A little history, I had previously built my own 3 inch upper IC pipe, but it was made out of mild steel. I wanted to have one in Stainless, so I figured that I would call up ETS and talk to Tom about building a 3 inch pipe for me. I want to say that Tom was very nice to talk to you and he accomodated my questions, and got what I wanted in a very fast turn around time. I did not want him to place any flanges on it for my twin BOV project, so the pipe was a two piece, beautifully welded work of art.
this is how I received the pipe




I previously had a magnus SMIM intake manifold on the car, but switched it out in favour of an AMS Vsr, so when I went to place the ets pipe on the car for my initial mark up , the pipe did not fit, no big deal, but it hurt me to cut up such a nice piece of stainless,
I essentially had to make a little pie cut in the straight section, as you can see in the picture below


you can also see the oval marked up areas where the stacks for each BOV would go

Oh I forgot to mention that the Intercooler is a buschur race piece.

I had tom send me a couple of flanges with 4 inches worth of pipe welded on, for the bov stacks, and began my placement on the pipe

this was a lot of work trying to contour the BOV stacks on to the main section of pipe.


I then sent the pipe out to a welder, who did a terrible job with his tigging. it wasn't even close to the beauty of an ETS weld, but since it doesn't leak I am cool with that.
here is the piece all welded up


my cars name is VIDA so I fabbed up a little name tag that will go on the ic pipe


I ended up getting this name tag powdercoated and also got the UICP polished

I run a PMAS maf in blow through format so I had to mount the saddle on the pipe with rivets and RTV, it is a nice billet piece.



Finally I was able to mount this pipe on my car, but I still needed to tap the IC PIPE for my methanol nozzle.
the following pictures reflect the process up to the end.









I hope you have enjoyed my little project, have a great one everyone.

 

Wow, well done bud. I wish I had the tools and fab skills to put something together like that.

 

hi whats the purpose of the dual bov??

never saw that before

 

Wow the end result looks fantastic! Looks like she's back up and running?

Tom

 

thanks guys I appreciate the comments

Tom, I am very glad with the way it turned out, Thank you again for the conversations on the phone. I am particularily proud of the vida plate, as I free handed it with my Mig

I have a crazy thoery on twin bovs with different spring rates, so that I remove levels of surge if any, so far utilizing a 11 and 9 pound spring, my vehicle, seems to work a lot better. I won't go into the entire theory of it but I will performing a test on various set ups as illustrated below

 

looks very nice - great workmanship

 

yeah looks cool, where you having problems? or what gave you the idea to do this? how much can it really help? or hurt to not have this if it helps?

just curious what your thoughts are about this, and why your doing it? what made you think about it.

 

looks very nice.

 

Paul Nelson runs the dual BOV on his car and has for quite some time

 

Is it me or does the drawing not reflect your current setup? Seems like the stacks are pointed towards the front of the car where as your setup the stacks are pointed towards the firewall.

 

the original design that I drew up could not be accomplished, because of clearance and other things that were in my engine bay that got in the way, so I had no choice but to have them point the other way towards the firewall.

 

was this for my question? and what does this mean?

 

Evo Record setter, I apologise for not answering your question

This is how I see everything in my head and ofcourse I can be completely wrong
this was the inital discussion that I had in another forum with some of my fellow peers

Poster ----warren, explain the 2 BOV thing to me.

Me (my name is warren)-----Well it has to do with compressor surging, essentially when your throttle plate closes after you go into boost and let off, the air is still moving towards the TB plate. Now the plate is closed, so the air bounces back through your system and back to the source (the cold side) of the turbo or the compressor wheel. To eliminate this a BOV is placed in the system (IC pipes).
Now my theory is such, Tial suggests that the spring rate that you pick for your BOV is based on how many inches of vacuum your car has at idle. essentially, a car with less vacuum requires less spring to make the BOV operational (i.e a car with big cams) . A car that is mostly stock would require a Harder spring (because it has more vacuum approx 20 in)
Now I was wondering if I had two BOVs, one with a softer spring and one with a harder spring, The bov with the softer spring would go off during light load conditions eg cruising around town between gear shifts, because the vacuum during the gear shift would be a smaller value. The 2nd BOV that has the stiffer spring would remain closed during this load condition. BUT at WOT and then a lift off i.e a 30 psi burst to throttle lift, the car would instantly go to full vacuum, requiring the BOV with the stiffer spring to go off. such a situation would be after a 4th gear run down the track, and you hit the brakes.

