-
Hey Guest👍👎 We're looking for reviews of your local CUPRA or SEAT Dealership - it's quick and easy to do: Leave a review now
Whooshy Whooshy, anyone?
- Thread starter drvince
- Start date
- Status
Hmmm
Mutley - That was like a master class. I will mark you down as someone who clearly knows their apples. Just how many engines did you destroy whilst perfecting the fueling on a WRX Imprezza?
Seriously that is not that loud for all the flack you have copped on here. I have a Forge 007 fitted in reverse (which is 100% safe and still 100% recirculating). Combined with a remap, makes for a seriously loud chirp when i change gear.
To be honest, the noise your 007 made was a bit flat!!!
Mutley - That was like a master class. I will mark you down as someone who clearly knows their apples. Just how many engines did you destroy whilst perfecting the fueling on a WRX Imprezza?
Seriously that is not that loud for all the flack you have copped on here. I have a Forge 007 fitted in reverse (which is 100% safe and still 100% recirculating). Combined with a remap, makes for a seriously loud chirp when i change gear.
To be honest, the noise your 007 made was a bit flat!!!
agree.. was expecting a loud woosh but i think my apr r1 dv with an open cone is about the same.
many on this forum have tried it over many years... hence why you were scared off. they all did what your doing and the cars run better with a dv.
give it 6 months/ 1 year and i think youll see problems.
best of luck
Can someone with the technical know how explain why it gets dumps back in to the intake, and what will happen if it get's dumped to air like they are doing now.
That says about a leak but they have blocked it with a cork, so it dumps to air rather than back into the inlet.
Why does the air need to be dumped back, to keep the turbo spooled up?
Why does the air need to be dumped back, to keep the turbo spooled up?
The engine management unit expects the air to be dumped back, and uses that in it's initial calculations.
If you create a break in the loop (by fitting a full atmos BOV) then initially your engine runs rich as it's getting less air back into the inlet manifold than it expected - it then see's it's running rich and adjusts it's maps internally so at throttle transients (backing off, changing gear) the engine goes from running rich to running lean - basically although you won't notice it, the car is deviating from it's operating design and so placing extra wear on the engine.
Over time, depending on the load on the engine as well, this can knock the calculated values out by 20% from the manufacturer map - when this happens, the car goes into limp mode.
If you create a break in the loop (by fitting a full atmos BOV) then initially your engine runs rich as it's getting less air back into the inlet manifold than it expected - it then see's it's running rich and adjusts it's maps internally so at throttle transients (backing off, changing gear) the engine goes from running rich to running lean - basically although you won't notice it, the car is deviating from it's operating design and so placing extra wear on the engine.
Over time, depending on the load on the engine as well, this can knock the calculated values out by 20% from the manufacturer map - when this happens, the car goes into limp mode.
It's just a builtin feature in the ECU as a way of boost-hose leak detection, nothing more than that!
And that's all. Was the easiest way & cheapest solution for VAG, to save production costs
on some real sensors ...
The air pumped back in does not serve any other purpose whatsoever.
Besides that ,
It is normally dumped in AFTER the MAF !! --> Upstream of it
So the MAF can NOT measure it, like a lot of people mistakenly try to explain over here ...
Only the MAP does. (manifold pressure). A completely different sensor.
That's why you may get fault codes, depending on the software in your ECU.
As long as you know where your fault codes are coming from ,
what would it matter?? You initiated it on purpose when dumping to atmos.
So they are NOT actual fault codes, but an expected result of this action.
And that's all. Was the easiest way & cheapest solution for VAG, to save production costs
on some real sensors ...
The air pumped back in does not serve any other purpose whatsoever.
Besides that ,
It is normally dumped in AFTER the MAF !! --> Upstream of it
So the MAF can NOT measure it, like a lot of people mistakenly try to explain over here ...
Only the MAP does. (manifold pressure). A completely different sensor.
That's why you may get fault codes, depending on the software in your ECU.
As long as you know where your fault codes are coming from ,
what would it matter?? You initiated it on purpose when dumping to atmos.
So they are NOT actual fault codes, but an expected result of this action.
turbin
Guest
-Lets keep it simple here for a sec and see if you follow. Disregard the limp mode and the fault codes you are asking for with this setup:
Engine is expecting to recieve the recirculated air back after the MAF. Its already calculating with it. It doesn`t need to measure it @ MAF again.
Now you have less air pressure infront of the turbo compressor = the compressor will have to work harder to suck in the lost air you just dumped into atmosphere = performance is compromised.
Is really the woosh sound more important than engine performance and religability?
In a way he's correct, dumped air is excess boost pressure not used by the engine, the re-circulated air is not measured by the MAF.
Many, many people have been using BOV's on 1.8T's for years with no problems at all, not just 1.8T's, tons of different cars with MAF meters use BOV's with no problems - Subarus, EVO's, Focus RS and ST, etc., etc..
turbin
Guest
one more thing:
I even noticed a 1psi higher boost across rev range when switching from hybrid to full circ on my CRAPPY Split R valve. Crappycrappyvalve..
I even noticed a 1psi higher boost across rev range when switching from hybrid to full circ on my CRAPPY Split R valve. Crappycrappyvalve..
turbin
Guest
So you are saying the performace gain I had switching to full resirq from hybrid mode and the visual indication of 1psi higher boost is just in my mind then?
but the engine management wasnt supposed to run this way. the ecu sees a fault and will work accordingly. so fueling wont be at optimum. if things go futher then you will him limp mode as the engine is operating outside of this design.
why not scrap the management completely and run different software so you can still run at peak levels and run a bov?
Everything's been said a million times, some will run a BOV regardless of anything because it sounds cool and they get away with it on the face of things, but the engine management system is designed around recirculation so it's best to keep it that way.
turbin
Guest
Now who should I believe.....Loads of reports about faults and good evidence from a Prodrive engineer
or
People banging on about whooshy noises........
- Status
Similar threads
