THE DIGIBOOSTER S MAKES IT EASY TO UPGRADE YOUR TURBO TO A VGT/VNT TYPE.
FAR SUPERIOR RESULTS THAN TRYING TO USE A PRESSURE ACTUATOR FROM A WASTEGATE TURBO.
The above videos show initial testing using a DGBS controlling Holset & Hella electronic actuators.
A short video demo of the DGB-S is here: DGB-S DEMO
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, [WITH OUR SYNERGY 1 FITTED AS WELL]
"Hi Ron, I've got the Digibooster on 6 (med/high) and the tuning box on 10, its holding 20-22psi and its still pulling like a train at 4k. I'm really please it goes like a rocket, its hard to believe its only 1258cc. .....I'm really impressed..." Thanks V, its good when things go according to plan! Ron
..going very well, and on hi/very high (settiing B = 11) it hits 30psi, but likes med/very high (setting 7) best when it reaches 25psi. Tuning box (Synergy 1) is on 10, its 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 customer have bought more units for their friends and customers vehicles thus proving that it does what we claim... Ron.
CORSA 1.7 DTI
"It's amazing how it works fine to correctly position the internal flaps, and how it keeps the set pressure constant, even better than the factory control unit. Excellent product I find indispensable in any kind of application. Congratulations on how Ron was good at understanding what I needed and how much patience and courtesy helped me solve."
SOME RECENT EBAY FEEDBACK
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
FEATURES Firmware revised for 2017*
OPTIONS & VERSIONS:
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 the as well, but not for most electric actuators except possibly for some VW 2pin types.)
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, eg 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 (TD5).You will need to tee into the brake servo line to provide the vacuum (tee and tubing included) and you should also fit a boost gauge.
MECHANICALLY INJECTED DIESELS: (or FOR TAKING CONTROL OF THE TURBO AWAY FROM THE ENGINE ECU)
We now supply a version to control a vnt turbo on a mechanically injected diesel comprising the DGBS and 2.5bar map sensor, plus tee and tubing.
MAP / MAF VERSION.
We are now producing a version which uses the maf signal to indicate load so that the vane angle can be backed off at idle and on the over run to reduce back pressure. Its suitable for use with 5pin Bosch/Pierburgh analogue mafs but we need to know the vehicle so the correct connectors are fitted as there as 3 possibilities. (same applies to the map sensor)
LANDROVER TD5 VERSION.
This version also connects to the maf and maf sensors,only and also includes limiters for both sensors because the ecu will detect excessively high signal from either and cut the fuel. The maf input could instead be used with the tps or a 2 or 3 way dash switch.
COMMON RAIL ENGINE VERSION.
This version combines our common rail tuning technology with the DGB-S. By monitoring the fuel pressure, it will enable boost adjustment, altering the vane angle as appropriate. EG allowing more boost for max fuel pressure and backing off the vanes at idle and on the overrun to reduce exhaust back pressure.
The tuning section will also (extra cost option) provide the additional fuel needed to boost the performance using the extra air from the new turbo. It will also avoid the need to have a remap or separate tuning box, thus being a very cost effective solution.
1 = 2.5 OR 3BAR MAP SENSOR SELECTOR (selects 19psi max or 30psi max boost when using our 30psi sensor)
2 = TPS OVERBOOST - ALLOWS MORE BOOST ON FULL THROTTLE
3 = TPS FUNCTION ENABLED
4 = MAP SIGNAL LIMITER ENABLED (not applicable on mechanically injected engines.)
5,6,7,8 SELECTS THE ACTIVE BOOST MAP FROM THE 16 AVAILABLE.
THE MAP SIGNAL LIMITER. (SWITCH 4)
Most owners wish to also run a higher boost pressure and this will cause the ecu to cut the fuel and turn on a warning light so we also recalibrate the map sensor as our standard digibooster does, to allow more boost without ecu nterventions. NB you should fit a boost gauge since the map sensor data via the obd port will not reflect the true boost if the limiter is switched on.
TPS INPUT. (SWITCH 3) All models except LR TD5 have a TPS input enabled by switch 3.
OVERBOOST (SWITCH 2) (requires TPS to be connected)
Turning on switch 2 enables an overboost function where the boost is allowed to go a few psi higher on full throttle.
MAP SENSOR SELECTION (SWITCH 1)
This allows a choice of 2.5 or 3bar sensor. Switching it off with a 3bar sensor, will allow even higher boost.
TPS CALIBRATION MODE. By powering up the DGBS with the map sensor disconnected, TPS calibration mode is invoked. You can the observe the option led: it switches on as the throttle is opened and goes out as full throttle is reached. You can then adjust the switching point using the TPS adjuster to allow for different signal levels.
ITS EASY TO FIT.
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.
HOW TO BUY:
30DAY MONEY BACK GUARANTEE SO YOU'VE GOT NOTHING TOO LOSE & YOU WILL NEVER KNOW IF IT WILL WORK FOR YOUR SETUP UNLESS YOU TRY ONE! (none returned to date, just 100% happy customers)
PLEASE BUY FROM OUR NEW STORE
HIGH QUALITY CONSTRUCTION & NEW PCB FOR THE V2 MODEL SHOWN OPPOSITE.
It wasn't commercially viable to design & 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 new vane control maps.
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 overriden - low when the pedal is up, medium on part throttle and max from 3/4 to full throttle. Alteratively 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.
We've designed this unit to be easy to fit - just plugs into the sensors and then using the supplied silicon tubing and tees, equally easily plumbed into the vacuum line, bcv and actuator. Its aimed at those who want to replace their wastegate turbo with a vnt type for the benefits of this type.
It can also be used to remove control of an existing vnt turbo from the engine ecu when more radical tuning is undertaken. Or to fit a vnt turbo to a non turbo engine.
To summarize 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. Back pressure is lowest.
When the vacuum is high the vanes move towards the closed position*, forcing the exhaust to flow into and past the outer end of the blades or over more of their surface area if you like, & imparting more of the exhaust energy to them, speeding them up to produce more boost at low engine rpm. Back pressure is higher.
THE VANES DO NOT NECESSARLY 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.
When fitting a turbo from another engine, it is important to realise that the actuator rod may need altering because the starting (open) vane position may not be correct for your engine. Conversely, if the starting position has the vanes too far closed, at high rpm, the actuator may not be able to open them enough to limit the boost, even with no vacuum applied. (the actuator has a limited operating range hence why you have to adjust the linkage)
0845 539 0470
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0845 539 0470
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