Blow off valves on a 3.0 Q50/Q60: I see a lot of questions lately concerning blowoff valves for these cars. The simple and short answer is, they don’t work. Here’s why: A typical turbo car, let’s say the GTR for instance, uses mechanical wastegates and recirculating blowoff valves to reduce boost when letting off the gas and sometimes between shifts. Whenever you see a GTR using a standard VTA (vent to atmosphere) blow off valve, you’ll find the car has been converted to speed density. It doesn’t use filter maf signals for fueling but a volumetric efficiency(VE)table precisely tuned by your tuner which doesn’t monitor active airflow but uses other calculations for proper engine fueling. A recirculating blowoff valve is REQUIRED when used in a system that places the MASS AIR FLOW SENSOR(MAF) in front of the valves(which is how most systems are setup). A recirculating valve relieves pressure but doesn’t “waste” the airflow simply recirculates and pumps it back into the intake tract POST MAF) The reason for this is the MAF pre-fuels the engine which means ANY AIR passing by the MAF has to go into the engine. If it doesn’t, the ecu still adds fuel for that amount of air going into the engine. Extra fuel/less air= rich dips in air fuel. This won’t blow your engine up but it will cause your drivability to suffer and things like your spark plugs/AF sensors to degrade/foul over time. The VR30 ECU’s logic is much different than the GTRs and other older systems. It uses the electronic wastegates and throttle bodies to limit/decrease boost. When you let off the gas, instead of relying on a recirculating blowoff valve (which is what it would need being that is a MAF car) to reduce spikes, it completely opens the wastegates and momentarily holds the throttle bodies open(sometimes up to 0.25 seconds) to give the small turbos time to slow down through exhaust turbine pressure relief NOT compressor pressure relief. The two main reasons the VTA BOVs DONT work on these cars is because they are not currently able to be tuned in speed density and even after adding them, any pressure spikes you think you might be limiting, aren’t limited enough or even at all to make a difference in extending the turbo life due to the throttle body logic and how it hesitates closing once more than stock boost is added to the car. In order for blow off valves to work, the valve has to be subjected to a positive pressure to vacuum condition to suck the piston up into the head of the BOV to allow air to escape the bottom portion of the valve. The throttle body logic limits this transaction completely and you end up with a small double spike every time. I have taken back to back logs and if I posted the boost pressure spikes after letting off the throttle, no one (including myself) would be able to tell you which log did and didn’t have the BOVs. The throttle let off spiking remained almost identical. This is something built into the logic that has yet to be(or able to be) solved by ECUTEK.
Try disconnecting the battery for a hot minute I'd say like 15 mins let everything drain. Then re connect. I fortunately had an ecutek dongle and that made life easier possibly see something like that and resolve it.
Nice Q50 my Cambodian brother ! I just got 2018 Q50 luxe I just join the VR30 family and I love it .👍
No doubt man. Thank you. And welcome to club infiniti
Just got the same car about a month ago same model as you
Blow off valves on a 3.0 Q50/Q60:
I see a lot of questions lately concerning blowoff valves for these cars. The simple and short answer is, they don’t work. Here’s why:
A typical turbo car, let’s say the GTR for instance, uses mechanical wastegates and recirculating blowoff valves to reduce boost when letting off the gas and sometimes between shifts. Whenever you see a GTR using a standard VTA (vent to atmosphere) blow off valve, you’ll find the car has been converted to speed density. It doesn’t use filter maf signals for fueling but a volumetric efficiency(VE)table precisely tuned by your tuner which doesn’t monitor active airflow but uses other calculations for proper engine fueling.
A recirculating blowoff valve is REQUIRED when used in a system that places the MASS AIR FLOW SENSOR(MAF) in front of the valves(which is how most systems are setup).
A recirculating valve relieves pressure but doesn’t “waste” the airflow simply recirculates and pumps it back into the intake tract POST MAF) The reason for this is the MAF pre-fuels the engine which means ANY AIR passing by the MAF has to go into the engine. If it doesn’t, the ecu still adds fuel for that amount of air going into the engine. Extra fuel/less air= rich dips in air fuel. This won’t blow your engine up but it will cause your drivability to suffer and things like your spark plugs/AF sensors to degrade/foul over time.
The VR30 ECU’s logic is much different than the GTRs and other older systems. It uses the electronic wastegates and throttle bodies to limit/decrease boost. When you let off the gas, instead of relying on a recirculating blowoff valve (which is what it would need being that is a MAF car) to reduce spikes, it completely opens the wastegates and momentarily holds the throttle bodies open(sometimes up to 0.25 seconds) to give the small turbos time to slow down through exhaust turbine pressure relief NOT compressor pressure relief.
The two main reasons the VTA BOVs DONT work on these cars is because they are not currently able to be tuned in speed density and even after adding them, any pressure spikes you think you might be limiting, aren’t limited enough or even at all to make a difference in extending the turbo life due to the throttle body logic and how it hesitates closing once more than stock boost is added to the car.
In order for blow off valves to work, the valve has to be subjected to a positive pressure to vacuum condition to suck the piston up into the head of the BOV to allow air to escape the bottom portion of the valve. The throttle body logic limits this transaction completely and you end up with a small double spike every time. I have taken back to back logs and if I posted the boost pressure spikes after letting off the throttle, no one (including myself) would be able to tell you which log did and didn’t have the BOVs. The throttle let off spiking remained almost identical. This is something built into the logic that has yet to be(or able to be) solved by ECUTEK.
Mann no one cares, we just wanna hear “shhhttt”
@@yaelpimentel12345 for real 🤣
When I had my 98 gsx I was running speed density. That’s what I was planning on running in the new Nissan z I’m looking at… hmmmmm
We not reading that book bro
@@taylorrun8687 that’s why ur shit last 40k miles lol
How long does it takes for someone who is knowledgeable of what they are doing?
sweet lookimg rims mind if i ask what kind and rim/tire size fitment etc ?
sounds sick bro
Thanks bro!!!
what front lip is that? and do you have an ig? i wanna follow up with this build!!
It's from street aero. My ig is Mister_Rith_
Where you get the lip from ?
Holy smokes I thought I answered this... I got it from street aero
I installed them and we left the throttle clamp
Lose and air was coming out . We tightened it but now I’m on limp mode . What do I do
Try disconnecting the battery for a hot minute I'd say like 15 mins let everything drain. Then re connect. I fortunately had an ecutek dongle and that made life easier possibly see something like that and resolve it.
@@RithMedia_xL yes I believe it was caused from the clamp being lose cause eveything is correct now
I just can’t get out of limp mode but no cel
@@Wobollyy yeah man try the disconnecting the battery for a bit
@@RithMedia_xL it didn’t work bro do you think it’s the MAF data . The Valves throwing it off?