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  1. Well, the secondaries stop firing the moment tps signal is less than 94%(not sure) or something, and that charge air is moving so fast, it's consumed by the throttle bodies before any valve can react. I've used a vent to atmosphere valve for years with lots of fuel and 1.25 bar boost, never had a hint of fuel from the valve. fwiw- Craig
  2. I'd be curious to know what type of pressure drop both the stock chargecooler and the oversize unit have at say, 1bar above atmosphere. Also, what type of core the oversize units are using. Anyone done the homework yet?
  3. Genuine Lotus hub adaptor, part #A082H6056H, and steering boss, part #A082H6056H These will allow you to ditch the airbag wheel, and install pretty much anything from Momo, Nardi, Sparco, OMP etc.... Craig
  4. This has been posted about 6 different times on a few different forums within the last day, and for some reason, he won't elaborate. Anyway, for the thread starter, here is a clip of a sequential/dog gear box in an Esprit.... Craig
  5. November 03, dynojet 248x, bone stock 1990 SE...yes, bone stock everything. 262whp and 309ft-lbs at the wheels. I sincerely doubt I was making 316bhp and 372ft-lbs at the crank.(using 17%) I only bring this up to point out that dyno's are in no way an accurate way of determining power levels. They are tools, plain and simple, for tuning.
  6. Huh? Chargecooled 4pots don't have a factory bov or bpv.
  7. Travis lives! Now stop posting and build those brakes. Craig
  8. No, no, no "Gotcha" in real english 'the American' kind is slang for "i understand"
  9. Hehe, me too. though I think we may be talking about different (but related) response times. I'm talking about how fast the valve reacts, not neccessarily 'turbo-lag'. Obviously, a diverter or bov is better than the stock setup, regardless of location. Just trying to point out the advantages of certain valve placement versus another. Yet the question still remains....If the valve placement near the turbo offers all of these great benefits, then why do manufactures recommend placement closer to the throttle body? I have to trust the experts here. Regards, Craig
  10. hovgaard wrote: I'm not actually bothered by noises as such, but as I'm doing it the recirculating way (as I believe that to provide the best performance), there isn't very much noise from my valve at all, regardless of it being close to the compressor. It's certainly at lot quieter that the stock surge noise. -----I realize that your setup is probably silent, I was just refering to the effects of vent to atmosphere valves when installed near the turbo.------- I realise that I'm taking a gamble on valve durability here, but it still looks good as new (recently checked). I feel that I can subscribe to Bosch valves if needs be and it would still come to less money than a single 'good' one. No signs of wear yet, though. -----Just something to watch out for, that's all. My Forge Motorsport recriculating valve on my audi S4 does get affected by radiant heat from being in such close proximity to the turbo--------- This reaction time due to valve location - I don't understand. My valve is actuated by the vacuum after the throttles (it T'd off the MAP sensor hose), and it would be actuated that way regardless of where I put it. ------Not neccessarily, your valve is actuated by a pressure differential, not just vacuum. Placing the valve post intercooler means there will always be intercooled air ready to rush back towards the throttle plates. If you place the BOV before the intercooler, what happens is the compressed air is vented out before the intercooler, leaving an 'air pocket' in the intake and intercooler. When you open your throttle again, it takes time for the intercooler and intake tract to fill up with air again, therfore creating an increase in 'lag time'. Placing the bov or bpv post intercooler (or closer to the throttle plates) ensures a quicker 'response'. There are many tests posted online that can better describe it than I can though. Search around.---------- If I was to locate the valve after the charge air cooler, in an effort to improve its reaction time, I'd be putting heat into the charge air cooler during gear changes which I don't want to do, while at the same time the air density in my compressor housing would increase, exerting a larger braking torque on the compressor wheel which I don't want either. ----The pressure is being 'released' by the valve regardless of it's location, along with the heat by-product. One valve location won't 'heat' the air more than another. It is the 'refilling' of the area that makes a difference in reaction time.------- In what way does valve reaction time change on grounds of its location? And could that ever make up for the effects I'm describing? -----Look at every single valve manufacture's website. They all recommend fitment closer to the throttle plates versus placement near the turbo. The pressure from shutting the throttle builds up in the plenum and intercooler in a 'wave', starting at the throttle plates, and working it's way back toward the source of pressure (turbo). The 'sooner' you can relieve that pressure (as close to the throttle plates as possible) the faster the response of the valve.-------
  11. The Radical video....
  12. If you track you car a lot, 1.25bar will smoke the stock turbo in a matter of laps... Ask me how I know.. The stock t3 is already WAY out it's efficiency map at stock boost pressures. On a street car though, who knows... maybe that stock turbo can take it Craig edit: 180 huh? I seem to remember this debate on F-chat. With a 5th gear internal ratio of 0.82:1, that equates to 23.1mph/1000rpm;with enough power to hit 7400rpm in 5th, that would be 170.94mph
  13. I'd bet good money that the previous owner had either a boost controller or auxillary boost guage T'd into the line from the turbocharger to the top of the boost control frequency valve. Who ever sold the car obviously ripped either the controller (most likely) or the guage out and didn't even bother replacing the line. Hate to tell you this, but she's gonna feel slower when you replace that line, although at least it will be safe. Craig edit: Now you have me wondering....I'm curious if the previous owner had the nipple on the turbocharger has been blocked off. Other wise, without the hose connected from turbo to solenoid, the turbo would cook itself in a matter of seconds trying to keep up.
  14. The hose coming out of the top of the boost control frequency valve comes from the compressor housing of the turbocharger. The valve takes 'boost' from the turbo on the top, then regulates how much comes out of the bottom to the wastegate capsule. Without this hose attached, you're driving a time-bomb. Craig
  15. Sorry for the blurry pic, and i know my engine bay looks a little different without the floor intact etc..., but you should get the idea.
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