DIGIBOOSTERS
DIGIBOOSTER-S STANDALONE VNT ELECTRONIC TURBO CONTROLLER v3N
UPDATE MARCH 2018: NOW TESTED WITH VW ACTUATOR WITH POSITION SENSOR.
FROM 1/5/18 NEW V3 CIRCUIT BOARD INTRODUCED with additional preset adjuster for full throttle boost adjustment,
MAIN FEATURES:
1. EASY TO FIT
2. MUCH BETTER RESULTS THAN USING A PRESSURE ACTUATOR - don't take our word for this, try for yourself.
3. TPS, MAF, MAP SENSOR AND FUEL RAIL LOAD SENSING INPUTS depending on the vehicle.
4. OUTPUT DRIVES COMMONLY USED BOOST CONTROL SOLENOID VALVES DIRECTLY
5. INTELLIGENT PROGRESSIVE CONTROL - DOES NOT OPERATE IN AN ALL-OR-NOTHING MANNER
6. 16 SETTINGS + FINE ADJUSTMENT (depending on vehicle)
7. TPS INPUT OFFERS 5 STAGE VANE CONTROL AND SWITCHABLE ZERO LOAD BOOST REDUCTION.
Boost adjustable for max throttle pedal position.
8. SWITCHABLE MAP SIGNAL LIMITER.Prevents fuel cutting/limp mode when using your existing map sensor.
9. AVAILABLE FOR MECHANICALLY INJECTED ENGINES AS WELL AS THOSE WITH AN ECU
*** OVER 150 SOLD TO DATE ***
An increasingly popular turbo upgrade involves fitting a variable vane (vnt/vgt) turbo to an engine that never had one and therefore has no means of controlling the vane angle. The commonest types use a vacuum operated actuator, where more vacuum is needed to increase the boost at low rpm, and then this is reduced at higher rpm to prevent overboosting
It simply plugs into a standard vacuum boost solenoid valve such as the ones used on Vauxhalls & VWs with a VNT turbo, into the existing map sensor and then a fused lead supplies power from the battery (Ideally via an ignition controlled source, e.g. fuel pump relay).
An input is provided for a throttle position sensor signal, or it can be used with a dash switch or connected to the fuel rail sensor on common rail engines, or the MAF sensor on some engines. You will need to tee into the brake servo line to provide the vacuum and you should also fit a boost gauge.
The boost control valve (bcv) and map sensor are critical components for the correct operation and achieving a good result so we recommend using ours, or buying new branded parts. The low cost clone & counterfeit or used items have been proved not to work reliability or give a problematic result.
We even include, some 4mm bore tubing & a tee to connect the bcv inlet to the brake servo line and also 5mm bore tube to connect the bcv to your turbo actuator.
Which do you need?
If you have a bcv, eg VW N75 and a map sensor that operates up to the boost pressure you want, just choose the basic DGBS.
Otherwise choose this and also select the optional bcv if you have a map sensor.
If you are fitting to a vehicle without an engine ecu, choose the DGBS FULL KIT which includes the bcv and our adjustable 1-3bar sensor.
CONTROL OPTIONS
Please contact use for advice if you are not sure which version you need.
- 1. TPS connects to the map sensor and tps - TPS input can be used with a dash switch instead.
- 2. MAP + MAF connects to both map and maf sensors (5pin Bosch type)
- 3. MAP + MAF TD5 connects to both map and maf sensors & limits both the signals to prevent fuel cutting.
- 4. FUEL RAIL connects to the map and fuel rail sensors (common rail engines only)
- 5. FUEL RAIL + TUNING - as above but also includes 3 power settings from our common rail Synergy 1 tuning module.
- 6. SM KIT Complete kit for mechanically injected engines, includes 2.5bar remote map sensor, tees, tubing etc
We will suply the unit for use with the Vw n75 boost control valve unless you have arranged with us for a different type to be used.
DIGIBOOSTER STORE
We recommend you do use the Vauxhall type as the unit is matched to its characteristics, or an alternative is the VW N75 valve.
HIGH QUALITY CONSTRUCTION AND NEW FEATURES FOR THE 2018 v3 MODEL
From May 2018, our V3 version has been introduced. Based on the V2 model but with an extra variable adjuster for altering the extra max boost when using full throttle. There is also a switchable zero load vacuum cancellation which reduces back pressure with zero throttle.
The unit operates in a progressive manner, rather than like a switch or pressure operated mechanical bcv or wastegate and the tps input allows the boost to be overridden - low when the pedal is up, medium on part throttle and max (adjustable) from 3/4 to full throttle. Alternatively, you can use the MAF or the fuel rail pressure signals to provide the additional controls. The fuel rail version can optionally be programmed to increase the fuel pressure to further benefit performance and a more rapid boost build up.
