T Tap and cut into ur factory harness to bypass the sensor).
Not anymore 🙂
(Also its a Blow-Off Valve, not a Wastegate if that is or isnt what you meant)
@@nickh3809 I was referring to the wastegate specifically. But the BOV is nice as well. I have one installed on my Subaru WRX 😁
The channel is sponsored by AEM. If Turbosmart sponsors him then maybe he'd feature them too.
@@sepg5084 agreed, it is sponsored by AEM. I thought that if he was trying to make a complete list of boost control, he would include it, even if he left out the brand name and only described the functionality
@@BoNosKG09 Haha ok was just making sure, but very nice im sure you enjoy every second of letting off the throttle especially underneath bridges and over-passes as much as i do😂
Man...I know you've read it before but thankyou so so much for the info in your videos. Hands down one of the best at teaching and explaining about boost setups,etc..
It's amazing how hard it was to find a good concise explanation of boost control methods. Well done!
Gotta say, love your videos, having seen donut media go from ok to rediculous, MCM going quite far away from the concept, this and driver61 are absolute favourites right now, awesome explanation and super clear
Unless I missed it, another nice topic to follow-up this video would be the advantages of dual port wastegates.
Also, great timing. I decided on running twin solenoids in my truck earlier today and it was nice to see you agree that my choice was not a bad one. :)
Wow, you got it ALL down and you are great at getting it out and across to some of us less educated. Very clear and concise. Thanks for your efforts. Great video !
At last i understood the types of boost control, Great vid as always !
if i may comment from an electromechanical perspective that the signal going to the solenoid changes multiple times per second, but the solenoid actually doesn't. It floats in an a state in-between open and close, sort of hanging in the balance, leaning more towards the higher percentage.
Very well explained - I had zero understanding of boost control, only had a basic understanding of what the wastegate does. Excellent video
Great video, very well explained. I had a 4 port solenoid for ages and it baffled me why so many ports and just fitted a basic Manuel adjuster instead for ease. Turns out then the 4 port would of been good, bloody Shane I didn't no how to install 20 years ago 👍
You guys probably see it too much to soak in the individual comments, but this channel and whoever is behind putting together these videos are fkn awesome. You know what the people want!!! No other channel or publisher has put out the content you do in the coherent and comprehensive way you do! Fkn can't say it enough- everything you do we fkn love, don't stop making vids !!
This channel need more recognition. This is a NO bs video NO bait bs
love the way you explain everything, it was so easy for me to understand... also the way you designed the visual aide is perfect! killer video!!
This is a very great and informative video - however I have to call you out on something. Boost control can go down to 0psi technically, BMW uses vacuum operated wastegate actuators which are controlled by solenoids allowing stored vacuum to close them, by default these wastegates are completely open and would make 0psi of boost pressure if all of the boost control gear was disconnected or malfunctions.
They're essentially the same as a normal wastegate actuator, however operating in reverse.
That was brilliantly presented, so understandable, and your style of talking and speed of commentary is so easy to listen too and the data is capture-able on the first time listening! I wish I could take you everywhere so you could explain everything to me, in your style…I would be a genius in no time! I could skip the data chip implant that is sure to come some day, simply to attempt to keep up with AI…yikes! Great work, you are doing your gift! Keep on keeping on! Thank you much!
This is one of the best videos you’ve ever made.
Not that crap about inline 5 can’t be carburetored
Dude , I’m not going to lie I was going to jump the gun on buying a sc for my car and it was because I had no real understanding how a turbo really works but looking at this I see more of an appeal and understanding of how this system is better . . . . Holy shit man thanks for all your vids man .
I didnt knew about the "4 way" solenoid! It's a really nice concept, BUT, using 2 "3 way" solenoid seems to be more efficient and provides a bettter tuning
What’s your take on a compound turbo? Which of these products would be beneficial and what would you use if building a compound turbo setup? The larger low pressure turbo feeding the smaller high pressure turbo on the compressor (cold) side, and the smaller high pressure feeding the larger low pressure on the turbine (hot) side. These videos are helping out a lot, so I look forward in watching other ones you’ve put on the TH-cam. I appreciate ya bro, and all the best!
