Evo 8 with MAP EF2.5
Ive also thought of just throwing my stock exhaust manifold back on and see if that will help spool any. I'm not sold on these aftermarket ones unless making big power
I don't agree with your tuner that preload was checked and is "fine" and is not the problem. Or that your EBC alone determines all boost parameters on your turbo without regard to spring pressure.
Likewise MAP telling you that it makes no difference and has no bearing which pressure of spring is fitted inside your actuator. If the spring was of no import then Turbosmart would not offer different pressures of springs for their actuator.
I maintain that your slow boost problem is probably actuator related. There is insufficient spring tension being exerted on the flapper valve. You first need to temporarily disconnect the EBC and run the actuator straight off the compressor's boost signal port. This way we establish what spring pressure actually is. We do not rely on your tuner's saying that he checked preload and that it is "fine".
Last edited by sparky; Apr 1, 2013 at 03:36 AM.
I disagree with your tuner's assurance that preload was "checked "and is "fine" and is not a probable cause of lag. I also disagree that your EBC alone determines all boost parameters on your turbo without regard to spring pressure. He is just talking through his hat.
Likewise MAP telling you that it makes no difference and has no bearing on turbo spoolup as to which pressure of spring is fitted inside your actuator. If the spring was of no import then Turbosmart would not offer different rates of interchangeable actuator springs for their actuator.
I still maintain that your slow boost problem is actuator related. There is insufficient spring tension being exerted on the flapper valve. You first need to temporarily disconnect the EBC and run the actuator straight off the compressor's boost signal port. This way we will establish an exact baseline for comparison and as a starting point for preload adjustment.
Your manifold is not the problem. Neither is the grind on your Kelford cams the problem. You are barking up the wrong tree. The turbo can be made to spool faster by merely increasing the spring tension on the wastegate flapper valve.
I disagree with your tuner's assurance that preload was "checked "and is "fine" and is not a probable cause of lag. I also disagree that your EBC alone determines all boost parameters on your turbo without regard to spring pressure. He is just talking through his hat.
Likewise MAP telling you that it makes no difference and has no bearing on turbo spoolup as to which pressure of spring is fitted inside your actuator. If the spring was of no import then Turbosmart would not offer different rates of interchangeable actuator springs for their actuator.
I still maintain that your slow boost problem is actuator related. There is insufficient spring tension being exerted on the flapper valve. You first need to temporarily disconnect the EBC and run the actuator straight off the compressor's boost signal port. This way we will establish an exact baseline for comparison and as a starting point for preload adjustment.
I disagree with your tuner's assurance that preload was "checked "and is "fine" and is not a probable cause of lag. I also disagree that your EBC alone determines all boost parameters on your turbo without regard to spring pressure. He is just talking through his hat.
Likewise MAP telling you that it makes no difference and has no bearing on turbo spoolup as to which pressure of spring is fitted inside your actuator. If the spring was of no import then Turbosmart would not offer different rates of interchangeable actuator springs for their actuator.
I still maintain that your slow boost problem is actuator related. There is insufficient spring tension being exerted on the flapper valve. You first need to temporarily disconnect the EBC and run the actuator straight off the compressor's boost signal port. This way we will establish an exact baseline for comparison and as a starting point for preload adjustment.
Noooo. E85. Arent many stock blocks making that kind of power on a mustang dyno
Your manifold is not the problem. Neither is the grind on your Kelford cams the problem. You are barking up the wrong tree. The turbo can be made to spool faster by merely increasing the spring tension on the wastegate flapper valve. To increase spring tension you will need to adjust the length of the threaded actuator rod on your Turbosmart actuator.
I don't agree with your tuner that preload was checked and is "fine" and is not the problem. Or that your EBC alone determines all boost parameters on your turbo without regard to spring pressure.
Likewise MAP telling you that it makes no difference and has no bearing which pressure of spring is fitted inside your actuator. If the spring was of no import then Turbosmart would not offer different pressures of springs for their actuator.
I maintain that your slow boost problem is probably actuator related. There is insufficient spring tension being exerted on the flapper valve. You first need to temporarily disconnect the EBC and run the actuator straight off the compressor's boost signal port. This way we establish what spring pressure actually is. We do not rely on your tuner's saying that he checked preload and that it is "fine".
