Hallman MBC
Newbie
Joined: Apr 2007
Posts: 37
Likes: 0
From: EVO USA
Lancershop has the RX kit for 115.
However, that's the kit that has the in-cockpit control. Really, you shouldn't need to be setting your boost often enough for it.
I would suggest the Hallman Pro - it's the same deal, just without the cockpit option.
And I believe its ~$30 cheaper.
However, that's the kit that has the in-cockpit control. Really, you shouldn't need to be setting your boost often enough for it.
I would suggest the Hallman Pro - it's the same deal, just without the cockpit option.
And I believe its ~$30 cheaper.
Would this system of adjusting boost levels with flashes and through the ECU, via the factory B.C.S., and further complicated by a system of interchangeable restrictor orifices in the vaccuum lines be better, as a practical matter:
Letīs say, at the track, where you might , for example, want to make small adjustments to boost, on the fly, between runs, to compensate for changing air temperatures and barometric conditions, on any given day, or variances in octane for the particular blend of fuel you might happen to be running?
You never know what to expect or what conditions youīll encounter at the track. I've had instances where my car is tuned for 116 octane and 26 PSI, but when I get to the track only 104 octane gas is available. So, I must turn the boost down. It`s an easy task if the car is equipped with an EBC/MBC, but what does it involve with your system? How easy is it to adjust boost a couple PSI within that limited timeframe between track runs?
But, what really doesn't convince me about your method of boost control, is that there is no direct way to coordinate and balance peak boost level, which you seem to be controlling, at best, indirectly, through the ECU, via flashes, with the aid of the BCS, and the removal and installation of restrictor orifices featuring bores of variable internal diameters; with WGA preload levels, which are useful, at least from my limited point of view, for controlling the rate of turbo spoolup.
I guess that the practicality of your method continues to elude me. Granted, Í admit to having no engineering degree and have never claimed such. So, my knowledge is not as complete and comprehensive as yours. Thatīs probably why I prefer to continue adjusting boost the old fashoined way, with an MBC/EBC.
Last edited by sparky; May 17, 2007 at 11:22 AM.
What do you mean, by "better"? Better compared to what? Better is a relative term... So, please, define, "better", better.
Would this system of adjusting boost levels with flashes and through the ECU, via the factory B.C.S., and further complicated by a system of interchangeable restrictor orifices in the vaccuum lines be better, as a practical matter:
Letīs say, at the track, where you might , for example, want to make small adjustments to boost, on the fly, between runs, to compensate for changing air temperatures and barometric conditions, on any given day, or variances in octane for the particular blend of fuel you might happen to be running?
You never know what to expect or what conditions youīll encounter at the track. I've had instances where my car is tuned for 116 octane and 26 PSI, but when I get to the track only 104 octane gas is available. So, I must turn the boost down. It`s an easy task if the car is equipped with an EBC/MBC, but what does it involve with your system? How easy is it to adjust boost a couple PSI within that limited timeframe between track runs?
But, what really doesn't convince me about your method of boost control, is that there is no direct way to coordinate and balance peak boost level, which you seem to be controlling, at best, indirectly, through the ECU, via flashes, with the aid of the BCS, and the removal and installation of restrictor orifices featuring bores of variable internal diameters; with WGA preload levels, which are useful, at least from my limited point of view, for controlling the rate of turbo spoolup.
I guess that the practicality of your method continues to elude me. Granted, Í admit to having no engineering degree and have never claimed such. So, my knowledge is not as complete and comprehensive as yours. Thatīs probably why I prefer to continue adjusting boost the old fashoined way, with an MBC/EBC.
Would this system of adjusting boost levels with flashes and through the ECU, via the factory B.C.S., and further complicated by a system of interchangeable restrictor orifices in the vaccuum lines be better, as a practical matter:
Letīs say, at the track, where you might , for example, want to make small adjustments to boost, on the fly, between runs, to compensate for changing air temperatures and barometric conditions, on any given day, or variances in octane for the particular blend of fuel you might happen to be running?
