what do you guys think of this setup? i'm assuming i can use it without the boost controller. this thing can measure just about anything, real time.





SBC i-Color
This product's purpose is to control the boost of the turbocharger and improve the output of the engine. A state of the art digital controller for an accurate gain in boost pressure, which controls two highly efficient sequential solenoids, achieves a minimum over shoot on peak boost and a stable boost pressure.

Features of the product
Boost control & power meter function.
An added function, the Result graph, which displays the results of power, torque, boost, and A/F overlapping to each other on one screen. It has a function as al logger according to the RPM to compare a maximum of three channels on the horizontal axis that are power, torque, boost and A/F.

The ultimate boost controller
The known full auto function evolves further in the SBC i-D series. A still more precise control is added to the auto boost setup. In addition to the new full auto function in which the self-learning method can be chosen in three steps, a boost according to the RPM and speed is possible to setup to match on all the stages.

Full color (65.000 colors)
The graphics that the full color display made it possible are; such as displaying from analog to digital meter, graph comparison display and a possibility to produce a variation of back ground images. If the optional TEMP sensor and PRESS sensor are connected, it is also possible to display water temperature or oil temperature and oil pressure.

Optional Sensor: CODE 19210 Temp Sensor Set USD 101.69

CODE 19211 Press Sensor Set USD 101.69

Monitoring functions
Digital display:
A total of 12 data (Boost, Tacho, Speed, Power, Temp (Oil/Water), Fuel Press, Oil Press, Data 1 ?3 (A separate harness is necessary) can be monitored and it can display simultaneously on screen a maximum of six data.

?A/F can be displayed at the AUX port or at the external voltage port Data 1 ?3.

?The sensors are necessary to purchase separately.

Analog display:
The Boost, Tacho, Speed, Power, Temp (Oil/Water), A/F, Fuel Press and Oil Press are reproduced as an analog meter image at the LCD. It can monitor a maximum of 4 data, including the digital displays at the screen, and the boost set up is at will. Moreover, the background can also be chosen from a white, black, carbon, and blue.

Multi-angle display function
The display of the LCD can be set as left, right and perpendicular (the LCD at the top) operation angles. By selecting any one of these three angles, the switches also change automatically to the related angle.

Convenient functions
It has a full load of convenient functions, such as a peak display, independent warning setup by source, maximum of 10 minutes of record/replay function (replay function can convert the unit displayed), back light adjustment, dimmer function, contrast adjustment and language selection.

Optional A/F display function

If the optional A/F amplifier unit is connected, the A/F ratio can be measured and monitored, which can compare with boost or other sources. Thus, the boost setting can be broadened.

Regarding the boost controller
Sequential valve control:
Two-solenoid valves operate sequentially depending on the valve-open ratio. Mainly, the first valve will do most of the work at low valve-open ratio and at high valve-open ratio; the second valve will come to play.

Automatic correction of boost pressure (Initial learning):
It will automatically correct to the desired boost pressure that has been configured. A C mark will change color from RED to WHITE when the correction cycle (DUTY value) reaches the desired value. While the C mark is lighted, the SCRAMBLE MODE or the SPEED MAP MODE will not take effect on the used channel. However, the boost control will take effect even if the C mark does not change to WHITE color. This time, to perform the initial learning smoother, the normal, mild and slow function has been added. The Automatic correction of boost pressure is not applicable on manual mode.

External voltage input
It is possible to display, record, and replay by inputting an external voltage of 0-16V up to three channels. It is possible to change the voltage scale from -999 ?9999. It is also possible to arbitrary setup the value. Therefore, it can be used to record the throttle voltage, airflow voltage, water temp and replay for reference as a setting tool. The external voltage input harness is sole separately.

Product name: External voltage input harness
Product number: 15053
Our price: USD 36.29
Function: It can display external voltage source of 0 ?16V by taking it to the boost controller.



FEATURES

Opening Opening Opening Icon Menu

Dual Digital Dual Digital Warn Six Fold Tacho Map

Needle Meter BL Needle Meter WH Needle Meter CB Needle Meter Warn

Power Graph Tri Power Graph Result Graph ALL Boost Graph

Volt Input Setup Boost Setup Limit off Turned Off

 

Those of you discussing corrections factors should keep in mind that these calculations are meant for naturally aspirated engines. The formulas over correct when applied to forced induction engines since your engine is breathing air that is well above atmospheric pressure.

Shawn

 

It doesn't change a thing with forced induction. The density of the air entering the blower is based on, amoung other things, the current atmospheric pressure. If you take a pound of air and compress it, you still have the orginal amount of O2 in the compressed air. All the compression does is allow you to add addtional air to the mix.

 

Although the amount of oxygen in the charge does have a dependency on the atmospheric pressure, as you indicated, it is not the same dependency that a normaly aspirated engine has.

I won't respond to your last two sentences since they contradict each other. In the first yous state that compressing air does not increase the amount of O2 and in the second you state that compressing the air allows more air (therefore more oxygen).

