Holley Efi pro series boost control solenoids

[Music] here on the Ujala lose control solenoids so this is the new Pro Series boost control so noise from Holley this is both the increase and decrease solenoids all built into one nice build aluminum block part number five five seven two oh one I'm also going to give you an overview on how doubling pressure and co2 and boost and what it all means so these were the old seal boost control solenoids and you can either use one of these with compressed air off the compressor of the turbo or with co2 or you could pair up two of them team together with a couple fittings and get the same results here so what I want to show you the reason why a lot of people have been switching over to these and why this is a benefit is they respond a lot faster these are actually bullet style mac valves and these are the old-school mac valves they have a little bit slower of a response time than these so we're always in the quest of trying to find every last on earth of a second and these have kind of come in handy when it comes to trying to get boost following pressure so what we have here is a co2 tank and there's two gauges one this gauge here is letting us know how much pressure is in the bottle and this one here and then this one is how much pressure is in this line so the reason this is important is because we are going to tune the Holley software based off of the amount of pressure that's in this line so if you wanted to make adjustments you just dial your regulator here and then co2 comes in here we tell the boost control saw it's what to do which we're going to get to shortly and co2 comes out of here or vents through here on top of the wastegate it seems like a lot of people that are new to boost control or turbo cars don't really understand this but the numbers that we're programming in all don't pressure not actually boost pressure so I have this wastegate to take a part and show you all but we are applying co2 into this cavity and there is your spring so when you hear people refer to wastegate Springs or on the spring only this is what it is so different manufacturers make different tension Springs and if you notice what this is doing is it's trying to keep this valve shut okay so if the spring is overcome by pressure on the bottom side of the valve all right this is where your exhaust is that if the spring gets overcome it starts to open and advance your exhaust pressure through here and you start losing boost because it slows down the turbine speed so what we're doing now is we're using co2 so a lot of you guys have been doing this for a long time or like yeah we already know but some of y'all are new to it so I just wants you to teach everybody from you know Jump Street here so we want to keep this shut okay so when the spring is not enough we need to apply pressure to this cavity so when this is all tightened up it seals off and we want to try to keep this valve shut with pressure so in order to do so the fastest and most accurate way to do so is with co2 and the best way to do that is with a good pair of boots control solenoids and obviously programming it properly so we're going to show you the layout of the turbo system and then we're going to get into the programming of it so over here is I've got obviously I've got one wastegate off of the car but if you look this car has two wastegates so each bank is a v8 so each bank is fed by what you're gonna one wastegate is fed by each bank so the exhaust is coming through this pipe it's creating pressure here to spin the turbine wheel of the turbo okay nothing that we just talked about has any relativity to the exact number of pounds of pressure that you will experience on this side okay so this is the discharge this is where all the power comes from right here but it's where it comes in here and it goes out here and it goes into your intake manifold which I saw but it's not to be here shortly either way for this explanation your pressure is measured on this side okay your boost pressure is measured on this side this is drive pressure so this is the this is the hot side back here okay the rusty side the hot side the turbine side this is back here this is what we're really controlling is how much pressure we have in that exhaust system to allow that turbine to spin faster and faster so obviously the faster it spins the faster we spin the compressor wheel so there's a couple hoses that you see sitting around over here and if you notice this this wave speed is the same as the only way to get that's on the table so what we have is this is four on the car this is the co2 line and it tees off or Blondes off right here and it feeds both wastegates so this Y right here that singular line is fed by the boost control solenoids that we just looked at and right here is a dome pressure sensor so the don't pressure sensor is what's telling the ECU how much actual co2 pressure we have up here in the top of the wastegate so the ECU won't know what to do if we should increase or decrease dome pressure unless we can tell it how much we have so this bottom side of the wastegate is to actually help it open that is fed from the compressor so when it comes off of a compressor of a turbo it tries to balance out pressure on the bottom side - the pressure on the top and then we continue to apply co2 in excess of what this is putting out so that we can keep those waste gates shut so I'm going to button this all back up and so clearly be able to do the PID on these boots control solenoids and show you in real time how they work so you admit it I'll be right back got everything mounted back up in the car and I wanted to just give you a quick overview on how this is all plumbed up that the co2 tank here and as you can see we've got 110 psi is our pressure that we're going to be working with there's 500 pounds left in the bottle it's a little hard to see but this is inside of the car and then we've got co2 coming in here from the bottle going out here okay and it is going through a bulkhead on the firewall up here to a Y and then down from the Y it comes off and it hits the top of both waste gates so there's one there's the other we have our dome pressure sensor do you can see that there and then we have our reference line from the compressor so this is how just teed them together on this but these precision gates have two ports on the top and the bottom so I just ran a jumper from here to here and then from here this all shares the same cavity up underneath that diaphragm we looked at earlier and it is fed from the compressor discharge so this is a precision promod 76 and this has got you know the little fitting here but most of the borges and precision all of them have it if not you can also grab it from the intake manifold as