Twin Tial BOV's?
The only time I've heard of people running dual Tial BOVs was on some TBs that were known for shaft breakage. Sizing the spring properly would probably have helped just as much though.
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Joined: Apr 2005
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From: somewhere testing various tires, brakes, and suspensions.
Joined: Apr 2005
Posts: 9,002
Likes: 12
From: somewhere testing various tires, brakes, and suspensions.
well im out of luck. lol unless i can build a 1000 hp evo and i dont have the money for that. that is really nice setup tho.
Arent the tial BOV's setup with psi springs? correct me if im wrong but what if you get twin bov setup each with small number of psi spring like 6 psi in each. that would be just like one 12 psi. or do i have the wrong idea
Arent the tial BOV's setup with psi springs? correct me if im wrong but what if you get twin bov setup each with small number of psi spring like 6 psi in each. that would be just like one 12 psi. or do i have the wrong idea
Just found this thread from Mike and your Pm.
IMO, for high boost applications/high HP cars, you do not NEED all that discharge of air. On my personal GT42 DSM I use only one valve.
my whole idea with the twin BOV was to counter "surge" if you want to call it that at all load conditions. so by using two valves, with different spring rates in each valve, I would be able to eliminate all conditions of surge/stall.
My theory comes down to placement of the valve in relation to distance from the turbo or distance from the Throttle body. Which one do you want to protect ? BOTH hopefully.
My vehicle is a little different since I use a PMAS air meter in blow through configuration. So before I DID THE twin BOV
if the spring rate was too high I would experience reverb/surge
if the spring rate was too low I would experience stall down low.
it is more of a driveability thing to me, but it really NOT required to run 2 BOVs, it is overkill.
if you are interested about reading more about how I went through the project go to this thread and read through it
http://www.xceedspeed.com/forums/showthread.php?t=78084
I think the twin BOV theory begins around page 5 of my log.
Remember this is my solution to an issue I had with my car, it works for me, but may not work for everyone else...
Hope this helps
here is a picture of the set up in the car
IMO, for high boost applications/high HP cars, you do not NEED all that discharge of air. On my personal GT42 DSM I use only one valve.
my whole idea with the twin BOV was to counter "surge" if you want to call it that at all load conditions. so by using two valves, with different spring rates in each valve, I would be able to eliminate all conditions of surge/stall.
My theory comes down to placement of the valve in relation to distance from the turbo or distance from the Throttle body. Which one do you want to protect ? BOTH hopefully.
My vehicle is a little different since I use a PMAS air meter in blow through configuration. So before I DID THE twin BOV
if the spring rate was too high I would experience reverb/surge
if the spring rate was too low I would experience stall down low.
it is more of a driveability thing to me, but it really NOT required to run 2 BOVs, it is overkill.
if you are interested about reading more about how I went through the project go to this thread and read through it
http://www.xceedspeed.com/forums/showthread.php?t=78084
I think the twin BOV theory begins around page 5 of my log.
Remember this is my solution to an issue I had with my car, it works for me, but may not work for everyone else...
Hope this helps
here is a picture of the set up in the car
Last edited by antilag_200; Dec 29, 2008 at 05:59 AM.