 

Read my post again. I did not say "compressing air does not increase the amount of O2" or "compressing the air allows more air"

What I said is: "If you take a pound of air and compress it, you still have the orginal amount of O2 in the compressed air. All the compression does is allow you to add addtional air to the mix."

The compression simply allows more air to enter a fixed size compartment. The perentage of O2 in the air is dictated by air temperature, altitude, humidity and atmospheric pressure and remains the same whether it is compressed or not. The percentage of O2 in the air is the same as a normally aspirated engine.

 

Why would atmospheric pressure effect the percentage of oxygen in the air but compression wouldn't?

Let's take the water vapor (humidity) out of it for a second to make things simpler. Now we have pressure and temperature effects to deal with. As you pointed out the mass ratio of oxygen does not change with pressure (or temperature for that matter). Changing these state variables only effect the volume of the charge. However, it is the mass of oxygen being consumed (assuming enough fuel is present) that determines the power produced. By reducing the volume through pressurizing the charge or reducing it's temperature you effectly increase the mass of oxygen available for combustion.

If you test a naturally aspirated engine the maximum pressure of air in the charge is atmospheric pressure (assuming no inertial supercharging effects). Thus the SAE correction is valid. In a forced induction engine the pressurized charge is well above atmospheric pressure and the correction no longer has any meaning.

 

A simpler way to look at it is, once the air passes by the air filter or inlet tube, the induction system is closed. No matter what you do with the air in the system; heat it, cool it, compress it, etc, you can not change the make up of the air. The amount of O2 in the mixture remains the same. If you sucked in 1 pound of air that contains 21% O2, then that is what you will get in the combustion chamber no matter what is done to it. Compression simply increases the VOLUME of air and does nothing to change the O2 content of the air. Remember that a NA engine also compresses the intake air. So, under your theory, this compression creates O2?

 

Not at all, under what I described (to be fair it's not my theory it's Boyle's) the compression has increased the pressure and reduced the volume of a given quanitity of air. This increases the volumetric flowrate of air (at a higher pressure) into the engine (you stated the same so I assume we agree). Increasing the volume of air (with a fixed pressure and temperature) means that you've increased mass flowrate and therefore the mass of air.

You seem hung up on the concept of the ratio of oxygen in the air. It does not increase as I stated and you agreed. A naturally aspirated engine does not compress the air (prior to it entering the combustion chamber).

If you don't believe that pressurizing the charge increases the mass of oxygen into the engine, how do you think turbocharing and supercharging work?

 

Now you have conveniently changed what the discussion is about. You original statement was:

"Those of you discussing corrections factors should keep in mind that these calculations are meant for naturally aspirated engines. The formulas over correct when applied to forced induction engines since your engine is breathing air that is well above atmospheric pressure"


If what you say is true, provide us with what the difference in the correction would be. Based on your theory, the power of a forced induction engine would not be affected by altitude.

I may have not been clear in my explaination, but there is, without any doubt, no difference in the correction factor bewteen NA and forced induction engines. All variables effect the measured uncorrected RWHP and the correction factor is the same.

Looking forward to hearing what the new correction factor should be.

 

Yes, you're right our coversation drifted off topic. I apologize. I was trying to correct some of your statements and lost track.

Yes, you're right that forced induction engines see much less of an effect due to atmospheric conditions that naturally asperiated engines.

Although I don't have a modified correction in hand I'll look around for it. I recall a page to help you calculated it from my turbocharged days. I'll post it up when I track it down. Feel free to post up why it would be constant in the meantime. I believe I've explained away your initial statements.

Here are a couple links that agree with me:

http://www.nhra.com/tech_specs/altitude.html (notice the note specifying FI engines use half the correction factor)

http://www.sdsefi.com/techdyno.htm

 

Rather than try to explain it further, how about if I just post up the excerpt from the SAE definition (Please note section 5.5.2):

 

What you show would only apply at altitude. Since Florida is at sea level, there is no correctuiion for altitude so the boosted intake has no effect on the corrected numbers. At altitude, the correction setting for altitude needs to be eliminated on a forced induction car. As I have always stated, beware the dyno operator.

 

What confused you about the statement from the SAE excerpt that states "boosted engines with absolute pressure controls shall not be corrected for barometric pressure"?

All due respect, I'm finished trying to explain this issue. I believe I'm demonstrated numerous references that support my assertion and have attempted to give you a thermodynamic explanation of the effect. If you choose to apply the correction factor be my guest.

 

Superman, I appreciate your input.

 

check out this setup:

http://www.zeitronix.com/Products/zt2/zt2.htm





i still want to add a boost/af gauge. i think it might catch a mild boost leak or other problem before something bad happens.

run into a few question marks with regards to adding a boost gauge to our supercharger setups.

a manual one require a really long vaccum hose to be routed from the engine compartment to the dash. with such a long line, just opens up a possibility for gauge line failure and dreaded boost leaks.

using an electrical boost sensor would require something metal to mount the aluminum sensor flange into. i wouldn't feel comfortable with tapping a plastic boost hose for the sensor flange. just seems like it would be a leak waiting to happen.

my installer suggested possibly tapping the intercooler since it's metal. we're still exploring options.

any suggestions?