I don't agree with your tuner that preload was checked and is "fine" and is not the problem. Or that your EBC alone determines all boost parameters on your turbo without regard to spring pressure.
Likewise MAP telling you that it makes no difference and has no bearing which pressure of spring is fitted inside your actuator. If the spring was of no import then Turbosmart would not offer different pressures of springs for their actuator.
I maintain that your slow boost problem is probably actuator related. There is insufficient spring tension being exerted on the flapper valve. You first need to temporarily disconnect the EBC and run the actuator straight off the compressor's boost signal port. This way we establish what spring pressure actually is. We do not rely on your tuner's saying that he checked preload and that it is "fine".
Yeah, I like the idea of running the 22-24# extra spring in your MAP/Turbosmart WGA. Especially since the OP is going to be boosting 30+ PSI peak pressure.
At just 25# manifold boost pressure, the exhaust pressure inside the turbine housing exceeds boost pressure by a 2:1 ratio. So, at 25# boost there are 50 PSI hitting the flapper valve and forcing it up off its seat.
The only force pulling the flapper down are the 18 PSI of the WGA spring. This is w/o any additional preload. At 18# the actuator reaches equilibrium and the rod starts to move the flapper. So, any boost pressure above 18# combines with the 36# of exhaust pressure to open the flapper valve.
So, above 18# boost you add each additional PSI over 18# to the exhaust pressure. Therefore, for example, at 22# boost you add 3#(boost) at the diaphragm to 44# (exhaust) at the flapper valve face for a total of 47# lifting force acting on the flapper.
The EBC/solenoid may be masking or diverting the boost signal from reaching the diaphragm but it is powerless to counteract the exhaust pressure lifting the flapper after the 18# of tension of the actuator spring has been exceeded by exhaust pressure. The EBC only diverts the boost signal from acting on the WGA diaphragm. However, the EBC has no effect on or control whatsoever over the lifting force of the exhaust pressure acting on the face of the flapper. That's just the way it works.
At just 25# manifold boost pressure, the exhaust pressure inside the turbine housing exceeds boost pressure by a 2:1 ratio. So, at 25# boost there are 50 PSI hitting the flapper valve and forcing it up off its seat.
The only force pulling the flapper down are the 18 PSI of the WGA spring. This is w/o any additional preload. At 18# the actuator reaches equilibrium and the rod starts to move the flapper. So, any boost pressure above 18# combines with the 36# of exhaust pressure to open the flapper valve.
So, above 18# boost you add each additional PSI over 18# to the exhaust pressure. Therefore, for example, at 22# boost you add 3#(boost) at the diaphragm to 44# (exhaust) at the flapper valve face for a total of 47# lifting force acting on the flapper.
The EBC/solenoid may be masking or diverting the boost signal from reaching the diaphragm but it is powerless to counteract the exhaust pressure lifting the flapper after the 18# of tension of the actuator spring has been exceeded by exhaust pressure. The EBC only diverts the boost signal from acting on the WGA diaphragm. However, the EBC has no effect on or control whatsoever over the lifting force of the exhaust pressure acting on the face of the flapper. That's just the way it works.
Last edited by sparky; Apr 1, 2013 at 06:33 PM.
Yeah, I like the idea of running the 22-24# extra spring in your MAP/Turbosmart WGA. Especially since the OP is going to be boosting 30+ PSI peak pressure.
At just 25# manifold boost pressure, the exhaust pressure inside the turbine housing exceeds boost pressure by a 2:1 ratio. So, at 25# boost there are 50 PSI hitting the flapper valve and forcing it up off its seat.
The only force pulling the flapper down are the 18 PSI of the WGA spring. This is w/o any additional preload. At 18# the actuator reaches equilibrium and the rod starts to move the flapper. So, any boost pressure above 18# combines with the 36# of exhaust pressure to open the flapper valve.
So, above 18# boost you add each additional PSI over 18# to the exhaust pressure. Therefore, for example, at 22# boost you add 3#(boost) at the diaphragm to 44# (exhaust) at the flapper valve face for a total of 47# lifting force acting on the flapper.