well but this is just how I did it for simplicity because of the way this was built recap here we've got exhaust coming in hits the wastegate here and then exhaust this one's kind of hard to see there's a little bit too much stuff here there you go there's the header comes down there's v-band and infor where it feeds the wastegate so it comes through he's got pressurized air pressurized exhaust gas coming through here trying to lift this open it's trying to push it open we want to slam it shut so I'm gonna go to a screen capture and show you how we tune these these settings on the boost control or to control this accurately all right so here we are we are setting up the new boost controllers and boost control solenoids and I'm assuming that everybody's already probably seen some of my other videos on how to wire them and install them in the car but we're going to assume that you already know how to do that with the pin map and whatnot so we're just going to get right to it on how to tune the new boost control solenoids in so here's our booth setup page we have dual port we're gonna the solenoid can figure a ssin is going to be dual Holley don't pressure only that we're using a co2 bottle and boost versus time because this is a drag race application I have this car wired for a master enable input but you don't have to do that that's a different topic this value here is how much dome pressure we talked about before is going to be applied to the top of the wastegate in addition to whatever the spring pressure is okay so our launch target with this setup is going to be 17 pounds and this is strictly for testing purposes don't send me messages asking me how much dome should I put on this thing to leave up this racetrack and this tire there's too much to you know too much info there that's missing for me to give you a decent idea so we're going to first go to dome control setup so the the first box you see is fixed and so just if you are not using a co2 tank and you're using an air compressor and o-click compressor compressor is referencing the compressor of the turbo alright so it's still gonna be fixed so this application with co2 or if you were using a onboard air compressor it's going to be fixed the fixed pressure value is like we just talked about 110 psi that's what's the co2 tank coming out of it that's what the regulator said to target rate limiter I always sit in high hundred psi a second and then you need your dome pressure input just like we we showed on top of the wastegate there's a dome pressure so when you click on this drop down it will give you the ability to pick any of the pressure transducers you have configured in your input input I put ICF so we're gonna click dome pressure and this is where we're gonna be working here is the controller setup so the P term I term and D term is a twenty some our class for me to explain it all to you we're gonna skip that and we're just going to go into testing it and learning what it does and how it responds I made a video on this exact setup with the older boost control solenoids so if you need to reference that but for this this is what we're going to do so the cane settings are thirty ten and zero I'm going to leave them in here and I'm going to show you why you can't just buy these boost control solenoids put them in the car and then hope for the best the what we're gonna have to play with is boost versus time so this is our ramp okay so drag race application boost versus time time at the bottom don't pressure numbers at the top okay and the last cell I always put zero psi so you can bleed off all the pressure and not lose any more co2 so this looks really erratic nobody would you know use this to go down a racetrack but the reason being is because if we can get it to follow a pretty erratic curve then we can get it to follow a normal curve a lot better so these I always select the number a little bit higher than what we have this set us over 17 psi here we're 19 psi here and this set up at half a second after the release of the transbrake I've got it rolling into 60 psi down pressure it's going to hold that amount of pressure until point nine all right done here point nine and then at one point oh it's going to dump down to 10 psi and then at one point two it's going to come right back up to 60 ride 60 until one point six and then at one point eight it's going to drop to five and then at two low it's going to hold that and and ride it out so all these numbers can be changed to suit your needs typically in a mile drag race application you know you're usually under seven seconds or something so if if you're running at a quarter-mile stuff you know you're gonna wanna extend this out a little bit longer and have a little bit more resolution I like because I do a lot of radial tire stuff I like a lot of resolution right here so you know within the first 1.2 seconds if you're on a good track you're usually pinning them shut by like point eight into the run anyway but for testing purposes you can manipulate this however you want in my other video I also showed how to hook up your air compressor to mimic a co2 bottle so you don't have to rip in through a bunch of co2 but and this we're just going to use the co2 bottle that's here so we've got thirty ten and zero and that's what we're going to start with those are the pre-canned settings from Holley so if we go into our strip chart I'm sorry I'm say this your strip charts up here okay so if you press strip chart to open this window I already have it open and there's already a little bit of data in here so we're in the strip chart now strip chart lays out very similar to your data log editing screen so if you hit play what it's doing is it's showing you what were monitoring over here and for whatever values we have you have two different there's two different panels here that I have set up I'm going to show you how to do that here in a second so for this test we are going to click here and go to edit views and this looks familiar I'm assuming so in your data logger it works the same way you just kind of click and drag drop them off wherever you want and grab the one and dump them off into here so you don't have to look up so I'm using this right here this block and we're going to rename it boost control I've got my master enable in there the trans brake signal because it's all based off the trans brake booster time the boost value which we're not going to see anything because remember boost is what's in the engine we're talking about Dom pressure this right here target boost is what our dome pressure is okay because our our setup is don't control only so target boost is what we want to be monitoring and then dome pressure is what's actually there so we're targeting here this is what we actually