Agency Power Porsche 997TT BRV Assembly



Step 1: Small and thinner O-Ring are used to seal the BRV to the turbo. Thicker O-Ring is used to seal the BRV together.


Step 2:Use silicone grease to lubricate the O-Rings and fit them into the grooves. Place the piston inside the valve body. Place the spring inside the piston and cap. The valve body and cap are sealed with “thick” O-Ring and held together with provided screws onto the turbo.


Step 3:Using the silicone grease, place the thinner and small O-Rings into the grooves of the valve body. These O-rings seal the BRV onto the turbo.


Step 4:Screw the assembled BRV onto the turbo. The spring should provide tension to the assembly.

 

DIY on how to actually mount?

 

You want pics of the install on the car? Its pretty easy. Drivers side intercooler pipe must be undone to get to that one. I can send you a set for pics.

 

purpose?

is it like a blow off valve?

 

The factory VTG turbos have the "blow off valve or diverter valve" built into the turbo as seen above calling it a Boost Recirculation Valve. Pretty much the same idea. The factory unit has a rubber diaphram and spring which can leak boost pressure on the top RPM and also be "lazy" coming on. These have a stiffer spring and a piston design to give boost response a better feel.

 

The install on these is easy. The passenger side takes 20-30 mins
The driver side - about 45 mins - 1hr.

You can definitely hear the turbos a bit more.

 

cool thanks for the feedback.

 

Here are some links to those that have used our valves with great success -

https://www.6speedonline.com/forums/...er-review.html

https://www.6speedonline.com/forums/...es-review.html

Agency Power makes these valves here in Arizona exclusively to our specifications.

 

Actually these sound orgasmic, i can't wait to put the new clutch in there and let it rip :P ha ha ha

 

Are the standard DVs prone to fail as they did on 996TTs ? How do I check them ? My car is about 650PS

 

They do leak boost on higher HP cars. These give the car better boost response as well.

 

How does the BRV valve make the turbos sound more aggressive?. I understand the design is stronger but isn't the valve's purpose the same. What kind on gain in HP are seen from these BRV valves? THX

 

How the BRV improves the sound I dont have the answer to other then the piston and spring is more solid then a diaphram. As far as HP goes, since it is retaining boost pressure better with out bleeding off, it is holding boost giving you more power. These are beneficial especially with your flash.

 

I have competing BRV's installed and there was no noise increase.....not like VTA BOV's and the like. I swapped in a BMC panel filter and that produced a tiny bit more turbo noise if your after that sound in the cabin, outside the car the turbos are plenty loud.

 

Yeah. The piston design versus diaphragm is ALL about HOLDING BOOST under pressure with out BOOST BLEEDING so the Turbos boost PSI capacity rating is consistently maintained. Another reasoning for the piston is it's relative metal strength over the diaphragm which has a tendency to rip and tear around its outer edge under high boost (over 1.0 BAR on average) causing it to whistle and lose boost thus greatly reducing HP.

The "tension" is maintained by the spring and some piston design valves have different spring sets depending on how much boost pressure is applied.

the springs wound with fewer and wider spaced coils "harder" are used for higher boost applications (over 1.2 BAR) while many coil "softer" springs are used for marginal boost increase compression applications. (1.0-1.2 BAR on average)

Often a softer spring design will give a driver a better "throttle response" feeling provided that you have not exceeded overboosting the spring tension load capacity.

Please note that while the piston is arguably better mechanical "dynamics" to the diaphragm its design in itself is not with out its own methods of wear. The piston over time will scar wearing itself thinner in often a specific side of favorable wear as the piston is not "perfectly" symmetric to the cylinder valve.. (similar to pistons and cylinders of a motor..) to a point where boost pressure will escape..this will worsen over a greater length of time of course and be far less dramatic to when a diaphragm type tears where boost is lost immediately and is far more performance loss noticed...

Another perceived drawback from drivers is a claim that the diaphragm type is superior to overall throttle response acceleration (driver feedback) even if ever so slight...to the piston design though it does not compare to its much longer wear durability.