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Old 08-05-2010, 02:00 AM   #326
Strider327
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Quote:
Originally Posted by Phatron View Post
mine is setup exactly like post 1....but my hallman is underneath the brake booster or whatever that thing is on the strut tower so you cant really see it.

is there something specific you are trying to see thats not in this picture?


So from this pic. Should I hook the line to the top external wastegate nipple or the lower one?
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Old 08-05-2010, 02:21 AM   #327
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The bottom port closest to the up pipe.
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Old 08-05-2010, 05:41 PM   #328
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Is this accurate?

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Old 08-06-2010, 07:06 AM   #329
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it looks ok.

just make sure that the ebc does not route/bleed too much pressure signal from the WGA when only the MBC is flowing.
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Old 08-09-2010, 01:36 AM   #330
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I really want to do this but I have a tial external wastegate. Right now the gm solenoid is going to the top port and the bottom port is just open, if I do this I need to hook it up to the bottom port correct? And when the WGDC is at 100% does that mean the solenoid is closed?
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Old 08-09-2010, 10:47 AM   #331
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100% DC = solenoid voltage ON = raise boost = NO pressure flow to WGA
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Old 08-09-2010, 01:26 PM   #332
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Could you show me in the diagram where the MBC would go? I ran this setup in the past, but pulled it off before a "protune". Now that I'm back to tuning myself, I'm considering picking up another MBC and giving it another go. I just can't remember exactly how I had it hooked up...
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Old 08-09-2010, 02:08 PM   #333
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So I checked how my EWG was hooked up and I was wrong, there is a hose going from the gm solenoid to the side port on the tial wastegate, and nothing going to the top. Mine isn't set up like the guy's above me. What advantage is there if it was set up like that guy's?
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Old 08-09-2010, 04:57 PM   #334
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I was told the line on top actually helps to hold the WG shut while building boost. I've never tried it without the top line hooked up so I'm not sure how much of a difference it makes.
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Old 08-09-2010, 06:51 PM   #335
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Ok, i have an 04 sti wish a gt35r and I dont get full boost till around 5500rpm... I dont know it thats normal for that big od a turbo or if there is a way to lower that.
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Old 08-28-2010, 11:13 PM   #336
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Any you guys go from EWG + just mbc to this? hows the difference?
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Old 08-29-2010, 11:42 PM   #337
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I just put a tial 38 vband on and I would like to keep my hybrid setup. After reading over the past couple pages I'm still not getting it.

Top port sees full boost from compressor nipple? (or can I run the line that usually goes to the turbo inlet. It would see the vented off boost to help keep the ewg closed, and then it would see nothing when all the boost gets diverted to the lower port on the ewg)

Bottom port get signal from the line that went to the actuator from my old hybrid system?

Thanks?

(Seems like I could leave the top to vent....but it would be quicker/more stable with the additional force keeping the spring down.)

Last edited by SurfWagon; 08-30-2010 at 12:14 AM.
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Old 08-30-2010, 07:13 AM   #338
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the only advantage to using the "close" port on an EWG is to supplant the physical spring pressure. for example, you could use a lighter spring tension allowing the wg to open more easily and be able to control boost at a lower level. the other reason is if the valve is not seating properly and is leaking under full boost.

otherwise from what i've seen it is more complexity for zero benefit.
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Old 09-02-2010, 10:40 PM   #339
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I've just received my hallman pro mbc today, and was going to try this setup, I did read the whole thread but just want to make sure I have it all straight.

For an IWG, the bleed hole in the mbc port needs to be blocked or replace the fitting with no bleed hole, also remove the vacuum line from the 3port to the turbo inlet- this allows the boost to be more steady and not peak and fall like a mbc is normally set-up, correct?

Would I just be able to use vacuum caps for the intake and 3port fittings? or should I try to find a plug for the 3port?

Also, using RR to tune, would anyone be able to show me some examples of how they have their WGDC and TD tables set-up? I've found a few maps on RR, but mostly they are from bugeyes with EWG.

I have an 05 FXT AT, VF39 and GS 3port

Thanks!!
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Old 09-03-2010, 07:11 AM   #340
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Quote:
Originally Posted by subarutech77 View Post
For an IWG, the bleed hole in the mbc port needs to be blocked or replace the fitting with no bleed hole, also remove the vacuum line from the 3port to the turbo inlet- this allows the boost to be more steady and not peak and fall like a mbc is normally set-up, correct?
on the bleed hole issue you have to try it both ways. my setup performed better after removing the 1/8th npt barb on the hallman (which has a tiny bleed hole drilled in it) and replacing it with a non-vented one.

theoretically it should NOT work the way it's set up, but i haven't touched it since i wrote the OP because it's perfect.

Quote:
Would I just be able to use vacuum caps for the intake and 3port fittings? or should I try to find a plug for the 3port?
i don't think a solid plug is necessary. if the cap can hold max boost pressure without blowing off, then you're good.

