waltermotorsport
Fresh Recruit
Is it safe to have watstegate chatter on a TD04 at 14psi or should I be running some sort of BOV/Dumpvalve?
Thanks!
Thanks!
is it safe on other turbos as its not a good thing on the ct9.
what about a tongs hybrid ct9?
I have just logged on, and 5 out of the first 20 new topics are about chatter,
Do a search, it is covered daily
it will be fine buddy, plenty ct9's running like that with no issues. I ran my tongs hybrid with no dv for a year with no issues
its a gray area but i say fuck it, do what you want... i havent heard of one case of turbo failure cause of people bunging up the pipe to get flutter.. but you do even have to bung up the pipe.. juat take vacuum of bov and put a bolt in vacuum pipe.. that or do what i did in the link above
The idea of a blow off valve or air bypass valve is to reduce some of the loss in the spooling performance of the turbo when the throttle is reopened after lifting off i.e. after a gear change. Lets take a full throttle gear change from 2nd to 3rd and break it down a little to see what's happening.
So, the throttle plate is wide open, the turbo is forcing air into the engine at it's maximum set pressure, the engine is reaching it's rev point from which the driver is required to change up into 3rd, the clutch is disengaged and the throttle plate is closed, at the moment the throttle plate is closed there will still be some compressed air or boost that remains in the intake system between the outlet of the turbo's compressor housing and the now closed throttle plate, this pressurised air will not just stay there waiting for the throttle plate to be reopened it'll start to escape through the only opening in the system, this opening is the intake side of the turbo's compressor housing via the still spinning compressor wheel, as the compressed air or boost passes back through the compressor wheel it makes a chopping or chattering sound and slows the wheel down in the process, 3rd gear is now selected by the driver, the clutch is engaged, the throttle plate is reopened and the turbo begins to spool again creating maximum boost pressure.
This scenario is not necessarily bad for the turbo, once the throttle plate has been closed there will only be a small amount of exhaust gas entering the turbo's turbine housing and so there will be very little energy there to maintain the speed of the turbine wheel. With the compressed air or boost passing back through the compressor wheel and no exhaust energy to spool the turbine wheel the turbo will begin to stall. Stall means the turbo slows down quite quickly, it doesn't actually stop spinning as the engine is still running and exhausting hot gases into the turbine housing. The problem here is when full boost is demanded from the turbo again and the driver has to wait for the turbo to spool back up from it's stalled speed, this is where the blow off valve or air bypass valve comes in.
Air bypass valve is a better description, as it's function is to allow compressed air or boost to bypass the compressor housing when exiting the intake system during closed throttle. Now the compressed air or boost is no longer passing back through the compressor housing it's also no longer causing the turbo to stall, so when full boost is demanded again by the driver the turbo is spinning at a faster speed than it would of been without the air bypass valve. This will reduce the time it takes to the turbo to reach full boost pressure again.
So in summary, you can run with or without a BOV and not have to worry about causing any damage to the turbo, but a BOV will provide some benefit towards the spool performance of the turbo.
Compressor stall does not cause any harm, but don't get that confused with compressor surge under load. Compressor surge when the engine is under load is very bad for the turbo but has no relation to the BOV.
The idea of a blow off valve or air bypass valve is to reduce some of the loss in the spooling performance of the turbo when the throttle is reopened after lifting off i.e. after a gear change. Lets take a full throttle gear change from 2nd to 3rd and break it down a little to see what's happening.
So, the throttle plate is wide open, the turbo is forcing air into the engine at it's maximum set pressure, the engine is reaching it's rev point from which the driver is required to change up into 3rd, the clutch is disengaged and the throttle plate is closed, at the moment the throttle plate is closed there will still be some compressed air or boost that remains in the intake system between the outlet of the turbo's compressor housing and the now closed throttle plate, this pressurised air will not just stay there waiting for the throttle plate to be reopened it'll start to escape through the only opening in the system, this opening is the intake side of the turbo's compressor housing via the still spinning compressor wheel, as the compressed air or boost passes back through the compressor wheel it makes a chopping or chattering sound and slows the wheel down in the process, 3rd gear is now selected by the driver, the clutch is engaged, the throttle plate is reopened and the turbo begins to spool again creating maximum boost pressure.
