Search for power

13. Mar, 2019


An internal wastegate has valve is built into the turbine housing.The wastegate valve is controlled by an actuator.

This valve bleeds exhaust pressure before the turbine wheel to get the turbo to boost the pressure desired.

Internal wastegate actuators are made up of a sealed canister with a diaphragm and spring, with a rod connected to the valve inside the turbine housing

Upgraded internal wastegate actuators are highly adjustable, with a wide variety of springs available . 

Made from high quality materials which can withstand high stresses and temperatures for prolonged periods.

They have silicone diaphragms with nomex reinforcement to withstand high working pressures and high temperature. 

Providing better turbo response and greater sensitivity when managing boost pressures. 

Choosing the right spring is important , you will need 50% of your intended boost setting .

On a 1,5 bar map it will be a 0,75 spring. Or even a little lower as you can preload these springs.

Now this is where the dilema comes in, factory boost targets are set quite low for engine reliability.

On a factory boost setting of say 0.7 bar boost , you might have an actuator that is preset to 0,3 bar, when you try and turn up the boost via software you will have a difficult time controlling the boost over the whole rev range.

The valve might even be blown open due to turbo inlet pressure getting too high. Waistegate duty cycles will have to be maxed out to even try and control it.

Springs can be interchanged by opening the canister and resealing it after intallation of the new spring.

Its really advisable to set  your opening pressure using a wastegate setting tool.

Just a word on preload, the amount of preload in mm's wil take away from the distance the valve will open inside the chamber.


3. Jan, 2019

Cold air intakes or ram intakes 

One of the very first mods to do on a performance car.

But why?

When you buy a performance car you want to hear it right?

Manufactures design and build intakes to fit snugly, packaged neatly and to support the intended power levels and noise levels.  Most are just put together from parts in the vehicle range, with the small alteration here and there to acomodate sensors or what ever. 

Take the Fiesta range, you will see the same airbox on most of these cars, being 1.0 Eco boost 1.4 N/A and even the ST. Focus Range is the same. Take the MK2 RS, its got the same box as the 1.6 Focus with a small pipe added. Then it reappear in the ST250 range.

Now enough about that.

Why do you need an Intake? short answer is, FLOW!

The intake of a car opens to atmospheric pressure. at sea level it will be 14.6 psi positive pressure. Now if the flow into the engine is constricted it might loose some of that free pressure. So in fact you are loosing free power.

Even worse on an turbo car that will suck twice as much . More flow more loss due to pressure drop.

So we see that even on an Intake there can be pressure drop due to Irregular shapes and flow constrictions and filter materials. So the coal is to make it flow better

28. Dec, 2018
Software- As always will give the  biggest bang for the buck.
But it will highlight other problems with OE setups.
Air Intake becomes too restrictive.
Heat soak.
Restrictive exhaust system,
Underlying engine problems migth be highlighted.
Also drivetrain problems might show up.
Most Oe systems are designed around the power intended by design.
Best in the sound department( Who doesnt like to hear the the sound of power....)
Increases the volume of air ingested.
Downpipe. Will work on Std tune. Spool up is better. But can throw Engine lights, needs mini cat or software edit. 
Intercooler. Not really noticeable till summer hits us.Can be run on stock software and performance will be better. More of a problem when tuned. As more boost equals more pressure drop as the the standard cooler becomes choked up. 
Open pod style filters will always suck some hot air if located in the engine bay. If you have a good intercooler it should take care of that problem. 
More power means more stress on the driveline 
Clutch can take a beating aswell as the duel mass flywheels typical found in todays cars.
Engine and transmission mountings can become to soft for the task of keeping all your power directed to the wheels.
Brakes will have a harder time due to the new performance gain.
Lastly your tyres wont last that longSmile
So this is just the headlines in each area that needs to be addressed.
Next time I will break things up one at a time.