Electronic Boost Controller Comparison Chart
02-03-12, 07:24 AM
#51
If it's fast I'm There
iTrader: (24)
Join Date: Nov 2005
Location: Waxhaw, NC
Posts: 852
Likes: 0
Received 0 Likes
on
0 Posts
I'm ready to pull the trigger today and your opinion is welcomed.
It is either the Greddy Profec-S or the Turbosmart Eboost Street.
The Greddy Profec-S price is $280.00 (used) and $340.00 (new)
The Turbosmart Eboost Street can be had for $270.00 (NEW) shipped to my door.
Thanks again Arghx for all the solid advise and reviews.
I have had a hard time finding anyone who actually runs the Eboost Street.
If Mike Mike Murillo runs Turbosmart it must be Gold
http://youtu.be/_VtTk7x8syA
It is either the Greddy Profec-S or the Turbosmart Eboost Street.
The Greddy Profec-S price is $280.00 (used) and $340.00 (new)
The Turbosmart Eboost Street can be had for $270.00 (NEW) shipped to my door.
Thanks again Arghx for all the solid advise and reviews.
I have had a hard time finding anyone who actually runs the Eboost Street.
If Mike Mike Murillo runs Turbosmart it must be Gold
http://youtu.be/_VtTk7x8syA
02-04-12, 07:25 AM
#52
He's just kind of repeating marketing stuff in that video. It's not a "universal" boost controller, not in 2012. Lots of the newest cars use vacuum or electrically controlled wastegates from the factory, and the Turbosmart won't work with those types of gates. That's just me quibbling though--nobody is really looking to put an aftermarket boost controller on their Sonata or brand new M5.
It has good features for the price (more features than the Profec-S) but the Profec-S is simpler to configure. The Profec-S (and its discontinued sibling, the old Profec-B) is the closest to a manual boost controller you can get in terms of how you use it on a daily basis. So it's a tradeoff of features and adjustability versus sheer simplicity.
Either one will be fine, it comes down to the application and your personal preferences.
It has good features for the price (more features than the Profec-S) but the Profec-S is simpler to configure. The Profec-S (and its discontinued sibling, the old Profec-B) is the closest to a manual boost controller you can get in terms of how you use it on a daily basis. So it's a tradeoff of features and adjustability versus sheer simplicity.
Either one will be fine, it comes down to the application and your personal preferences.
03-31-13, 06:43 AM
#53
Full Member
Join Date: Jan 2011
Location: Sweden
Posts: 94
Likes: 0
Received 0 Likes
on
0 Posts
OKej.. just skimmed true this thread, and not findind what I search? at least not a STRAIGHT answer :P
just done a Singelbuild, and got ahed and ordered a MAC valve... thought I was getting smart...
but now I'm getting unsure, can I plug in the MAC valve to the PFC and get a "great" boost control? and if so how routing and setup in the pfc?
A buddy of mine back home said just yesterday that with the mac valve connected, the pcf boost controlling gets haywire...?
just done a Singelbuild, and got ahed and ordered a MAC valve... thought I was getting smart...
but now I'm getting unsure, can I plug in the MAC valve to the PFC and get a "great" boost control? and if so how routing and setup in the pfc?
A buddy of mine back home said just yesterday that with the mac valve connected, the pcf boost controlling gets haywire...?
03-31-13, 10:54 AM
#56
I'm subscribing to this one. I'm going to be tuning a single equipped with an E-Boost 2 next week, and I anticipate a frantic "How the %^&* does this work?" about the E-Boost controller, PM to Arghx in my crystal ball....
03-31-13, 09:36 PM
#57
see this thread: https://www.rx7club.com/single-turbo...ontrol-900599/ and don't forget the note from Banzai Racing in post #50
basic strategy I would try first: alternate between increasing SP & GP, then as you get close to reaching your intended boost levell, raise SN incrementally.
basic strategy I would try first: alternate between increasing SP & GP, then as you get close to reaching your intended boost levell, raise SN incrementally.
04-01-13, 06:04 AM
#58
Full Member
Join Date: Jan 2011
Location: Sweden
Posts: 94
Likes: 0
Received 0 Likes
on
0 Posts
[QUOTE=arghx;11424593]see this thread: https://www.rx7club.com/single-turbo...ontrol-900599/ and don't forget the note from Banzai Racing in post #50
Yeah found that thread this morning. But, so, eäthat is what my buddy said, when seq off it screws up... So ceep in in seq, OR plug it to precontrol...?
Have stripped my harness, and the precontroll was ripped off...
Perhaps could cut the wires down by the ecu and put to the precontrol pins instead?
am I getting it correct? :-)
Yeah found that thread this morning. But, so, eäthat is what my buddy said, when seq off it screws up... So ceep in in seq, OR plug it to precontrol...?