I have a compound boost set up and it works great. However I'm using twin charging. Super plus a turbo. Reduces turbo lag and the turbo actually helps the efficiency of the supercharger. Another benefit is it constantly helps pull fresh cold air into the engine and provides to levels of intercooling. Off the line torque plus high revving hp. However some issues. Throttlebody placement becomes a key factor. You usually need dual blowoff valves or really good system design. There are a few ways of doing it. You also have to do the math to figure out peak boost and stages of boost.
You also essentially need a full turbo and super set up. From what I know of compound boost turbos. Works best when doing high boost like above 30lbs of boost. For turbos maybe even 40lbs or more. Twin charger systems have a few other advantages that make it make sense and lower boost levels but I think it's still like 25lbs of boost.
You can go super blowing through the turbo or the super pulling through the turbo. All depends how custom you go. Might have to do an engine that's a hot vee so intake on the outside exhaust in the middle. Might do either a central super with dual manifolds. Or per cylinder bank with dual intakes and 2 turbos. Flatplane engine as well, so pushing hot exhaust gasses centrally cold air with less heat soak issues snd the benefits of pressure differentials. But would likely mean a Y joint or dual turbos.
With turbos it's more about efficiency of boosting. Modern turbos are super efficient and generally can handle reasonable levels of boost with appropriate size engines. Diesel world will have alot of helpful info. If you're gonna do compound boost I'd go roots maybe even twin scroll super and throw a turbo in with it. Roots is easiest. Also means you don't need as high end gear. Basic roots and turbo kit like stage 1s together can be like a stage 3 set up done properly. But way more tuned.
Dude I’ve never watched such an informative video on this subject, incredible job, thank you so much
I watched a few videos from this channel a couple months back, the channel is growing quickly and for good reason! Great job putting things in terms that most people can understand.
Awesome video and great illustrations for teaching about the turbo, waste gate and the various Boost Controllers and setups. Now I have a better and clearer understanding of them! Wonderful! Thx a lot!
This video is INSANE, so glad there are channels like this. Cheers from Italy fellas!!
I’ve looked all over the internet for a good explanation ! You my friend are a very talented man bravo
Excellent video, I love the explanation however you forgot one other trick people use, that's a co2 bottle to control a 7psi spring and achieve 70psi of boost if required. Although only really used in drag cars but still another trick to run low boost off the line and feed it high boost down the strip. Either way I love your videos, svaka cast, samo napred!
Im building a turbo k24 and this video helped me alot understanding boost controllers. Great video 👍👍
Learned a lot, as usual.
My engine went another way: cylinders. A pre-compression and a re-expansion cylinder are way more efficient.
Interesting how though our foci are completely different your stuff always helps.
By the way, I just solved throttles. I banned them early in the process cuz they suck.
But other stuff presented an opportunity for an essentially lossless throttle.
Great video. It made me understand why I need a 3-port & not a 4-port. Using IWG.
My type of Online classes 🤝 I should be taking notes for the final exam tho 🤭
Pulling my hair out! We have a total of THREE 3 Volvos in our shop this week! Of them, one is a 2003 XC90 T6. Using both Autel and VIDA, the scanners both show DTC # 6814 code. All we have done (knowingly!) is rebuild the 4T65e auto trans and re & re it with Bevel Gear assembly. Since then, while the motor ran beautifully before, now it won't spool up the turbos properly, won't stay running at startup cold, won't engage turbos with high throttle input. I am somewhat familiar with the boost control solenoid and MAF sensor readings. But even after replacing the MAF 3x with used, and BCS 2x with used, doing a leak test, etc., hasn't resolved the issue. If we purchase and install an OEM BCS and/or Boost sensor, I fear this still isn't it! Some say they is an "O" ring contraction/expansion in the turbo to exhaust manifold area might be it? CAN YOU OFFER ANY IDEAS OR BETTER COMPONETS OR UPGRADES, ie. like AEM or Holley brands? Dave
I agreee with all the folks commenting here, thank you very much for this information and knowledge. You are the best 👏
Never found another explanation this effective and easy to understand. Thanks brother!
now i wonder... is anyone out there making custom ecu's like the AEM infinity for diesel applications? been looking into doing some absolutely dumb things with those....
you my friend keep shovin that high quality knowledge please, its fantastic!
