I saw that you are a distributor, and was hoping you could explain more clearly the functionality of these wastegates. In all of the product descriptions I've seen on vendor websites, as well as on Synapse's, it says something to the effect of "at least 8 different boost settings built in"

For now, lets discuss the case where NO boost controller is used. Is the mechanism for changing the boost setting different than with "traditional" wastegates? From what I understand, a spring would still have to be changed. That being said, what pressure springs do they offer?

Any other general comments/elucidations would also be appreciated.

Thanks
ryan

 

I'm curious as well

 

Synapse has tuning manual for the WG.

http://synapseengineering.com/pdf/wg-manual.pdf



http://www.turbomagazine.com/tech/07...ate/index.html

From Turbo Magazine: "The Synchronic actuator consists of four varying-sized surface areas inside, not two equal ones like conventional wastegates have. As boost pressure is applied to a surface area, a force is applied and the spring compresses, thus lifting the valve. The Synchronic wastegate's varying surface areas and ports make for a number of different boost combinations that can be applied without the need for a controller. All that's required is splicing the lines together and routing them to a pressure source on the engine. This all controls how far up the valve moves, not just how many pounds of boost the turbo will produce. The conventional wastegate is also different in this respect. Rates can be changed by swapping springs but remain dependent on the amount of preload. Also, as spring rates increase here, and more boost is made, the diaphragm has to stretch more, resulting in a valve that doesn't lift as much and possible boost creep. This all determines when the wastegate will open and just how much boost the engine will see, so it's got to be right. With the Synchronic wastegate, users can adjust spring preload and spring rate interdependent of one another as well as control how the valve rises, and how high it rises, as boost climbs. This increases response time and wastegate flow characteristics and should be tailored for individual engines.

So how does it work? We tested the Synchronic wastegate on an Integra GSR engine making around 430 hp at 14 psi. The B18C1 was fitted with a competitor's conventional wastegate that uses a 40mm valve. Pushing the engine past 14 psi created much more boost than we needed since the conventional wastegate's valve had minimal lift, which resulted in boost creep. In order to replicate the situation as best as we could after switching wastegates, we kept the GSR's boost level at 14 psi with the Synchronic wastegate installed. If we had " more time, we would have liked to have retuned the AEM engine management and cranked up the boost with the new wastegate. Instead, we performed some comparison tests at low boost and got ourselves comfortable with the new wastegate. Without any other changes, the Synchronic produced more torque and horsepower after 6500 rpm. We can attribute this to the fact that we were able to tailor the valve seat size that worked best for our combination. The Synchronic allowed us to relieve just the right amount of exhaust pressure to stabilize 14 psi. If we simply bolted on the biggest wastegate we could have found, we likely wouldn't have seen increases at the top end since too much exhaust gases would bypass the turbine. Sure, boost would have been controlled either way, but at the expense of lost exhaust gases that we could have used. And we know that the smaller wastegate wasn't working since boost creep was inevitable at higher pressures."

 

I will have the Synapse 50mm WG on my 500R .84 A/R kit that I will be receiving soon. Plan on doing a comparison test with my SARD electronic boost controller and multiple piston port, valve seat, and spring configurations. Ideally I will be able to do this on a dyno, finances willing considering the amount of combinations that can be achieved, lol.

There is a 45lb/in spring (installed), 60 lb/in spring and a preload spring available. From what I gather the preload spring operates independent of the following two springs. From there you adjust your initial cracking and opening rate based off of the port combination and additionally adjust peak flowrate using a specific valve seat. There's only two valve seats available, but you would think more sizes will be available for further tuning down the road if needed.

Next year is going to be an interesting one.

 

More Pics, the dyno graph is from the Honda that Turbo magazine was using for their test. ^