Electronic Boost Controller Comparison Chart
05-03-11, 02:38 PM
#1
Electronic Boost Controller Comparison Chart
See my other articles:
Sequential Turbos Demystified
FD Emissions control systems
FD cooling fan control system
Power FC Commander tuning
also, PM me about Power FC tuning group and notes.
Now, Perrin has a great introduction to boost control systems in their article Boost Control Explained. The OEM Mazda system uses a 2 port solenoid system and these aftermarket controllers mostly use a 3 port solenoid.
A common question asked is, “Which electronic boost controller should I get?” A lot of that comes down to price and preference. Believe it or not, aftermarket external electronic boost controllers tend to be pretty similar across makes and models. The components are similar, the control systems are similar, and the process of tuning the controller is also similar. Here I am presenting a comparison chart between the most common aftermarket electronic boost controllers currently available. To illustrate how similar many electronic boost controllers really are, the chart shows the different names each model uses for basically the same type of setting or function. For example, the AEM Tru Boost adjusts the wastegate opening pressure with the “SPr” aka “spring” setting. The Greddy Profec B Spec II adjusts the wastegate opening pressure with the SET GAIN aka “Start Boost” setting. Some controllers have functions completely missing: AEM Tru Boost doesn’t have a feedback setting, and the Blitz controllers do not have a wastegate opening pressure setting. Make sure you read the instructions of a particular boost controller before you go using it.
Although it is not a separate boost controlling device, I did put the Power FC into this chart because its boost control system is simple to adjust. I did not include other standalones such as Haltech and AEM EMS due to the complexity of setting them up. I also didn’t include the old Greddy Profec B and the older HKS EVC units (anything besides EVC-S) because they use stepper motors and that is not a common design anymore.
Basic Settings
Baseline duty cycle - this is a value usually from 0 to 99 which sets a baseline ratio of ON to OFF time for the solenoid. The boost controller rapidly cycles the solenoid. When the solenoid is ON, it is operating in a way that works to keep the wastegate shut . A higher value here corresponds to higher boost levels. You should start near 0 for this setting.
Wastegate opening pressure - This is the pressure at which the wastegate is allowed to open. If the current boost level is below this value, the gate will be stay shut. The higher you set this value, the more you will improve your spool, but at an increased risk of spiking. If this value is set too high it can lead to spikes or oscillations. You should start near 0 for this setting.
Feedback – Without getting too technical, this is a correcting feature of the boost controller which usually 1) improves initial spool and 2) reduces the amount that the boost falls off at high rpms . If this value is set too high it can lead to spikes or oscillations. Feedback is NOT the same as “self learning.” Self-learning features basically attempt to do the work of tuning the controller for you. Feedback is actually another parameter for you to tune and should not be confused with self-learning features. You should start by setting this value at or near 0.
Overboost protection – This should not be confused with an overboost warning. Many controllers will illuminate or sound an audible alarm, but the alarm itself just alerts the driver of a problem. The overboost protection could be a completely separate or a separate but related function to the overboost warning.
On an external EBC the overboost protection function of the controller will disable the solenoid once a certain boost has been exceeded. The controller disables the solenoid in an attempt to bring boost down to the wastegate spring pressure. Each controller implements the overboost protection feature in its own way so be sure to read the instructions carefully. This disabling of the solenoid will not protect your engine in the event of a serious mechanical failure such as a stuck wastegate or a melted wastegate hose. On factory ECU’s or standalone engine management overboost protection is accomplished usually with a fuel cut. Unlike a solenoid disable, a fuel cut will protect your engine in the event of a serious mechanical failure in the boost control system.
Temporary boost increase – usually this is called Scramble Boost. It’s a feature that allows you to raise the boost for some number of seconds. It is implemented differently across manufacturers. This is the kind of feature you would expect Paul Walker to use when he runs out of NOS. In reality not many people set this up.
Boost target – On controllers with a Self-Learning mode, this is the intended boost pressure that the controller will try to reach using a self-tuning process. Apex’I uses this setting differently. The AVC-R can utilize a boost target setting even when Self-Learning is disabled. On the AVC-R the boost target is used as part of the regular feedback system, unlike other controllers. The AVC-R’s implementation of a boost target is closer to what you find in many standalones (AEM EMS) or programmable stock ECU’s such as a Subaru stock boost control system. The Power FC has a boost target setting but its actual real-world use is more like a rough adjustment of the feedback system.