Have stripped my harness, and the precontroll was ripped off...
Perhaps could cut the wires down by the ecu and put to the precontrol pins instead?
am I getting it correct? :-)
04-02-13, 08:00 PM
#59
[QUOTE=Wolf_;11424876]
Christ at Banzai Racing says you can hook it into the precontrol and turn off Sequential Turbo control. I haven't done it myself, but I have no reason to doubt him.
see this thread: https://www.rx7club.com/single-turbo...ontrol-900599/ and don't forget the note from Banzai Racing in post #50
Yeah found that thread this morning. But, so, eäthat is what my buddy said, when seq off it screws up... So ceep in in seq, OR plug it to precontrol...?
Have stripped my harness, and the precontroll was ripped off...
Perhaps could cut the wires down by the ecu and put to the precontrol pins instead?
am I getting it correct? :-)
Yeah found that thread this morning. But, so, eäthat is what my buddy said, when seq off it screws up... So ceep in in seq, OR plug it to precontrol...?
Have stripped my harness, and the precontroll was ripped off...
Perhaps could cut the wires down by the ecu and put to the precontrol pins instead?
am I getting it correct? :-)
06-16-13, 09:53 PM
#60
I'd like to update this thread regarding the HKS EVC-S. I have scans of the instructions here and I'd like to clarify something. In the first page of this thread, I was arguing that these controllers all work in the same basic way. The EVC-S is no exception. It's very much like the Profec Spec II or the Turbosmart E-boost in terms of the settings it has. Let's take a look at the parameters we have to set:
If we compare these values to my chart in post #1 of this thread, we have:
Off set value = baseline duty cycle
Response value = feedback
Over boost value = wastegate opening pressure
For boost spike protection, you will use the Warning value and the drop value. Try setting the drop value at half the value you are using for Offset. For now set warning value at intended peak boost pressure + 1 or 2 psi.
The instructions provided by HKS are for the most part confusing. I do not agree with their actual written-out step by step guide, so I won't post it here. If you have a way to record data (Power FC or other engine management system) it will be a lot easier to tune this controller. Now I will simply give the same advice I gave on the first page of this thread:
Begin by setting all your values (but not Warning and Drop value) as close to 0 as possible.
Do one pull to confirm everything is ok.
Set the over boost value (wastegate opening pressure) as something low, like 4psi. Set offset at about 20%. Keep gain at 0.
Alternate between raising offset (which is a %) and Overboost (which is in pressure units) as you do your testing. You might do 10% at a time initially for offset, and 2psi at a time for overboost. When your observed peak boost is a little bit below your intended level, start raising the response value, maybe 15% at a time initially. Then you may have to go back and tweak it some.
If you are spiking, it is most likely because response value (the feedback setting) or the overboost setting (wastegate opening pressure) are too high. This chart provided in the instructions is useful:
If we compare these values to my chart in post #1 of this thread, we have:
Off set value = baseline duty cycle
Response value = feedback
Over boost value = wastegate opening pressure
For boost spike protection, you will use the Warning value and the drop value. Try setting the drop value at half the value you are using for Offset. For now set warning value at intended peak boost pressure + 1 or 2 psi.
The instructions provided by HKS are for the most part confusing. I do not agree with their actual written-out step by step guide, so I won't post it here. If you have a way to record data (Power FC or other engine management system) it will be a lot easier to tune this controller. Now I will simply give the same advice I gave on the first page of this thread:
Begin by setting all your values (but not Warning and Drop value) as close to 0 as possible.
Do one pull to confirm everything is ok.
Set the over boost value (wastegate opening pressure) as something low, like 4psi. Set offset at about 20%. Keep gain at 0.
Alternate between raising offset (which is a %) and Overboost (which is in pressure units) as you do your testing. You might do 10% at a time initially for offset, and 2psi at a time for overboost. When your observed peak boost is a little bit below your intended level, start raising the response value, maybe 15% at a time initially. Then you may have to go back and tweak it some.
If you are spiking, it is most likely because response value (the feedback setting) or the overboost setting (wastegate opening pressure) are too high. This chart provided in the instructions is useful:
11-16-13, 07:35 PM
#61
Ok, im not electronically savvy in any way, and don't have the first clue what "open" or "closed loop" means.
I just want to something that will keep the wastegate shut until the desired boost level more effectively than an MBC, and that is cost effective; ie; "cheap and cheerful" without unneccisary features and is small and unobtrusive.
Which ones should I be looking at? Any suggestions?
Is this one ok?
