what are the exact differences and what are the benefits of both?

thanks

 

single- one boost setting

dual - 2 boost settings.. 1 for daily driving, and 1 for overtake boost

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Boltz &raquo;</TD></TR><TR><TD CLASS="quote">single- one boost setting

dual - 2 boost settings.. 1 for daily driving, and 1 for overtake boost</TD></TR></TABLE>

OH! now i get it!
there are prolly two sets of springs and ***** and basiically the first one is set to normal setting and the second is setup for overtake setting and can be enabled or disabled

 

The 2nd boost is controlled with a switch. I can get you one really cheap.

 

how would the engine management know that the higher of the two settings is on compensating for the fuel and timing? Say you go from 10psi to 15psi or even 20psi?

 

you can tune up to the max boost you want. lets say you get tuned up till 15psi, you will be able to run pretty much anything below that setting and still be tuned for it. Hopefully someone will explain it better, then i can

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by red_crx &raquo;</TD></TR><TR><TD CLASS="quote">you can tune up to the max boost you want. lets say you get tuned up till 15psi, you will be able to run pretty much anything below that setting and still be tuned for it. Hopefully someone will explain it better, then i can</TD></TR></TABLE>

bump, curious about this.

 

so what your saying is if you whant to run for example 15psi at the track and 8psi for everyday driving you only have to tune it at 15psi? tell me if i understood right.

 

the proper way to tune would be to tune the ENTIRE map up to your max boost. and then make sure if you over boost, you will not go lean by richening up the top end of the map. when a car is tuned like this, you can safley run any boost level up to your max.

 

If your EMS supports loading multiple maps, wouldn't it be smarter to just load a different map if you're planning on running a different boost level? Obviously not the greatest thing for on-the-fly switching of how much pressure you're running... but the WRX guys have this capability if they run the Cobb Accessport.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ndogg &raquo;</TD></TR><TR><TD CLASS="quote">the proper way to tune would be to tune the ENTIRE map up to your max boost. and then make sure if you over boost, you will not go lean by richening up the top end of the map. when a car is tuned like this, you can safley run any boost level up to your max.</TD></TR></TABLE>

pretty much what he said

 

JFYI I had trouble with my dual stage controller with creeping when in second gear so i switched to a homemade controller and suprisingly it holds steady as a rock. Some people have good luck with these and others do not

 

ARHHH forget that man. GO with the one that TURBO XS just sent me . . . . QUAD STAGE.




Give me an e mail if you are interested.

Jason

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Aracheon &raquo;</TD></TR><TR><TD CLASS="quote">If your EMS supports loading multiple maps, wouldn't it be smarter to just load a different map if you're planning on running a different boost level? Obviously not the greatest thing for on-the-fly switching of how much pressure you're running... but the WRX guys have this capability if they run the Cobb Accessport.</TD></TR></TABLE>

Nope not at all. What do you think happens when you boost at part throttle, the ECU uses the area of the map that coresponds to that boost level and load and does its thing. That is exactly what happens when you set the boost lower. If you need different tunes for different boost levels then the tuning on the highest psi one sucks (or the ECU is controling boost).

 

Before the injector fires, the ecu basically does a check. It reads the MAP sensor (manifold air pressure, IE Boost) then finds a fuel value on the spreadsheet.

SO if you tune it to 11 pounds, your tuned at everything below 11 pounds too...

 

quad stage for...??? each gear?

 

Back from the dead. Holy crap, I just noticed I posted on this thread on christmas '03. That **** is old


That quad stage boost controller looks badass. That would be a neat toy to mess around with....

What did it run you?

 

[QUOTE=Boltz]Back from the dead. Holy crap, I just noticed I posted on this thread on christmas '03. That **** is old


That quad stage boost controller looks badass. That would be a neat toy to mess around with....

What did it run you?[how much is one of those bad boys

 

how much is one of those bad boys
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">=jerseykid609</TD></TR></TABLE>
i suck at life lah sorry botu my fucked up posts

 

If im not mistaken that is the controller that Jason hunt used for a few years. The price is between the 3-400 range. Im curious as to how you would go about switching boost levels without it becoming too involved.

 

Progressive control! I do not like the gear/speed selection that you can use on the electronic style (i.e. APEX-I AVCR). So I am doing something a little different with mine. Yes this is the same one that Hunt ran for a while as well. Thing works like a champ. Very happy with it so far.

Jason

Anyone in Palmdale this weekend will be able to get a better look at it.

 

So, the quad stage is basically a boost by gear type of deal? Like some of the E-boost controllers have?

Why did you opt for this style rather than an electronic? Sounds like it was almost as expensive... how do you switch between boost levels? Do you have some sort of automatic switch that is activated by a gear change?

Really interesting

 

It is like this:

Lets say you have a timer box for timing in seconds (remember this is for the 1/4 mile). Now you tell that box to turn the 1st solenoid on at time A in the run. Then tell it to turn on the 2nd solenoid at time B in the run, and so on. That is "progressive control."

Now gear/spped based electronic types (APEX-I AVCR) when the car goes from 1st to 2nd boost up "X" amount more. Problem is, if you get into second and get tire shake (means you are burning out) you then have to either A) try and power through it (risking breaking something pretty good) or B) peddle through it, and hope you can recover to try and drive around the guy in teh lane next to you.

I have used Nitrous prior to turbo for 10 years, so I kind of understood where I wanted to go with the whole progressive thing. It is much easier for me to explain in person I think. Let me try to upload a chart to show you guys what I mean.

Jason

 

http://www.we-todd-did-racing....D.jpg [IMG][/IMG]

Here is an idea of what I am talking about.

Jason

 

What type of timer are you using?