AVAILABILITY: Available for most turbo diesels with an ecu controlled turbo - wastegate or vgt/nt.
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) NB photo is of DGM1 LE but DGB1 LE looks similar.
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.
LED TO INDICATE CORRECT CONNECTION
RECALIBRATES THE MAP SENSOR TO REMAP THE BOOST WITHOUT EXCEEDINGTHE SENSOR RANGE
GIVES WORTHWHILE PERFORMANCE BOOST WITH NO OTHER MODS ON MANY DIESELS
EVEN BETTER RESULTS FROM ANY TUNING BOX OR REMAP ALONE (A 140bhp Mazda 5 gained 11bhp when a DGB1 was plugged in)
REDUCES TURBO LAG^
IMPROVES ENGINE EFFICIENCY FOR OPTIMUM PART THROTTLE PERFORMANCE & MPG^
BOOSTS FULL THROTTLE TORQUE AND BHP FROM BELOW 2000RPM TO MAX POWER RPM^
SUITABLE FOR MOST DIESELS WITH ECU CONTROLLED TURBO (wastegate or variable vane)
^ results & part throttle boost control vary depending upon make & model and whether a dpf is present.
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 & 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 & mid range & 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.
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 4psi 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.
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 into 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 addtional 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 & 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 3-5psi. 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 over boost feature (eg 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 25psi for a 2.5bar sensor or 32psi for a 3bar sensor.
NO ANALOGUE BOOST CONTROLLER CAN PROVIDE THIS ABILITY.
SOME EBAY FEEDBACK FROM SEPT 2016
This really does 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 notioce 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 Wifi dashcommand monitor, sure youve heard of these.
I got a reading of 200bhp and 330ftlbs on Sunday.
I had the car rolling roaded about 4 weeks ago and it made 180bhp and 285ftlbs (the ecu had been remapped by Superchips: Ron)
I know its difficult to be acurate between two methods but I know the dashcommand is fairly acurate.
So quite a gain in power and just on No.2 (so the DGB gave it around another 20bhp and 45lbs ft. Thus proving how boost pressure affects the performance. Ron)
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