This scenario is not necessarily bad for the turbo, once the throttle plate has been closed there will only be a small amount of exhaust gas entering the turbo's turbine housing and so there will be very little energy there to maintain the speed of the turbine wheel. With the compressed air or boost passing back through the compressor wheel and no exhaust energy to spool the turbine wheel the turbo will begin to stall. Stall means the turbo slows down quite quickly, it doesn't actually stop spinning as the engine is still running and exhausting hot gases into the turbine housing. The problem here is when full boost is demanded from the turbo again and the driver has to wait for the turbo to spool back up from it's stalled speed, this is where the blow off valve or air bypass valve comes in.
Air bypass valve is a better description, as it's function is to allow compressed air or boost to bypass the compressor housing when exiting the intake system during closed throttle. Now the compressed air or boost is no longer passing back through the compressor housing it's also no longer causing the turbo to stall, so when full boost is demanded again by the driver the turbo is spinning at a faster speed than it would of been without the air bypass valve. This will reduce the time it takes to the turbo to reach full boost pressure again.
So in summary, you can run with or without a BOV and not have to worry about causing any damage to the turbo, but a BOV will provide some benefit towards the spool performance of the turbo.
Compressor stall does not cause any harm, but don't get that confused with compressor surge under load. Compressor surge when the engine is under load is very bad for the turbo but has no relation to the BOV.
The idea of a blow off valve or air bypass valve is to reduce some of the loss in the spooling performance of the turbo when the throttle is reopened after lifting off i.e. after a gear change. Lets take a full throttle gear change from 2nd to 3rd and break it down a little to see what's happening.
So, the throttle plate is wide open, the turbo is forcing air into the engine at it's maximum set pressure, the engine is reaching it's rev point from which the driver is required to change up into 3rd, the clutch is disengaged and the throttle plate is closed, at the moment the throttle plate is closed there will still be some compressed air or boost that remains in the intake system between the outlet of the turbo's compressor housing and the now closed throttle plate, this pressurised air will not just stay there waiting for the throttle plate to be reopened it'll start to escape through the only opening in the system, this opening is the intake side of the turbo's compressor housing via the still spinning compressor wheel, as the compressed air or boost passes back through the compressor wheel it makes a chopping or chattering sound and slows the wheel down in the process, 3rd gear is now selected by the driver, the clutch is engaged, the throttle plate is reopened and the turbo begins to spool again creating maximum boost pressure.
This scenario is not necessarily bad for the turbo, once the throttle plate has been closed there will only be a small amount of exhaust gas entering the turbo's turbine housing and so there will be very little energy there to maintain the speed of the turbine wheel. With the compressed air or boost passing back through the compressor wheel and no exhaust energy to spool the turbine wheel the turbo will begin to stall. Stall means the turbo slows down quite quickly, it doesn't actually stop spinning as the engine is still running and exhausting hot gases into the turbine housing. The problem here is when full boost is demanded from the turbo again and the driver has to wait for the turbo to spool back up from it's stalled speed, this is where the blow off valve or air bypass valve comes in.
Air bypass valve is a better description, as it's function is to allow compressed air or boost to bypass the compressor housing when exiting the intake system during closed throttle. Now the compressed air or boost is no longer passing back through the compressor housing it's also no longer causing the turbo to stall, so when full boost is demanded again by the driver the turbo is spinning at a faster speed than it would of been without the air bypass valve. This will reduce the time it takes to the turbo to reach full boost pressure again.
So in summary, you can run with or without a BOV and not have to worry about causing any damage to the turbo, but a BOV will provide some benefit towards the spool performance of the turbo.
Compressor stall does not cause any harm, but don't get that confused with compressor surge under load. Compressor surge when the engine is under load is very bad for the turbo but has no relation to the BOV.