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DIGIBOOSTERS

DIGIBOOSTER -S STANDALONE TURBO CONTROLLER
NEW V2 VERSION

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. SWITCHABLE OVERBOOST LIMITER - stops the ECU from cutting the fuel at higher than normal boost pressure

8. OPTIONAL TUNING VERSION TO INCREASE FUELLING ON COMMON RAIL ENGINES using our Synergy 1 fuelling maps

9. WELL PROVEN RELIABLE TECHNOLOGY BASED ON OUR MULTICHANNEL SYNERGY MODULES.

10. VERSION AVAILABLE FOR MECHANICALLY INJECTED ENGINES.

11. VERSION AVAILABLE FOR LANDROVER TD5 ENGINE - connects to maf and map sensors.
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 (Some work the opposite way, but we can cater for that as well, but not yet for most electric actuators).

It simply plugs into a standard vacuum boost solenoid valve such as the ones used on Vauxhalls 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 optional input can be 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.
"IL A TRANSFORMÉ MA DISCO"
You'll need a tee for the brake servo line, some 4 or 5mm bore tubing to connect this to the bcv inlet, some 5mm bore silicon tube to connect the bcv to the actuator (the tubing to the actuator needs to be heat resistant) and that's all. TEES AND TUBING NOW INCLUDED.

CONTROL OPTIONS

Please contact use for advice if you are not sure which version you need.
  1. 1. TPS connects to the map sensor and tps - TPS input can be used with a dash switch instead.

  2. 2. MAP + MAF connects to both map and maf sensors (5pin Bosch type)

  3. 3. MAP + MAF TD5 connects to both map and maf sensors & limits both the signals to prevent fuel cutting.

  4. 4. FUEL RAIL connects to the map and fuel rail sensors (common rail engines only)

  5. 5. FUEL RAIL + TUNING - as above but also includes 3 power settings from our common rail Synergy 1 tuning module.

  6. 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 Vauxhall cdti boost control valve unless you have arranged with us for a different type to be used. 

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 PCB FOR THE V2 MODEL SHOWN BELOW

It wasn't commercially viable to design and manufacture a dedicated unit initially, so we based it on our well-proven and reliable Synergy 2, two-channel digital technology with modifications to drive the bcv, and 16 instead of 10 settings.

However, due to the success of the DGBS, we designed a brand new pcb, with new housing and more controls which launched as the V2 model at the end of October 2016 at the same affordable prices.

The V2 version has 3 sensor inputs, 2 sensor outputs, solenoid driver, 8 switches and 2 variable controls, + power and 'limiter on' leds. It uses the same proven vane control maps as the V1.

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 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 summarise this, when the vanes are open (high rpm position - low or no vacuum), exhaust is directed (or flows more easily) to the centre of the blades, bypassing most of the blade, and thus straight to the exhaust outlet, reducing the turbine speed and hence boost (Also reducing exhaust back pressure).

When the vacuum is high, the vanes move towards the closed position*, forcing the exhaust to flow past the outer end of the blades or over more of their surface area if you like, and imparting more of the exhaust energy to them, speeding them up to produce more boost at low engine rpm.
THE VANES DO NOT NECESSARILY MOVE FROM FULLY OPEN TO CLOSED ON ANY TURBO and nor does the DGBS aim to do this. 

*it is not desirable to have them in the fully closed position.
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.

ADD-ON OPTION FOR CAN BUS ACTUATORS UNDER DEVELOPMENT 

We are testing our new Can Bus add-on for the DGB-S for Holset & Hella electronic actuators. The new module plugs onto the existing DGBS pcb and, therefore, offers the same features but with a Canbus output to control electronic actuators. 

This video shows testing of the prototype:

FEEDBACK ON A CORSA 1.3 WITH THE VNT TURBO FROM AN ASTRA 1.3
WITH OUR SYNERGY 1 FITTED AS WELL

"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 from our Synergy 2b range, using the same turbo maps but with greater choice of settings (You need the DGB-S if you want to fit a VNT turbo where there wasn't one on the engine originally).
A Toyota Avensis owner reported: "... Already have a chip fitted and this just gives it 
Hyper Drive: A"
They have two main uses: 
  1. altering the boost pressure on ECU-controlled turbos - either wastegate or VNT turbos.
  2. 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

DIGIBOOSTER DGB1

digibooster device
The DGB1 plugs into the MAP sensor on any engine with an ECU-controlled turbo (wastegate or VNT) to intelligently increase the boost pressure.
READ MORE

DIGIBOOSTER DGB S

digibooster device
The DGBS is a stand-alone VNT turbo controller which directly drives your boost control solenoid.
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DIGIBOOSTER DGB SCR

digibooster machinery for tuning cars
The DGBS CR is a stand-alone VNT turbo controller for common rail engines which directly drives your boost control solenoid.
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DIGIBOOSTER DGB STD5

digibooster device for tuning
The DGBS TD5 is a stand-alone VNT turbo controller which directly drives your boost control solenoid.
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DIGIBOOSTER DGB SM

tuning device for cars
The DGBSM is a stand-alone VNT turbo controller which directly drives your boost control solenoid. 
READ MORE
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