You never know what to expect or what conditions youīll encounter at the track. I've had instances where my car is tuned for 116 octane and 26 PSI, but when I get to the track only 104 octane gas is available. So, I must turn the boost down. It`s an easy task if the car is equipped with an EBC/MBC, but what does it involve with your system? How easy is it to adjust boost a couple PSI within that limited timeframe between track runs?
But, what really doesn't convince me about your method of boost control, is that there is no direct way to coordinate and balance peak boost level, which you seem to be controlling, at best, indirectly, through the ECU, via flashes, with the aid of the BCS, and the removal and installation of restrictor orifices featuring bores of variable internal diameters; with WGA preload levels, which are useful, at least from my limited point of view, for controlling the rate of turbo spoolup.
I guess that the practicality of your method continues to elude me. Granted, Í admit to having no engineering degree and have never claimed such. So, my knowledge is not as complete and comprehensive as yours. Thatīs probably why I prefer to continue adjusting boost the old fashoined way, with an MBC/EBC.
For many out there (boosting <24 psi), the stock setup with modified ROM (flash) is perfectly fine (IMHO). I feel it is better because: (1) the boost curve can be altered in certain areas that are prone to knock without giving up the top end, (2) will not need adjusting during climate changes, (3) retains all of the stock safety features, and (4) will not draw attention from police or service writers / technicians / mechanics.
I do agree that an EBC is superior to both an MBC and the stock setup.
Last edited by cij911; May 17, 2007 at 12:51 PM.
What octane gasoline are you running when you spike it to 24.5, on your IX? You must use 93, huh? I tried 24-# on my VIII and didn't realize that my XEDE off the shelf map was way lean and almost lunched my motor. This was on our 3rd World, crapola gas, which is about 89 octane. I wasn't logging at that time, but have since gotten AEM UEGO wideband and my buddy, rsimon, is gonna tune it for me using EVOSCAN and then fiddling with the parameters via XEDE.
I canīt wait cause I've been limiting my boost to 19 PSI until rsimon tunes it. He already scaled the injectors...just waiting for the tune. Anyway, that 24.5 on pump is an accompishment. I just wonder if you have an explanation for the taper down to 19.5? Or, is that the normal IX taper? No way to reduce taper?
I canīt wait cause I've been limiting my boost to 19 PSI until rsimon tunes it. He already scaled the injectors...just waiting for the tune. Anyway, that 24.5 on pump is an accompishment. I just wonder if you have an explanation for the taper down to 19.5? Or, is that the normal IX taper? No way to reduce taper?
taper is going to happen. Its normal. If you read about the Hallman it is not ambient temp sensitive like other MBCs. I have the Hallman RX and ran summer and winter in KY, haven't had to adjust due to humidity or temp. Go to Hallman website, good info.
What octane gasoline are you running when you spike it to 24.5, on your IX? You must use 93, huh? I tried 24-# on my VIII and didn't realize that my XEDE off the shelf map was way lean and almost lunched my motor. This was on our 3rd World, crapola gas, which is about 89 octane. I wasn't logging at that time, but have since gotten AEM UEGO wideband and my buddy, rsimon, is gonna tune it for me using EVOSCAN and then fiddling with the parameters via XEDE.
I canīt wait cause I've been limiting my boost to 19 PSI until rsimon tunes it. He already scaled the injectors...just waiting for the tune. Anyway, that 24.5 on pump is an accompishment. I just wonder if you have an explanation for the taper down to 19.5? Or, is that the normal IX taper? No way to reduce taper?
I canīt wait cause I've been limiting my boost to 19 PSI until rsimon tunes it. He already scaled the injectors...just waiting for the tune. Anyway, that 24.5 on pump is an accompishment. I just wonder if you have an explanation for the taper down to 19.5? Or, is that the normal IX taper? No way to reduce taper?
This is just a fun street car for me, so I am keeping it simple. I will likely be running 28 psi peak and will see what the taper looks like....