have and then we've got a boost solenoid duty cycle boost fill solenoid and the boost vent solenoid so there remember there was two different solenoids in that aluminum block one is to fill so it adds the co2 and one is to vent again so we've got this set up and we're gonna hit OK yes we're gonna save it so now it populates this so your screen is probably all going to be on one panel I moved this by left-clicking if you left click right on the word hit panel and then you can move it okay let's move it to panel two so this one here is already on panel two so boost fill and boost vent right here or on panel two now by checking these boxes here we're monitoring them so whatever panels are in is that's what we're monitoring a notice we're monitoring this time we don't even if you have a box over here checked then it is it's actually monitoring it over here is giving you this right here your scale all right so we're going to look at individual boost fill and vent SoLoMo duty cycles and we're going to look the more important part is dome pressure and target boost these are the two values that were really hunting so by looking again on target boost we're gonna scale it typically it's already populated at Auto scale so we're gonna take it down to auto scale we're gonna put in a minimal so for this test I put minus 20 as a minimum and maximum of 100 psi reason why I put minus 20 is so that the line was actually up here as opposed to down here if it's down here we can't you know we can't tell if there's any oscillation or movement so I wanted to raise it up off of the floor a little bit so we can actually see what's going on and then we've got some good resolution up to 100 now for a little bit better resolution we're gonna change this to a maximum of [Music] remember my scale only went up there my boost versus time curve only went up to 60 so we're gonna change this to 70 okay because we want to be able to see if it overshoots now whoops I did the wrong one look at that yes caught me that back dome psi maximum of 70 and the target boost maximum of 70 so the reason why you want those two scaled together is so that you can see the traces overlay each other so right now this is two separate lines okay if we were to move target boost say well change the minimum to let's go minimum of minus 25 now we have two separate lines well for this testing purpose that doesn't that doesn't help us so we're gonna change that back to minus 20 and now we are overlaying on top of each other the boost fill and the boost vent are the same way 0 to 100 0 to 100 so when we grab the transbrake we're going to see some movement here so our can settings of 10:30 and 0 results in what we're about to see so you're going to hear me grab the transbrake and then you're going to hear the solenoids make a whole bunch of noise so I'm going to grab the transbrake I'm going to hold it for a second or two and then I'm going to let go and it's going to follow our boost versus time curve all right yeah and these gifts all hoods are noisy so typically mount them underneath the hood I mounted them where I mounted them inside of the car just strictly to test some theories so we paused it now we get to look at what we got so as you heard it was it was oscillating once we had a leveled off position here it was oscillating so that's not good you can see these swings are crazy right they're real real erratic for a boost fill and boost spent so we have to make a modification here so we're gonna go back into our PID control here or dome control setup and let's just do something I already know what numbers are going to work good in this but we're going to move this to let's just cut this down to 20 just the P term let's cut it down to 20 go back to our strip chart hit play and here we go Oh got a little less oscillation notice the oscillation up here is gone not so not completely gone for the most part it's gone it seems to it's following the curve pretty close right but we still have a little bit of oscillation we don't have any overshoot which these solenoids have really done a heck of a lot better job for boost control than the older solenoids so we're going to make another change here let's take this i term and let's cut this down to 8 from 10 and re-engage our strip chart hit play grab the transbrake it's getting it's getting a lot better we don't have much oscillation here or overshoot minimal oscillation here we can do better so the whole the whole point of this video here is to show you that you need to need to kind of tinker with this stuff okay there's 15 5 and 0 in my 5 minutes of testing prior to turning on the screen recorder this is kind of what I came up with so I hit play that looks pretty good now some of y'all are gonna look at this and go man it didn't follow it if it'll lay on exactly right well look at her our time count here right so this is this is a less than a second from here to here ok we're talking about maybe 5 numbers here behind so this is grabbing the transbrake so now what we're gonna do is we're going to put a boost curve in this thing that is a little bit more realistic so this versus time and let's go we're gonna get it all in by 60 and it's going to be linear so we'll left-click and hold drag it on over 2.8 seconds right click fill row values then we are going to highlight all this 60 pounds and we're gonna fill row values so that's a pretty pretty common boost curve for a small block single turbo deal on a good track so let's see what we get in our strip chart with a regular boost curve all right so that looks pretty good to me we've got we've got if you look down here we have very minimal well zero vent duty-cycle going on while it's while it's holding it so what it did was it came up it peaked it and it dropped our duty cycle for our fill solenoids it at 60 psi and at the moment it ran off the timer the duty cycle from the fill solenoid shutoff and the duty cycle from the vent solenoid picked up so this is in a nutshell the new boost control solenoids they in my opinion have done a very very big change to the older style solenoids they they react a heck of a lot better you have to know that there's about nine nine foot nine and a half foot of hose between the solenoid and the weight and the dome pressure sensor that's on top of the wastegate the old solenoids would take a whole heck of a lot more work to get it to actually follow that close so that's all I got for y'all hopefully you enjoyed this and it helped some of you I see you later [Music]

Channel: devin vanderhoof

Views: 29,832

Rating: 4.9113083 out of 5

Keywords: Holley, Holley efi, Dominator, Hp ecu, Boost control, dome pressure, dome psi, drag race, Radial tire

Id: Cymxc55H7qQ

Length: 27min 4sec (1624 seconds)

Published: Sat Feb 23 2019