To avoid back pressure issues, the firmware does NOT try to maximise the boost by always moving the vanes to their maximum possible boost position. Instead, you choose the starting vane position to give good low down boost and also the max boost by selecting the appropriate setting. (on production engines the vanes never move fully from end to end: the solenoid valve would overheat and the excessive back pressure would cause flat spots and hesitation.)
If you opt to use your existing map sensor but want to raise the boost pressure above normal, the switchable signal limiter blocks the engine ecu from reacting to the higher pressure and invoking a fuel cut, or limp mode.
In late 2017 we also introduced our own reliable 4bar max remote pressure sensor. This operates over the range 1-3bar (15 -45psi) and the pressure is set using the top preset adjuster. We usually set this to be about 1.5bar / 23psi.
The noise in the background is our mains powered vacuum pump and the map sensor signal is simulated over its usual range with a varying dc signal. The actuator (from a 206hdi) used was the usual ebay mis-described item: 'perfect working order'. It wasn't - it does not move smoothly over the whole range, which is probably why it was replaced. So the jerkiness over 1/2" travel is due to this. The boost control valve is a standard Vauxhall vacuum type found on the cars with a VNT turbo.
FEEDBACK ON A CORSA 1.3 WITH THE VNT TURBO FROM AN ASTRA 1.3
"Hi Ron, I've got the Digibooster on 6 (med/high) and the tuning box on 10, it's holding 20-22 psi and it's still pulling like a train at 4k. I'm really pleased it goes like a rocket, it's hard to believe it's only 1258cc. .....I'm really impressed..." Thanks V, it's good when things go according to plan! Ron
UPDATE 28-2-16
..going very well, and on hi/very high (setting B = 11) it hits 30 psi, but likes med/very high (setting 7) best when it reaches 25 psi. Tuning box (Synergy 1) is on 10, it's great fun to drive. NB we now do a Digibooster-s with a built in Synergy 1 tuning box for £199. Ron
LANDROVER TD5
"I finally got time to install the unit today and so far so good. Settled on B for now and need to go on a longer run with longer hills etc but I am very happy so far!" Many thanks for the repeat order. Other customers have bought more units for their friends and customers' vehicles, thus proving that it does what we claim... Ron.
SOME RECENT EBAY FEEDBACK (AUD/SEPT/OCT 2016)
Great product, works a charm on my mk4 Golf, thanks.
Great seller, great product.
The Digibooster S is working brilliantly (td5)!
Great product, no issues.
Good product.
DIGIBOOSTER 1
These have been developed as stand-alone boost controller for engines where the ecu already control the boost - either wastegate or vnt/vgt.
A Toyota Avensis owner reported: "... Already have a chip fitted and this just gives it
Hyper Drive: A"
They have two main uses:
- altering the boost pressure on ECU-controlled turbos - either wastegate or VNT turbos.
- blocking the ECU from detecting raised boost pressure on all turbo engines - provided the boost does not exceed the map sensor's range.
Electronic boost controllers have been around for some time, but most use analogue techniques and this does not give the ability to accurately control the boost pressure. For example, with an analogue controller, whilst you might be able to adjust the maximum boost pressure, you have no control over the part throttle pressure.
In bygone days this was acceptable - drivers and tuning companies were only interested in full throttle, full power, full rev performance gains. The idea of also being able to control the low down and mid range and part throttle performance separately never occurred to them (mainly because they couldn't do it!). But we think 'outside the box' and design our products to do what is possible, not just what is traditional, nor do we blindly copy others. All our products embody this philosophy.
Occasionally, we are told that the map sensor is only there to alert the ECU to excessive manifold pressure and not to manage the pressure over a wide range. This may be true on some engines but not all. We've seen it for ourselves and been able to alter the part throttle pressure on a Toyota 2L diesel which reduces turbo lag and improves the throttle response. The proviso is that the turbo must be able to produce the higher boost on part throttle and this will depend on the load - i.e. you cannot demand a specific pressure regardless of the load.
1. 8 SETTINGS
2. BYPASS SWITCH
3. OEM CONNECTORS
4. LED TO INDICATE CORRECT CONNECTION
5. RECALIBRATES THE MAP SENSOR TO REMAP THE BOOST WITHOUT EXCEEDINGTHE SENSOR RANGE
6. GIVES WORTHWHILE PERFORMANCE BOOST WITH NO OTHER MODS ON MANY DIESELS
7. EVEN BETTER RESULTS FROM ANY TUNING BOX OR REMAP ALONE (A 140bhp Mazda 5 gained 11bhp when a DGB1 was plugged in)
8. REDUCES TURBO LAG^
9.
IMPROVES ENGINE EFFICIENCY FOR OPTIMUM PART THROTTLE PERFORMANCE & MPG^
10.
