webmaster Posted July 1, 2005 Report Share Posted July 1, 2005 Here is breakdown of how the whole adaptive boost control system works-- The wastegate allows exhaust gas to bypass the exhaust turbine, ofcourse. The electrovalve on the N9TEA is placed inline with the hose to the wastegate actuator. There are three connections on the electrovalve-- Pressure from intake (after turbo) Pressure to wastegate actuator Bleed to atmosphere (which goes to intake hose just after airflow meter) When you crank the car up, and hit the gas pedal, the electrovalve is pulsed by the ECU. The pulse openes and closes the bleed orifice. As this point, the electrovalve is bleeding a lot of pressure, i.e., there is very little pressure acting upon the wastegate actuator. When the ECU deems it necessary to reduce boost pressure, it reduces the "on-time" of the electrovalve, causing more pressure to reach the wastegate actuator. This increase in pressure causes the wastegate to open, thereby reducing boost pressure. Disconnecting the electrical connection to the electrovalve causes the N9TEA to act like an N9T or N9TE--but boost pressure will be pretty low, because NO pressure is being bled--all of it is going to the wastegate actuator. BTW, closed and light throttle conditions result in no signal to the electrovalve--I guess to reduce wear on the solenoid. special thanks to Joe Grubbs for the above info Quote Link to comment Share on other sites More sharing options...
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