Thanks for making this video series! I'm at Hennessey's Tuner School and your videos are a great supplement to my education. You would make a great Tuner School teacher!
This explainer is so on point. Made me understand the 3-port solenoid like never before.
Excellent!! Thank you so much for explaining how this solenoid works and what its function is.
Great video my man!
Cleared up a lot of my confusion about boost control solenoids.
Have you heard of Turbosmart's Electronic wastegate? I kinda wished it would've came up, but it's fairly new, and quite expensive, so I get it, probably won't be a topic soon.
It is cool though, no spring, pretty much just an electric motor on the wastegate, you do all your boost control from that, no solenoid, no spring. Probably amazing control.
Still, quite expensive.
GREAT VID... and i must add “ AEM IS THE WAY”
Absolutely best video on turbo boost control out there! Great work, very informative video.
This is one of the best illustration on how that works. Thank you so much 👍🏼🍻
Those who disliked this video help me understand what this man did or said that made yall not like this video…… cause this man explained in the greatest of detail and simplified it all so much that even a 1st grader would totally get it!
Why not just have an electro-mechanical (solenoid or similar) actuator to control the wastegate directly? You could even add a sensor to the wastage outflow to have a negative feedback loop (servo) on your solenoid input and actual effects. Efficient, highly versatile, extremely precise. Just plug the numbers in the ECU and you are go.
this is a question I had. it seems like an obvious solution, but there must be a reason it's not used. I wonder why?
@@static7985Interesting, maybe they fail alot and manufacturers dont wanna risk it failing and having to replace turbo under warranty
my civic has that from factory
I just bought cheap a second Celica Gt4, with a Greddy external wastegate. Previous owners didn’t understand connection and connected both upper and lower ports together to the intake pressure port !!!!!
So everytime you go WOT there is no pressure regulation !!!! The engine gonna explode ? Noooo, but he said « oh I have trouble with the intercooler tubing, it’s always poping out !!!! »
Thanks to you I now understand why !!! I have an old Profec e-01 with solenoid, I’m going to install it !!!
Very nice video with nice images that help to understand and teaching style is very patient manner that makes it easy to follow in the right pace. 👍
Hell yes, thank you for this very informative video I wasn't 100% sure how the boost solenoids worked exactly. long time subscriber from the start of the channel absolutely love it keep up the good work mate. 😎
this explenations isn't really correct though. it doesn't really alternate between opened and closed. the duty cycle of the PWM signal just adjusts the total energy going to the actuator by switching on and off very rapidly. a lot quicker than the mechanical side coul actually react to. that means at 50% duty cycle the plunger will stay approximately at 50% position, and won't be closed 50% of the time and fully open 50% of the time
@@BassistUndStolzDrauf Not with the frequencies most boost solenoids run at (10Hz or so.) PWM idle valves do operate as you describe.
Excellent work! Watching your channel grow and improve has been a treat.
Can't wait for episode 4!
It's such a nice series
The whole concept and explanation are so beautiful that I get emotional.
Best guide to boost controller on TH-cam. Thanks!
There is one set-up that allows you to have LESS then spring boost pressure
You can use 4 x 3-port solenoids to route boost and vacuum to the top of the wastegate and use spring around 7psi to get boost from 0 to around 35psi
My fav series on youtube is back, hell yeah!
Perfect video. I had my mind on trying to understand boost pressure systems and this video popped right up.
Planning on starting a project in spring and the engine has absolutely 0 kits and tuning following so I have to do everything myself this video helped so much to get my head around the subject thank you
Can you discuss the way bov exactly work compared to a waste gate and if they work together and how pretty please
this is one of the best automotive channels out there. but What about for us diesel guys that have mechanical pumps and no ecu?