The EBC/solenoid may be masking or diverting the boost signal from reaching the diaphragm but it is powerless to counteract the exhaust pressure lifting the flapper after the 18# of tension of the actuator spring has been exceeded by exhaust pressure. The EBC only diverts the boost signal from acting on the WGA diaphragm. However, the EBC has no effect on or control whatsoever over the lifting force of the exhaust pressure acting on the face of the flapper. That's just the way it works.
At just 25# manifold boost pressure, the exhaust pressure inside the turbine housing exceeds boost pressure by a 2:1 ratio. So, at 25# boost there are 50 PSI hitting the flapper valve and forcing it up off its seat.
The only force pulling the flapper down are the 18 PSI of the WGA spring. This is w/o any additional preload. At 18# the actuator reaches equilibrium and the rod starts to move the flapper. So, any boost pressure above 18# combines with the 36# of exhaust pressure to open the flapper valve.
So, above 18# boost you add each additional PSI over 18# to the exhaust pressure. Therefore, for example, at 22# boost you add 3#(boost) at the diaphragm to 44# (exhaust) at the flapper valve face for a total of 47# lifting force acting on the flapper.
The EBC/solenoid may be masking or diverting the boost signal from reaching the diaphragm but it is powerless to counteract the exhaust pressure lifting the flapper after the 18# of tension of the actuator spring has been exceeded by exhaust pressure. The EBC only diverts the boost signal from acting on the WGA diaphragm. However, the EBC has no effect on or control whatsoever over the lifting force of the exhaust pressure acting on the face of the flapper. That's just the way it works.
I have never used the turbosmart actuator. So, I may not be the best indicated at dispensing advice. But, since you will be running 25-27# peak, then I would probably go with the 18# spring.
I always approach WGA adjustment and initial setting of spring pressure carefully. Each setup is a little different. The OP is downsizing turbos from an EF3 to the EF 2.5, whereas you will be upsizing from the EF2 to the 2.5.
He will be running 32 PSI peak while you will be keeping boost in the 25-27# range. For you at least, I would say run the 18# spring and adjust spring pressure up to about 21-23#. Then let your boost control device control the narrow range above spring pressure ttto the peak level.
I personally prefer a lighter actuator spring that is heavily preloaded to a heavier spring with little to no preload. So, in your case I would rather do the 18# spring and preload it up to 22-23# for your 27# peak, than I would the 25# spring with little to no preload. Just my .02
I always approach WGA adjustment and initial setting of spring pressure carefully. Each setup is a little different. The OP is downsizing turbos from an EF3 to the EF 2.5, whereas you will be upsizing from the EF2 to the 2.5.
He will be running 32 PSI peak while you will be keeping boost in the 25-27# range. For you at least, I would say run the 18# spring and adjust spring pressure up to about 21-23#. Then let your boost control device control the narrow range above spring pressure ttto the peak level.
I personally prefer a lighter actuator spring that is heavily preloaded to a heavier spring with little to no preload. So, in your case I would rather do the 18# spring and preload it up to 22-23# for your 27# peak, than I would the 25# spring with little to no preload. Just my .02
I am wondering about the differences in turbine wheel major and minor diameters on the EF2, EF2.5, and EF3 turbos. Maybe someone can clear up the wheel differences for me. For example, does the 2.5 combine the comp wheel from the EF3 with the turbine wheel of the EF2? Do the EF3 and the EF2 share neither turbine nor compressor wheels?
Is the lowest pressure spring available in the MAP/turbosmart IX WGA , a 16#, or an 18# spring, or is it sometimes refered to as a 16-18# spring. Thus there is actually only one spring but some refer to it as 16#, whereas others refer to it as a 18# spring? Just trying to get things straight, thanks.
Is the lowest pressure spring available in the MAP/turbosmart IX WGA , a 16#, or an 18# spring, or is it sometimes refered to as a 16-18# spring. Thus there is actually only one spring but some refer to it as 16#, whereas others refer to it as a 18# spring? Just trying to get things straight, thanks.
Sparky - I'm planning to install my EF3 soon. I'm going to be running 93oct on a stock block. This is going on my daily driver... I was thinking 24-25psi for normal driving? What kind of wastegate tension and settings should I try? I am running a Hallman MBC. My EF3 has the turbosmart actuator.
What are you suggestions?
What are you suggestions?
