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I idolize you guys. You need a Synapse banner on that wall.
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6ix, we knew this comment would come up. The car is only at like 10-20% throttle to simulate highway cruising conditions. Watch the other videos to see how fast Synchronic BOV reacts to throttle actuation.
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I love the grinding on the casting from the other shop, what were they trying to do?
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I just watched your vid. Sounds good, might need a little fine tuning. Can you give us a ring at the office to talk about how you have the Synchronic setup? 858-457-1700
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The turbine A/R on this setup is considerably smaller than what you would run, for say, in drag racing. It is a drift car, so it needs to spool quick and be responsive. It has a T3/T4 60-1 with a .48 A/R (we didn't spec it). That is small. That engine would usually run a full T4. That said, the turbo was also on the way out. It was dropping quite a bit of oil. I think that the bearing section was going out as well. Under application though, the car never really experienced this surge because it was never under that much load at that RPM point on the track. That car spends most of its time spanking the rev limiter. We actually do have the wastegate opening early on this car now. There's more testing that needs to be done though. We pretty much called it a bad turbo at that point and moved on. We'll do more testing. And see what we can do to further eliminate this problem. Many times, tuning can also do plenty especially ignition timing and air/fuel. But remember that this is happening at wide open throttle and full load.
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no boost leak at any boost and improved throttle response
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Sorry, it is so quiet with the stock airbox that it wouldn't have mattered. When we get a car in with a cone air filter, we'll get it done.
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If you're talking about a recirculated system, you wouldn't go rich with a BOV leak since the discharge is going right back in. You would simply have decreased compressor and turbine efficiencies, leading to more heat and higher backpressures. Which is where the HP loss really comes from.
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Octane boost is only as good as how much the car's computer is taking away timing advance. If the computer thinks that you have bad gas, hot dry day, etc. it will take away, or retard ignition timing advance. This means a loss in HP. Putting in the octane boost, only brought the car to it's potential with good gas 220 HP. That's why we use that baseline to compare when we put on the BOV.
In today's modern computer controlled cars, quality of gas will make a big difference for power.
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193713, what are you talking about?
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$219 retail. Adapter flanges are additional.
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Some call it giggles. I stole that from Palmerblock
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The raw data is up on the Synapse Engineering forum www.synapseengineering.com/smf
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We know that the Synchronic BOVs don't leak. We were actually expecting a boost gain, so to see the 0.7 psi drop and make more power was a surprise. My hypothesis is the following: A leaky BOV unloads the compressor, overspinning it, which brings it into a non-ideal part of the compressor map. This decrease in efficiency leads to backpressure and lower compressor efficiency. Specifically, the increase in backpressure is dropping the engine's scavenging rate on the exhaust stroke. And that is where you see the 25 hp delta between a leaky and non-leaky BOV.
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It was only at 7 lbs of boost, I think that you would've been in the 700 range at 12 psi of boost
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woohoo, we made 25 hp with just the BOV. We were expecting zero gain, doesn't sound weak to me at all.
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Here's a vid of the run: http://www.youtube.com/watch?v=499OqGCNQ_0
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This car did 7.50s in the 1/4 mile in Australia! Pretty quick for a 13B we'll see what more he's got up his sleeve.
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That is surge. The fix is Synchronic BOV
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It also happens when your Blow-off valve doesn't open fast enough. Most turbos are designed for diesel's especially the big high performance ones that are used on race cars today, that's why they are so big. Diesels don't have throttles, so when you let off, there isn't that massive and shocking rise in pressure in the intercooler piping. With a throttle, it shuts so fast that pressure reverts back to the compressor, and pressure opposes the rotation of the turbo at 100,000 RPM, and that puts lots of load on the shaft, that's where the damage happens over time. The flutter sound is mechanically like a card in your bicycle's spokes.
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