Diesels have much less issues with boost control, as they have no throttle, and no issues with detonation from boost being too high. Boost control on a diesel is mostly about turbine speed control, and most of the advancements (like VNT) are to make the turbo spool quicker. Though nothing is stopping you from adding some sensors, an electronic control unit, and any of the mentioned boost control solenoid systems to get full control over boost, backpressure, EGT, etc..
I wish this video was available months ago before I did hours and hours of research to figure a 3 port was the way for me to go. Great video none the less
This is the best turbo description I've seen yet
I was hoping there was a bonus round of boost control. Maybe I am thinking ahead of the teacher and I just need to chill haha. I feel like there is more coming though. Variable vein turbochargers? Maybe that ingenious freevalve design that controls everything by removing everything!? No waste gate, no blow off valve, not even a throttle plate, no camshafts!?! I love this guys videos and I am totally excited to see what's coming.
Great diagrams, clear explanation with a very pleasant voice.
the best automotive channel
Excellent as always. Love the still of Jeremy Clarkson’s face from his lap in an Ariel Atom (and yes they do make your face inflate like that).
Tbh after watching this video, I got the feeling of "I've seen a lot" which is good since the video explained it clearly
This channel is really addictive. Amazing
Such a good clear explanation. Thanks so much for making this video. Its really helped me to understand my setup 👍
one of the best informal videos i have seen in a long time
I’ll recommend this video for people who are looking up boost controller set-ups. Thank you from me and my car (07 hawkeye sti)
best explanation of boost so far i've ever seen.
Great video, clears up a LOT of misinformation about two port wastegates etc and explains it in clear easy to understand words and diagrams. Well done! I like AEM products and have used them. However, that boost solenoid is nothing more than a MAC 36 series industrial solenoid valve part # 10-9959. They tossed an AEM sticker on it and probably doubled the price. Nothing innovative or "engineered" by AEM on that piece. LOL
Edited to add accolades.
There is more to this than what is being explained
1. Waste gate sizing
2. Some basic waste gate actuator you can adjust the arm
3. On some turbos the wastegate is completely electronic
4. Variable geometry turbos
5. I think you can adjust the boost pressure via the blow off valve to vent boost when boost gets too high
Underrated youtuber.
Duuuuude in 20 minutes you have explained boost control better than several days' worth of digging around obscure articles and forum posts, great job! Though you could also have talked about CO2-assisted setups?
I could, but I left it aside for a separate vid. At 23 mins this was long already. Electronic wastegates will also be a separate video.
Really appreciate all the info given in this very informative video. Thanking you Robbbert from Melbourne Australia.
Best car youtuber, hands down
Its set more tords the ecu but having a electronic boost controler makes it so you can set boost by gear and that's a huge bonus!
Fantastic clear lesson on boost control systems. Thank you I’m really loving your videos. Keep it going
Best video iv ever seen when it came down to breaking it down and how it’s set up exactly! I give a A+++++ lol
No views? Well we cant have that can we!
You didn't mention electronic waste gates. No springs and total control of boost all the time. I'm guessing that's more because of your sponsors not having them yet. Great video otherwise and the clarification of the boost control systems was the best I've seen.
Only a fool trusts a computer to last forever.
@@fastinradfordable Only a fool trusts his cars ECU, TCM etc. etc. Electronic waste gates have no computer, they are controlled by the ECU without which no modern car will run.
Such a perfect explanation!
I love your channel man, you are a natural at teaching and your videos are fun to watch! 🤙
Awesome video, really detailed and thorough. I do have a question tho: how do you control a compound turbo and what ecu could fit such an application. A dedicated video would be really awesome. Keep up the good work and we'll be here watching
All the hand gestures, that accent, and, worst of all, the HAIR! I can't handle it! I need my mom to bring me a soy drink. I'll text her from the basement. Other than that, great presentation and informative as always. 😊
Hahahhhaha that was hilarious. It's going to become an insider joke soon 😂
what are you implying? I don't understand