NEW Genuine Gizzmo 3 5BAR 50PSI MS IBC Msibc Electronic Boost Controller | eBay
I just want to something that will keep the wastegate shut until the desired boost level more effectively than an MBC, and that is cost effective; ie; "cheap and cheerful" without unneccisary features and is small and unobtrusive.
Which ones should I be looking at? Any suggestions?
Is this one ok?
NEW Genuine Gizzmo 3 5BAR 50PSI MS IBC Msibc Electronic Boost Controller | eBay
Last edited by WANKfactor; 11-16-13 at 07:40 PM.
11-16-13, 10:46 PM
#63
The basic MS-IBC will do what you are describing. Most people approach boost control and tuning as "I want to do x as simply as possible." You are giving up features and a certain amount of control with a simple setup, but that could be fine for your application.
08-18-15, 07:53 PM
#65
So I just came across this Cortex electronic boost controller. I hadn't heard of it before, but from looking at their site's screenshots the software looks very well done.
I haven't had the chance to use it yet but its capabilities are similar to an Apex'i AVC-R but it's much more modern and is programmed with a laptop. It's got switchable outputs you could use for water/meth injection.
in the basic mode you pick a target boost per gear, a baseline duty cycle number, and a global set of gains (PID algorithm for those familiar with the term) for all gears, . There are also boost limit settings per gear.
Then there's a mode that adds rpm adjustment per gear plus a mode that adds a throttle position axis to the maps and separate gain settings per gear.
I haven't gotten a chance to use it yet, but if you are looking for a different option with a laptop interface this would be something to check out.
I haven't had the chance to use it yet but its capabilities are similar to an Apex'i AVC-R but it's much more modern and is programmed with a laptop. It's got switchable outputs you could use for water/meth injection.
in the basic mode you pick a target boost per gear, a baseline duty cycle number, and a global set of gains (PID algorithm for those familiar with the term) for all gears, . There are also boost limit settings per gear.
Then there's a mode that adds rpm adjustment per gear plus a mode that adds a throttle position axis to the maps and separate gain settings per gear.
I haven't gotten a chance to use it yet, but if you are looking for a different option with a laptop interface this would be something to check out.
09-14-15, 08:18 AM
#66
So I just came across this Cortex electronic boost controller. I hadn't heard of it before, but from looking at their site's screenshots the software looks very well done.
I haven't had the chance to use it yet but its capabilities are similar to an Apex'i AVC-R but it's much more modern and is programmed with a laptop. It's got switchable outputs you could use for water/meth injection.
in the basic mode you pick a target boost per gear, a baseline duty cycle number, and a global set of gains (PID algorithm for those familiar with the term) for all gears, . There are also boost limit settings per gear.
Then there's a mode that adds rpm adjustment per gear plus a mode that adds a throttle position axis to the maps and separate gain settings per gear.
I haven't gotten a chance to use it yet, but if you are looking for a different option with a laptop interface this would be something to check out.
I haven't had the chance to use it yet but its capabilities are similar to an Apex'i AVC-R but it's much more modern and is programmed with a laptop. It's got switchable outputs you could use for water/meth injection.
in the basic mode you pick a target boost per gear, a baseline duty cycle number, and a global set of gains (PID algorithm for those familiar with the term) for all gears, . There are also boost limit settings per gear.
Then there's a mode that adds rpm adjustment per gear plus a mode that adds a throttle position axis to the maps and separate gain settings per gear.
I haven't gotten a chance to use it yet, but if you are looking for a different option with a laptop interface this would be something to check out.
01-18-16, 08:12 PM
#71
This may be the wrong forum for the question, my apologies...I have been digging for hours now and haven't quite found what I am looking for. After a rebuild on my car, new motor/port, pt6266, several other fuel and cooling upgrades I am going to be needing a new tune on PFC upon completion.
The question here is, whether it is best to zero out the EVC-S, tune, and then reapply the EVC to suit my needs? Or is there is a different/better order, if they should be done simultaneously, or if it matters at all which is set first?
Any help or direction on where to find the correct process is appreciated. Thanks
The question here is, whether it is best to zero out the EVC-S, tune, and then reapply the EVC to suit my needs? Or is there is a different/better order, if they should be done simultaneously, or if it matters at all which is set first?
Any help or direction on where to find the correct process is appreciated. Thanks
01-20-16, 10:05 AM
#72
zero it out. The EVC needs to be adjusted at the same time as the PFC is tuned for higher loads. Basically it needs to be tuned on base spring pressure with the EVC off/zero'd out, then the EVC needs to be adjusted to raise the boost, while the fuel and spark are tuned at the same time.
Last edited by arghx; 01-20-16 at 10:07 AM.
based, boost, build, colour, comparison, control, controller, cpntroller, diagram, ebay, electronic, fd, gear, manual, rx7, rx7club, wire