Quote:
Also, using RR to tune, would anyone be able to show me some examples of how they have their WGDC and TD tables set-up? I've found a few maps on RR, but mostly they are from bugeyes with EWG.
i can't help you there, as i use the utec running open loop boost control. hopefully someone else will chime in.
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Old 09-03-2010, 09:54 PM   #341
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on the bleed hole issue you have to try it both ways. my setup performed better after removing the 1/8th npt barb on the hallman (which has a tiny bleed hole drilled in it) and replacing it with a non-vented one.

theoretically it should NOT work the way it's set up, but i haven't touched it since i wrote the OP because it's perfect.
Alright, thanks. I'll try it either way and see which works better for me.

Quote:
Originally Posted by ride5000 View Post
i can't help you there, as i use the utec running open loop boost control. hopefully someone else will chime in.
No problem, I figure that I should have it set at 100% where I want to achieve full boost, some people have the TD tables set really aggresive, other's don't- I'll eventually figure it out

Thanks
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Old 09-03-2010, 10:16 PM   #342
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Quote:
Originally Posted by subarutech77 View Post
Also, using RR to tune, would anyone be able to show me some examples of how they have their WGDC and TD tables set-up? I've found a few maps on RR, but mostly they are from bugeyes with EWG.
Do whatever you want below 90% TPS. Above that, set WDC to 100% and set an unattainably high (above your MAP sensor's max value) boost target. If WDC takes forever to ramp up upon applying WOT, increase the WDC % compensation in the cell for highest boost error. You may want to rescale the positive boost error axis to increase its range at the high end.
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Old 09-04-2010, 09:37 PM   #343
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Quote:
Originally Posted by MRF582 View Post
Do whatever you want below 90% TPS. Above that, set WDC to 100% and set an unattainably high (above your MAP sensor's max value) boost target. If WDC takes forever to ramp up upon applying WOT, increase the WDC % compensation in the cell for highest boost error. You may want to rescale the positive boost error axis to increase its range at the high end.
Hey, thanks for the pointers, hope to have it installed by tomorrow and start to tune it
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Old 09-25-2010, 11:59 AM   #344
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I tried this method again today, and AGAIN something is not working

The setup:

Halman pro MBC, purchased with intention to run this hybrid setup
Grimmspeed 3 port EBSC
Forge stronger actuator

connection schematic:



I followed Grimmspeed manual, so:
port 1 - compressor
port 2 - WG actuator
port 3 - inlet


After giving the solenoid a BJ, I found that when the car is off and solenoid is not powered ports 1 and 2 are free flowing
I've set right two columns to 100% for both initial and max WGDC tables
no compensations are active
My ECU (or something else) is limited to 89.9% of WGDC when I do logging (JDM STI V9 ECU/ROM)

First, I installed MBC, adjusted it to hold 1.6 bar peak, left the tiny bleeding hole
worked great

now, when I followed these steps, having MBC and EBCS in parallel I am hitting 1.8 bar all the way (notice I didn't touch MBC after it was set)
odd thing is that it happens only in higher gears, but it DOES happen and instead of a boost spike, it actually holds 1.8 bars, so it seems as if not all of the pressure is going to MBC

any ideas?
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Old 09-25-2010, 12:31 PM   #345
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cap off/block the turbo inlet connection. it is not needed.
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Old 09-25-2010, 12:37 PM   #346
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and that will fix overboosts?

I won't have a chance to try untill tomorrow..
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Old 09-25-2010, 06:25 PM   #347
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think about what's happening.

when the solenoid is "off" ie, not requesting more boost, then it's routing between ports 1 and 3.

this will cause a pressure drop after the comp nipple. it MUST.

that means that even while the solenoid is off the MBC is actually NOT seeing the full measure of pressure that appears at compressor outlet. why? because it shares some of the piping... all the way up to the tee.

if you eliminate the flow you eliminate the pressure drop.

you could also make sure that the solenoid is at 100% duty cycle. this is what i have done by employing the utec and open loop boost control.

ken
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Old 09-26-2010, 12:42 AM   #348
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Wow, I never noticed that until now.

If the 3-port BCS works fine with the third port capped off, then I have to wonder... Is there any point in hooking the third port to the inlet, ever, with any setup? Or is that something that people having been doing forever just because people have been doing it forever?
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Old 09-26-2010, 02:52 AM   #349
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[runs to garage..]

will post results
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Old 09-26-2010, 07:04 AM   #350
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Wow, I never noticed that until now.

If the 3-port BCS works fine with the third port capped off, then I have to wonder... Is there any point in hooking the third port to the inlet, ever, with any setup? Or is that something that people having been doing forever just because people have been doing it forever?
i can tell you that FHI do it because they HAVE TO due to emissions control laws and regulations: there can be nothing vented to atmosphere that does not exit via the tailpipe.
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