BOOSTS FULL THROTTLE TORQUE AND BHP FROM BELOW 2000RPM TO MAX POWER RPM^
11.
SUITABLE FOR MOST DIESELS WITH ECU CONTROLLED TURBO (wastegate or variable vane)
12. PREVENTS OVERBOOST FUEL CUTTING ON NON ECU CONTROLLED TURBOS (as well as on ecu controlled turbos)
results & part throttle boost control vary depending upon make & model and whether a pdf is present.
The same proviso applies to raising the max pressure - the turbo must be able to produce what you are expecting but may not be able to do so, especially if the fuelling is inadequate. In both cases the mil may come on and a fault code logged. Its not the Digibooster that causes this, its your expectations of what is possible and using too high a setting.
On later diesels with an O2 sensor in the exhaust, the ECU manages the emissions by adjusting both boost pressure and egr flow, as it also can do during a dpf regen.
The very latest diesels are moving away from a vnt turbo to a twin scroll type with conventional wastegate (this is not a twin turbo setup) - ask google.
Finally, mechanical boost controllers cannot be used with VNT turbos - they only work with non-ECU controlled turbos, so the DGB1 is the answer.
"The DIGIBOOSTER is another weapon in your tuning arsenal - use it wisely"
This product is for anyone who wants to get the best from their engine and are not fooled by any forum scaremongers and armchair experts who confidently predict turbo failure etc. without ever having tried such a product themselves!
In the same way that fuelling can be increased without the injection pump or injectors falling apart, (regardless of whether by a remap or plug-in box), so too can the boost pressure be raised by a modest amount. Increases in maximum boost pressure of more than 4 psi should be attempted with caution and regard to the inevitable rise in intake air temperature, which can cancel out the benefits of a big rise unless the intercooler is also upgraded.
The actual setting you choose is up to you. Don't ask me, I don't know what you want and what state of tune your engine is in. You will also need a mechanical boost gauge connected to monitor the actual pressure in the inlet manifold and of course, don't expect big gains unless you also have a means to increase the fuelling such as remap or tuning box.
TECH INFO
The DIGIBOOSTER features a state-of-the-art low power microcontroller that adjusts the map sensor signal 10,000 times per second. It comes with OEM connectors and simply plugs in between the map sensor and its existing plug. There are NO battery connections or wiring mods needed (the Mondeo mk 3 & X-Type require an additional pair of connectors (foc) fitting in the map sensor cable because we cannot obtain the OEM connectors).
The settings are selected by 4 slide switches and access to the switches does not require any tools as the end cover just slides off. A power led shows that the cable is connected correctly.
Depending on the setting and engine, the boost pressure can be altered at low, medium or high rpm by varying amounts, however the maximum pressure is not increased by more than 3-5 psi. On most dpf-equipped engines, only the maximum boost pressure is increased and by a lesser amount.
Thanks to our proprietary mapping technology, the boost pressure is not just simply increased by a fixed amount regardless of the actual pressure. So, for example, on engine with an overboost feature (e.g. many Fords), the overboost pressure is not raised much higher and therefore this avoids over-stressing the turbo.
The maximum boost pressure never exceeds the range of your existing map sensor which means around 25 psi for a 2.5bar sensor or 32 psi for a 3 bar sensor.
NO ANALOGUE BOOST CONTROLLER CAN PROVIDE THIS ABILITY.
SOME EBAY FEEDBACK FROM SEPT 2016
"This really does the work! Engine is more responsive, less turbo lag A++++
Top quality, as described, well packaged********"
Feedback from Nov 7th from an Avensis owner (2L 114bhp) supplied with a Synergy 2T and a Digibooster 1.
"Have had mapped diesels for years but this is a first with a box and digibooster. It brings the car up to as it should be. Before the Avensis was a slug, now there is decent power. Gains are a good 25% I reckon. Pre-boost was where it was needed and now that's sorted. Keeping an eye on mpg but, all in all, happy days. Thank you Ron for all your help."
FEEDBACK from a VW 1.9tdi 150 owner
I fitted the digibooster last week. As came on No.1 setting, I noticed a difference above 2000rpm straight away, I then set to No.2 which has similar effect. I'm pleased with the results.
I now have a Wi-Fi dashcommand monitor, sure you've heard of these.
I got a reading of 200 bhp and 330 ftlbs on Sunday.
I had the car rolling roaded about 4 weeks ago and it made 180bhp and 285 ftlbs (the ECU had been remapped by Superchips: Ron)
I know it's difficult to be accurate between two methods, but I know the dashcommand is fairly accurate.
So quite a gain in power and just on No.2 (so the DGB gave it around another 20bhp and 45 ftlbs, thus proving how boost pressure affects the performance. Ron
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