#Turbo boost switcher 2.5.0 series#
#Turbo boost switcher 2.5.0 tv#

This is simple, inexpensive and effective. Once too much boost is generated, it pushes open the wastegate far enough to reduce the turbo speed and bring the boost down to the target level. Simply pick the spring so that it starts to open just below the desired boost. The wastegate can serve as a boost control device on its own without any further control devices. Mechanical wastegates are simple devices: The spring strength determines the target boost level. The fix depends on the wastegate type: Internal wastegates can sometimes be ported to allow more flow, while external wastegates can be replaced with larger units. It’s possible to get so much exhaust volume that even a fully open wastegate won’t prevent runaway boost. Running too much boost or installing a turbo that’s too small can overwhelm a wastegate, however. Internal wastegates are less expensive to build and make packaging easier, but external designs can flow more. If it’s built separate from the turbo, it’s known as an external wastegate. The amount the valve opens is determined by how far the pressure can push the spring the spring is often preloaded so that it requires a set amount of pressure before the valve starts to open at all.Ī wastegate can be built into the turbo, in which case it’s called an internal wastegate. Air pressure from the turbo outlet pushes a valve against the spring. Normally, a spring holds the wastegate closed.

The further the valve opens, the less exhaust pressure is available to drive the turbine and make boost. The wastegate is fairly simple: It’s a valve that lets the exhaust gases go around the turbine and straight into the downpipe. A wastegate (on the right) regulates the amount of boost pressure that’s allowed to make its way into the combustion chambers.Įxcept for a few very cutting-edge turbos, most systems seen on modern cars control boost with a device called a wastegate. The Wastegate: Some Control, Not Much ThinkingĪ blow-off valve (on the left), sometimes called a compressor bypass valve, has one job: preventing pressure spikes in the system when the throttle is closed abruptly. Properly controlling boost isn’t that hard provided you understand the hardware used: the wastegate as well as various mechanical and electrical controls. The real purpose of a bypass valve is to control pressure spikes that happen when the throttle is snapped closed. It actually doesn’t set the boost level-or, at least, it shouldn’t. Some novice turbo users get the impression that the compressor bypass valve, sometimes called a blow-off valve, is what controls boost. This requires compressing more air than is used-not a good way to control boost.

It’s possible to control boost by using a bypass valve to vent excess pressure before it reaches the throttle.

#Turbo boost switcher 2.5.0 series#

Intake restrictions can limit boost-and may be required by racing series rules-but they force the turbo to work harder and can also overheat the incoming air. However, turbos of this type tend to be sluggish and unresponsive. The size of the turbine can be reduced so it can’t spin the compressor fast enough to reach unsafe levels. Remember, your idea of an acceptable level of risk may not match that of warranty-conscious engineers. The goal is to maintain a level of boost that provides the desired power while limiting the risks to the engine. You could blow a head gasket, hit the limits of your fuel system, or overheat the incoming air so much that you actually lose power.

If your car doesn’t run on special effects, then too much boost can be a bad thing. It can also help a classic Studebaker hit 240 mph at Bonneville. It’s what everyone else does.Īdding a turbo to a real car may not propel it through the air-well, unless it’s a rally car-but a turbocharger can turn a mundane economy car like a Civic or Neon into a Corvette-killer. Is it any wonder that the words “turbo” and “boost” are so popular with today’s gearhead? Blame the television. Bullets bounced off of him.Īnd in just about every episode, Michael would press the big Turbo Boost button, launching KITT hundreds of feet through the air.

#Turbo boost switcher 2.5.0 tv#

While a cool car was pretty much required equipment for any ’80s TV detective, KITT went beyond token accessory-he was the costar of the show. The biggest reason to pine for his job? The company car, KITT. He has also written “Performance Fuel Injection Systems” for HP Books.Īdmit it: If you were a kid in the ’80s, you wanted to be like Michael Knight when you grew up. Matt Cramer, a longtime regular on the GRM message board, is also an engineer for, a supplier of MegaSquirt ECUs and other engine management solutions.