VTA BOV on Lancer
If you want to make the stock one (or rather the one that comes with the kit) louder, try opening up the intake side some more. Do you have a bored TB and IM? I know with the evos and the WRXs if you replace the stock airbox the DV becomes very audible.
Well those things might make it a bit louder, at the very least they'll add power. I have a stock IM I can give you for cheap (ie. you pay shipping) cause god knows I don't need it. You could then either port and polish it yourself or get it done professionally, should save you some money that way. Then get the TB from RRM and you're set.
Funny, I just saw this thread right above yours...so thought you might like to ckeck it out ( https://www.evolutionm.net/forums/sh...d.php?t=285699 ).
Evolving Member
Joined: Nov 2006
Posts: 390
Likes: 0
From: boostville
As for the comment on the bad idle, its because your leaking air that should be going into the engine at idle, THUS THE REASON FOR A TWIN PISTON OR SSQV. These will keep the bov closed at idle and keep the car from running rich between shifts. These valves can only be opened if there is pressure in the ic pipes.
And? We don't know what other mods that guy has and we don't know if he has problems. Given that he is running a TIAL BOV and given his general attitude on NASIOC he probably has a heavily modified car and may indeed by using a MAP system.
What about between shifts? How does it keep it from running rich between shifts if it is still getting rid of metered air?
At this point I don't care because it's basically your word against hundreds on evom, thousands on NASIOC, as well as the countless threads you can find online showing the problems of using a VTA BOV on a MAF equipped car. I don't usually like to play the numbers game but in this case you don't stand a chance. If an evo tuner says not to use them, I'd tend to agree. When I searched VTA BOV it was literally vendor after vendor saying not to use them.
What about between shifts? How does it keep it from running rich between shifts if it is still getting rid of metered air?
At this point I don't care because it's basically your word against hundreds on evom, thousands on NASIOC, as well as the countless threads you can find online showing the problems of using a VTA BOV on a MAF equipped car. I don't usually like to play the numbers game but in this case you don't stand a chance. If an evo tuner says not to use them, I'd tend to agree. When I searched VTA BOV it was literally vendor after vendor saying not to use them.
Evolving Member
Joined: Nov 2006
Posts: 390
Likes: 0
From: boostville
From Mike@Forge, what i currently run.
Dual Piston:
Our dual-piston type valves are only for those applications which can accept the use a valve that will vent at throttle lift, however, it should be noted that, the dual piston design (which I will explain below) prevents the valves from being open at idle, yet does not suffer some of the same issues as those mentioned above for the HKS valve.
The dual piston valves, while being compatible with both Speed Density and MAP engine management systems, are also designed to aid in compatibility with those rare MAF applications that are tuned to allow for the use of an atmospheric valve, however, we make no guarantees to compatibility with all MAF applications.
At idle or under vacuum, only the main piston is "pulled" open by the vacuum from the intake manifold. Since the secondary piston, however, is counter balanced against the main piston with a smaller spring, it remains sealed preventing the minimal amount of already metered pressure within the intercooler piping at idle from escaping the system.
Under load/boost, both pistons are "pushed" closed by the main spring pressure and pressure reference from the intake manifold, thus creating a seal and holding boost.
At throttle lift, though, the return of the intake manifold to vacuum will "pull" the main piston open and the residual charge pressure will "push" the secondary piston open, allowing the air to be vented without any issue.
I have worked up somewhat of a diagram below:
But for people that rather not risk it or just be a little louder, the Forge Splitter is a hybrid valve i mentioned in my first post. If only vents about 10% of the air and that port will be closed at idle. This means that you wont have idle issues or any rich issues. I own this one also and it has a clean blow off and a good bit louder than a dv. The best thing is that it is easily adj for the person before that couldnt get the greddy to work.
Dual Piston:
Our dual-piston type valves are only for those applications which can accept the use a valve that will vent at throttle lift, however, it should be noted that, the dual piston design (which I will explain below) prevents the valves from being open at idle, yet does not suffer some of the same issues as those mentioned above for the HKS valve.
The dual piston valves, while being compatible with both Speed Density and MAP engine management systems, are also designed to aid in compatibility with those rare MAF applications that are tuned to allow for the use of an atmospheric valve, however, we make no guarantees to compatibility with all MAF applications.
At idle or under vacuum, only the main piston is "pulled" open by the vacuum from the intake manifold. Since the secondary piston, however, is counter balanced against the main piston with a smaller spring, it remains sealed preventing the minimal amount of already metered pressure within the intercooler piping at idle from escaping the system.
Under load/boost, both pistons are "pushed" closed by the main spring pressure and pressure reference from the intake manifold, thus creating a seal and holding boost.
At throttle lift, though, the return of the intake manifold to vacuum will "pull" the main piston open and the residual charge pressure will "push" the secondary piston open, allowing the air to be vented without any issue.
I have worked up somewhat of a diagram below: