picking up a boost controller! NEED HELP!!
Rotary Enthusiast
Joined: Nov 2002
Posts: 1,021
Likes: 2
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Apex'i AVC-R
Pro: Big diplay, tones of features, works great
Con: Must splice ECU harness, Takes time to program well.
Cost: $629
Source: A'pexi USA (714) 685-5700 www.apexi-usa.com
Asthetics: Nice big display, simple interface, clean design, big buttons.
Ease of Installation: Splicing wires into a ECU harness can get hairy, but the instructions show wire locations for most Japanese cars.
Clairity of Instructions: Big fat book in english, Diagrams and flowcharts are intutitive, isntallation instructions avabile on web site
Features: Fixed boost, repm-based boost control, scramble up and down, auxiliary instrumentation for rpm, speed, TPS, duty cycle, boost. Data logging and reply, peak/hold display.
Support: Good on phone, answered questions
Notes:
A'pexi suggests haveing the AVC-R installed at one of its authorized Power Excel Shops. This might be a good idea, as spicing into the car's ECU harness to intercept engine speed/injector pulse width, throttle position, speed, power, and ground are required to get the most out of the unit. Wiring in a momentary switch, which is not provided, is also required to take advantage of the scramble mode. If you're comfortable digging through the dwash, and making good clean electrical connections, you should have no trouble installing the unit yourself. A'pexi includes ECU pin-out diagrams fro most popular Japanese makes.
A single solinoid regualrest the signla going to the wastegate, and a separate MAP sensor can be placed whever it's convenient. THe quality of the compenents is first rate, with waterproff connectors used for all engine compartment junctions. About the most annoying thing in the world is not having the right vacuum "T" fitting when trying to install your new toyo at 1am. A'pei comes through with a vast goodie-bag of T-fittings and hose clamps. Also of note are the vehicle specific install diagrams for the Twin-turbo Supra and RX-7, which interestingly recommend rerouting the turbos to run in parallel.
The control unit iself is handsome, with a huge vacuum flourescnet display that's easily viewed from all angles and auto-dims in low light conditions. Contrast is adjustable from a submenu. An adjustable bracket simplifies mounting on unvent surfaces.
Basic programming and operation are straightforward with a little guidance from the 57-page English manual. The menu-driven interface is clear and intuitivbe. A'pexi has put a considerable effort into documenting its product and it shows. The two boost settings can be independently programmed, retained, and switched between as desired. Bost can either be set at a fixed level, or allowed to vary with rpm. Additionally, a separtate scramble configuration is available for each setting to raise or lower the boost t he the touch of a button (any button you wnat, as the unit just looks for a signal wire to be grounded).
Monitor mode provides a number of methods to desplay and log all the sensor data available to the AVC-R. A maximum of four digital numbers, two simulated analog dials, or a single line grpah can be displayed. MAximum log time is 60 seconds. A peak hold function is also vailable for all displayed data.
Out of the boxt the AVC-R worked fine on our Eclipse. Boost response was good, but as we tried for more, things got a little weird. Getting the most out of the unit takes either lucky guessing, or real tuning time. First you set the boost, then duty, Ne-point, F/C spped,... while the AVC-R is supposed to tune itself, it seems tthe brunt of hte work is on your shoulders. If you like to fiddle with things, you'll be in heaven.
Source: Sport Compact Car Magazine, July 2002, Volume 14, No.07
Con: Must splice ECU harness, Takes time to program well.
Cost: $629
Source: A'pexi USA (714) 685-5700 www.apexi-usa.com
Asthetics: Nice big display, simple interface, clean design, big buttons.
Ease of Installation: Splicing wires into a ECU harness can get hairy, but the instructions show wire locations for most Japanese cars.
Clairity of Instructions: Big fat book in english, Diagrams and flowcharts are intutitive, isntallation instructions avabile on web site
Features: Fixed boost, repm-based boost control, scramble up and down, auxiliary instrumentation for rpm, speed, TPS, duty cycle, boost. Data logging and reply, peak/hold display.
Support: Good on phone, answered questions
Notes:
A'pexi suggests haveing the AVC-R installed at one of its authorized Power Excel Shops. This might be a good idea, as spicing into the car's ECU harness to intercept engine speed/injector pulse width, throttle position, speed, power, and ground are required to get the most out of the unit. Wiring in a momentary switch, which is not provided, is also required to take advantage of the scramble mode. If you're comfortable digging through the dwash, and making good clean electrical connections, you should have no trouble installing the unit yourself. A'pexi includes ECU pin-out diagrams fro most popular Japanese makes.
A single solinoid regualrest the signla going to the wastegate, and a separate MAP sensor can be placed whever it's convenient. THe quality of the compenents is first rate, with waterproff connectors used for all engine compartment junctions. About the most annoying thing in the world is not having the right vacuum "T" fitting when trying to install your new toyo at 1am. A'pei comes through with a vast goodie-bag of T-fittings and hose clamps. Also of note are the vehicle specific install diagrams for the Twin-turbo Supra and RX-7, which interestingly recommend rerouting the turbos to run in parallel.
The control unit iself is handsome, with a huge vacuum flourescnet display that's easily viewed from all angles and auto-dims in low light conditions. Contrast is adjustable from a submenu. An adjustable bracket simplifies mounting on unvent surfaces.
Basic programming and operation are straightforward with a little guidance from the 57-page English manual. The menu-driven interface is clear and intuitivbe. A'pexi has put a considerable effort into documenting its product and it shows. The two boost settings can be independently programmed, retained, and switched between as desired. Bost can either be set at a fixed level, or allowed to vary with rpm. Additionally, a separtate scramble configuration is available for each setting to raise or lower the boost t he the touch of a button (any button you wnat, as the unit just looks for a signal wire to be grounded).
Monitor mode provides a number of methods to desplay and log all the sensor data available to the AVC-R. A maximum of four digital numbers, two simulated analog dials, or a single line grpah can be displayed. MAximum log time is 60 seconds. A peak hold function is also vailable for all displayed data.
Out of the boxt the AVC-R worked fine on our Eclipse. Boost response was good, but as we tried for more, things got a little weird. Getting the most out of the unit takes either lucky guessing, or real tuning time. First you set the boost, then duty, Ne-point, F/C spped,... while the AVC-R is supposed to tune itself, it seems tthe brunt of hte work is on your shoulders. If you like to fiddle with things, you'll be in heaven.
Source: Sport Compact Car Magazine, July 2002, Volume 14, No.07
Rotary Enthusiast
Joined: Nov 2002
Posts: 1,021
Likes: 2
From: -
Blitz SBC i-D
Pro: Super-smooth interface, great display options, works awesome
Con: Lame scramble boost feature, non-standard vacuum fitting
Cost: $669, Power Meter i-D $298
Source: Blitz USA (714) 777-9766 www.blitz-na.com
Asthetics: Small and simple
Ease of Installation: Power and ground, boost line into the cabin, plus some stupid pressure fittings.
Clairity of Instructions: Not really needed, which is good since they kinda suck. Available on the web site.
Features: Four boost settings; Laggy (auto) re responsive (manual) boost mode; overboost warning and protection; sorta-though-not-really scramble boost; peak-hold boost display; choice of boost units (psi, bar, kg/cm2, and kPa); three alternate data input channels for display of digital or voltage readings (TPS, MAF, 02, etc), logging and replay of boost and optional channels.
Support: Great on the phone, Happily answered all questions
Notes:
The SBC i_D is compoased of three parts; a hread unit, control unit and solenoid assembly. The solenoid assembly consists of two solenoids which can be operated either sequentially or in parallel, which Blitz claims gives the product an edge in both response and maximum boost authority. The control unit is scarcely larger than a deck of cards and can be mounted out of the way in the cabin. Manifold pressure is routed with supplied hardware to a small an somewhat fragile Reflon hose on the control unit. An optional harness is available which plugs inot the control unit and allows for the display of three analog or digital signals such as MAF voltage, coolant temp, injector pulse-width, etc. This data can then be displayed numberically, as a bar graph , or logged over time.
The head unit fits neatly into most car stereo openings. If installing the Power Meter i-D, the two sit edge-to-edge to fill the slot. Lik eit's name implies, the optional Power Meter offers and idea of the power output of the vehicle based on a number of input parameters along with speed data from the car's ECU.
Using the SBC i-D is a breeze, with nearly all navigation and adjustmens made through a single dial. Rotate the dial to scroll up or down a menu, depress the dial to select, rotate the dial to make your change, despress the dial to enter the change.
The SVC i-D has two distinct modes o boost control. The Auto mode allows you to simply dial in a boost level and be on your merry way. The control unit watches the boost and carefully raises it to the target pressure. Your first time out, the turbo is going to be laggy, but with each subsequent run the boost with build faster. In our testing, the unit learned quickly and dramatically. The second mode is Manual, and allows the boost set point and gain to be individually tweaked for desired response.
With just a little work we were able to post th sharpest boost responce of the test. Four programmable "channels" are available to save your different boost settings. With the Power Meter i-D, boost can also be mapped to mph in four discrete steps. In the event of an over-boost condition, a warning mode can flash the screen red, activate an audible alarm and reduce the boost a set amount.
The scramble boost feature on the SBC i-D is an unique one, shared with Blitz's DSBC spec-R. Rather than having ab utton or switch to toggle a different boost level for some set amount of time, the system activates every time you go from vacuum to boost. The unit scrambles to a different channel where the boost can either be raised or lowered. Once scramble times out you need to drop into vacuum again to reactivate th escramble mode. Blitz clams this system was designed for a circuit-racing environment. We don't get it. Luckily it can be disabled.
Source: Sport Compact Car Magazine, July 2002, Volume 14, No.07
Con: Lame scramble boost feature, non-standard vacuum fitting
Cost: $669, Power Meter i-D $298
Source: Blitz USA (714) 777-9766 www.blitz-na.com
Asthetics: Small and simple
Ease of Installation: Power and ground, boost line into the cabin, plus some stupid pressure fittings.
Clairity of Instructions: Not really needed, which is good since they kinda suck. Available on the web site.
Features: Four boost settings; Laggy (auto) re responsive (manual) boost mode; overboost warning and protection; sorta-though-not-really scramble boost; peak-hold boost display; choice of boost units (psi, bar, kg/cm2, and kPa); three alternate data input channels for display of digital or voltage readings (TPS, MAF, 02, etc), logging and replay of boost and optional channels.
Support: Great on the phone, Happily answered all questions
Notes:
The SBC i_D is compoased of three parts; a hread unit, control unit and solenoid assembly. The solenoid assembly consists of two solenoids which can be operated either sequentially or in parallel, which Blitz claims gives the product an edge in both response and maximum boost authority. The control unit is scarcely larger than a deck of cards and can be mounted out of the way in the cabin. Manifold pressure is routed with supplied hardware to a small an somewhat fragile Reflon hose on the control unit. An optional harness is available which plugs inot the control unit and allows for the display of three analog or digital signals such as MAF voltage, coolant temp, injector pulse-width, etc. This data can then be displayed numberically, as a bar graph , or logged over time.
The head unit fits neatly into most car stereo openings. If installing the Power Meter i-D, the two sit edge-to-edge to fill the slot. Lik eit's name implies, the optional Power Meter offers and idea of the power output of the vehicle based on a number of input parameters along with speed data from the car's ECU.
Using the SBC i-D is a breeze, with nearly all navigation and adjustmens made through a single dial. Rotate the dial to scroll up or down a menu, depress the dial to select, rotate the dial to make your change, despress the dial to enter the change.
The SVC i-D has two distinct modes o boost control. The Auto mode allows you to simply dial in a boost level and be on your merry way. The control unit watches the boost and carefully raises it to the target pressure. Your first time out, the turbo is going to be laggy, but with each subsequent run the boost with build faster. In our testing, the unit learned quickly and dramatically. The second mode is Manual, and allows the boost set point and gain to be individually tweaked for desired response.
With just a little work we were able to post th sharpest boost responce of the test. Four programmable "channels" are available to save your different boost settings. With the Power Meter i-D, boost can also be mapped to mph in four discrete steps. In the event of an over-boost condition, a warning mode can flash the screen red, activate an audible alarm and reduce the boost a set amount.
The scramble boost feature on the SBC i-D is an unique one, shared with Blitz's DSBC spec-R. Rather than having ab utton or switch to toggle a different boost level for some set amount of time, the system activates every time you go from vacuum to boost. The unit scrambles to a different channel where the boost can either be raised or lowered. Once scramble times out you need to drop into vacuum again to reactivate th escramble mode. Blitz clams this system was designed for a circuit-racing environment. We don't get it. Luckily it can be disabled.
Source: Sport Compact Car Magazine, July 2002, Volume 14, No.07
Rotary Enthusiast
Joined: Nov 2002
Posts: 1,021
Likes: 2
From: -
GReddy Profec-B
Pro: Super simple, works great.
Con: Sensitive *****.
Cost: $420 in black, $399 in blue, remote switch: $128
Source: GReddy Performance Products Inc. (949) 588-8300 www.greddy.com
Asthetics: Looks like an Xmas tree ornament
Ease of Installation: Yes.
Clairity of Instructions: Fine. Available on web site.
Features: High, low boost, adjustable response.
Support: Grrrreat!
Notes:
Profec stands for Pressure Offensive Controller. What that means we're not really sure, and we don't really car. The PRofect-B is really good. GReddy's "basic" model features a dual solenoid design similar to the Blitz SBC i-D. The solenoid assembly is somewhat bulky, but mounts easiliy enough in the engine compartment. An additional pressure signal must be brough to the back of the control unit in the cabin. Our tester came housed in a translucent blue case, which lets you see all the lectronic bits inside. When lit up at night, it looks like a cross between a UFO and a holiday ornament. Basic black is available for a few bucks more.
Where the PRofec-A must be trained in the ways of your turbo, the B model comes out of the box smart. GReddy specifically recommends this unit for sequential cars and problem cases. STraight-away boost is responsive, though further tuning can be made with with the balance dial. High and low boost each get their own dial, all of which normally sit flush, and pop out for adjustment. Toggling between high and low boost is accomplished either by the mode button on the control unit, or through the use of GReddy's optional wireless remote switching system. Mount it on your steering wheel, shifter, key chain, or girlfriend.
Source: Sport Compact Car Magazine, July 2002, Volume 14, No.07
Con: Sensitive *****.
Cost: $420 in black, $399 in blue, remote switch: $128
Source: GReddy Performance Products Inc. (949) 588-8300 www.greddy.com
Asthetics: Looks like an Xmas tree ornament
Ease of Installation: Yes.
Clairity of Instructions: Fine. Available on web site.
Features: High, low boost, adjustable response.
Support: Grrrreat!
Notes:
Profec stands for Pressure Offensive Controller. What that means we're not really sure, and we don't really car. The PRofect-B is really good. GReddy's "basic" model features a dual solenoid design similar to the Blitz SBC i-D. The solenoid assembly is somewhat bulky, but mounts easiliy enough in the engine compartment. An additional pressure signal must be brough to the back of the control unit in the cabin. Our tester came housed in a translucent blue case, which lets you see all the lectronic bits inside. When lit up at night, it looks like a cross between a UFO and a holiday ornament. Basic black is available for a few bucks more.
Where the PRofec-A must be trained in the ways of your turbo, the B model comes out of the box smart. GReddy specifically recommends this unit for sequential cars and problem cases. STraight-away boost is responsive, though further tuning can be made with with the balance dial. High and low boost each get their own dial, all of which normally sit flush, and pop out for adjustment. Toggling between high and low boost is accomplished either by the mode button on the control unit, or through the use of GReddy's optional wireless remote switching system. Mount it on your steering wheel, shifter, key chain, or girlfriend.
Source: Sport Compact Car Magazine, July 2002, Volume 14, No.07
Boost Controller
Great info Bridgport. It was suggested that the best to get was the Blitz for building boost fast. I can see by the article that the person was correct. Thanks for taking the time to type in the above information.
At least one person appreciates your work.
Allan
At least one person appreciates your work.
Allan
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