Now keep in mind that I have NO idea if this will work, it could technically fail, but I just want to try this out , since I have an extra Tial BOV laying in my house.

hope that clears it up for you.

poster----We definately need to try and put the 2nd bov closer to the turbo....like on the other side of the fmic as well....

me---Per our discussion yesterday jeremy, that might be a wise decision, since, we don't want the IAC motor to have a fit because of this, plus it would make for a little more protection for the turbo. Interesting.......

poster---------Most would just run a softer spring in the Tial Many dsmers have done that with great success. 7lb spring and you are set. Also I don't think you will have a problem with the air traveling backwards torwards the turbo if you place the bov close to the throttle plate. All air will be traveling in one direction torward the manifold. If you close the plate and have an alternate location near the plate for the air to go, the air should continue to flow in that direction, and while the wheel on the turbo is still spinning, it should push the air away torwards the blow off valve.

another poster----so you would have 2 BOV opening at full load?

me---------I guess it would be better if I explain my set up,

I use a maf in blow through set up, I have experimented with different BOV spring rates in a single BOV application.
With the hard spring --- during normal driving (gear shifts) I would experience slight compressor surge
with the soft spring-- compressor surge is gone, but the car would release air when not even going to positive pressure, hence causing the IAC motor to over compensate, when the car would stumble (adds more fuel ) this is something that I did not want, because I would have to modulate Throttle at a stop condition or during a gear shift (rev match)


Tj I hear what you are saying but in mind I am thinking along different lines I guess.

Macone---- Technically yes, both would go off under a full load exit (TPS back to 12%- or zero for discussion purposes) but since there are different spring rates in each BOV they would go off at different intervals (sub second timings assumed)

Remember people this is all Theory-- I do not know if this will work.

poster----------from what I understand that he wants to do, it would be like running a huge sequential bov. One will have a softer spring than the other, which would open during cruising around and not reaching a high boost level and the other would open only up during full boost shifts to give extra help.....overkill probably, but we have time and 2 bov's with different springs so why not. Plus we can try different locations and configuration to see how they react.

another poster-------Warren, why do you *need* 2 BOV's open at full boost/WOT lift-off with only a 35r?

The first BOV will still be opening at WOT lift-off conditions along with the second with the stiffer spring. The first one will just open more often, since the spring is lighter.

Your Tial should have zero affect on the IAC motor, since it's before the MAF. why were you getting stumble/IAC overcompensation with the lighter spring?

I run the light spring in my car in blow-thru and have no issues whatsoever...

ME-----------Hey john good to see you in this thread,

I do NOT "need" two BOVs when it comes to a WOT lift off, Keep in mind that this car spends almost 80% of its life at sub positive pressure. Both BOVs going off after WOT lift is just an inherent feature of running two. The real reason for two of them would be in the vacuum load condition if that makes sense. I am just trying to compensate for the lower load conditions, something that a hard spring can not give me. (in my set up)

I really do not know why my car behaves that way with the softer spring (stumble situation) it behaves like the IAC is over active during those conditions and consequently the maf compensates by throwing more fuel.
maybe a thought would be to run the BOV as far away from the TB as possible, because I want to protect the turbo versus the throttle plate ..understandably compressor surge will deteriorate a turbo after a long period of abuse.

just throwing that out there for the sake of discussion of course.

POSTER---of course it may just be the maf itself and not the iac, that ford meter is very sensitive

another poster---I would back the Tial away from the MAF a bit, and see what happens. I don't think you'll get too much reversion through the MAF.

If you were going to do this, I'd say to put the lighter BOV a lot further from the MAF to prevent interaction from the BOV venting and the ford airmeter.

You should log airflow vs throttle position vs boost, if possible. You'll be able to see any MAF spikes during bov actuation that way.

another poster------I do agree on the current set up the bov is too close to the maf. I don't know if you can see it in the pics but the meter is right under the air filter and the bov is just after the intercooler outlet. I think there is less than a foot between the two. The new pipe will allow the meter to be much closer to the TB and further from the bov, this in itself should help and hopefully cure everything.....however this is still just to try something different to see what happens. I think the second...if he goes that route.....should be before the IC. But we will discuss that later. Everything will be logged and we will share as much data as possible.

yet another poster-------Wouldn't one bov with a softer spring do the exact same thing?

me--------swappedegg, running a softer spring with a single BOV that is on the cold side of THE IC , would give reverberations to the maf, at least in my situation, I could speculate and say that running a single BOV with a softer spring at the hot side of the IC might solve reverberations on the maf because you now have more volume (the intercooler itself) and increased length to the maf and TB.

John, jeremy and I were discussing this, as far as placing the BOV with the lighter spring on the hot side of the system, that way the air does not have enough time, velocity and energy to get to the maf and iac to mess with anything.(good point)

Remember everyone, the key here is to ensure that you get no air moving backwards towards the turbo. that is the main purpose of this experiment, to completely remove any "surge" no matter what level of severity it might be at.

I am sure that if you plot a graph of physical distance (length along the IC pipes) vs level of surge, you might get a inverse proportial, linear display, with a constant that equates the spring pressure of the BOV.(i.e where the gradient of the graph would be the spring pressure itself)

Now for discussion purposes... what happens when you run speed density ?


I know that is a lot of information to swallow, but this was when I was thinking of doing this and the thought process behind me running twin tials on my car.

Pauls set up I think currently only has one valve on there. When he had two, I think he was trying to eliminate as much air as possible during the throttle plate closing with those large amounts of boost pressure. I could be wrong.

I asked Tial about my theory and did not get a response, once again, this is my theory and I could have very well have wasted my time doing it, but so far with the 11 and 9 POUND SPRING COMBINATION, things seem to be working well for me.
hope that helps

 

Are you using ECUflash?

I just ordered the parts to over my system into a blow through maf setup.

 

Paul was running 2, but now runs 1.