Sequential Turbos Demystified
FD Emissions control systems
FD cooling fan control system
Power FC Commander tuning
also, PM me about Power FC tuning group and notes.
Now, Perrin has a great introduction to boost control systems in their article Boost Control Explained. The OEM Mazda system uses a 2 port solenoid system and these aftermarket controllers mostly use a 3 port solenoid.
A common question asked is, “Which electronic boost controller should I get?” A lot of that comes down to price and preference. Believe it or not, aftermarket external electronic boost controllers tend to be pretty similar across makes and models. The components are similar, the control systems are similar, and the process of tuning the controller is also similar. Here I am presenting a comparison chart between the most common aftermarket electronic boost controllers currently available. To illustrate how similar many electronic boost controllers really are, the chart shows the different names each model uses for basically the same type of setting or function. For example, the AEM Tru Boost adjusts the wastegate opening pressure with the “SPr” aka “spring” setting. The Greddy Profec B Spec II adjusts the wastegate opening pressure with the SET GAIN aka “Start Boost” setting. Some controllers have functions completely missing: AEM Tru Boost doesn’t have a feedback setting, and the Blitz controllers do not have a wastegate opening pressure setting. Make sure you read the instructions of a particular boost controller before you go using it.
Although it is not a separate boost controlling device, I did put the Power FC into this chart because its boost control system is simple to adjust. I did not include other standalones such as Haltech and AEM EMS due to the complexity of setting them up. I also didn’t include the old Greddy Profec B and the older HKS EVC units (anything besides EVC-S) because they use stepper motors and that is not a common design anymore.
Basic Settings
Baseline duty cycle - this is a value usually from 0 to 99 which sets a baseline ratio of ON to OFF time for the solenoid. The boost controller rapidly cycles the solenoid. When the solenoid is ON, it is operating in a way that works to keep the wastegate shut . A higher value here corresponds to higher boost levels. You should start near 0 for this setting.
Wastegate opening pressure - This is the pressure at which the wastegate is allowed to open. If the current boost level is below this value, the gate will be stay shut. The higher you set this value, the more you will improve your spool, but at an increased risk of spiking. If this value is set too high it can lead to spikes or oscillations. You should start near 0 for this setting.
Feedback – Without getting too technical, this is a correcting feature of the boost controller which usually 1) improves initial spool and 2) reduces the amount that the boost falls off at high rpms . If this value is set too high it can lead to spikes or oscillations. Feedback is NOT the same as “self learning.” Self-learning features basically attempt to do the work of tuning the controller for you. Feedback is actually another parameter for you to tune and should not be confused with self-learning features. You should start by setting this value at or near 0.
Overboost protection – This should not be confused with an overboost warning. Many controllers will illuminate or sound an audible alarm, but the alarm itself just alerts the driver of a problem. The overboost protection could be a completely separate or a separate but related function to the overboost warning.
On an external EBC the overboost protection function of the controller will disable the solenoid once a certain boost has been exceeded. The controller disables the solenoid in an attempt to bring boost down to the wastegate spring pressure. Each controller implements the overboost protection feature in its own way so be sure to read the instructions carefully. This disabling of the solenoid will not protect your engine in the event of a serious mechanical failure such as a stuck wastegate or a melted wastegate hose. On factory ECU’s or standalone engine management overboost protection is accomplished usually with a fuel cut. Unlike a solenoid disable, a fuel cut will protect your engine in the event of a serious mechanical failure in the boost control system.
Temporary boost increase – usually this is called Scramble Boost. It’s a feature that allows you to raise the boost for some number of seconds. It is implemented differently across manufacturers. This is the kind of feature you would expect Paul Walker to use when he runs out of NOS. In reality not many people set this up.
Boost target – On controllers with a Self-Learning mode, this is the intended boost pressure that the controller will try to reach using a self-tuning process. Apex’I uses this setting differently. The AVC-R can utilize a boost target setting even when Self-Learning is disabled. On the AVC-R the boost target is used as part of the regular feedback system, unlike other controllers. The AVC-R’s implementation of a boost target is closer to what you find in many standalones (AEM EMS) or programmable stock ECU’s such as a Subaru stock boost control system. The Power FC has a boost target setting but its actual real-world use is more like a rough adjustment of the feedback system.
