Boost controller: Difference between revisions

Revision as of 03:58, 13 May 2021

Revision as of 04:23, 13 May 2021

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== Dangers in use ==

Installing a boost controller inon aan vehicleengine that is already wellsupercharged for [[Engine"high tuning|tuned]]performance", such as a factory turbochargedstock "sports" or "muscle" car, maywill allowcreate higher boostoperating pressure than tolerable by the engine or turbochargertemperatures, reducing lifeloads and reliability.torque Careoutput should be taken to avoid exceedingthan the limitspowertrain ofis anydesigned engineand systemconstructed componentsfor, suchreducing asdurability, the engine blockreliability, fuel injectors,efficiency orand engineoverall managementvehicle system."performance" Thisat/for isits asdesigned truepurpose. withThe boostfactory controlstock as"limits" itof isthe withfactory fuelstock engine and timingpowertrain controlsparts, orcomponents anyand numbersystems ofwill otherinvariably enginebe systemexceeded modifications.

and "premature failure" will result from "tuning" and "upgrades" which "control" boost and allow it to exceed factory stock specifications and parameters.

All "power adders" have that inevitable "disadvantage" and ultimately "cheap" and "easy" so-called "upgrades" added to low(er) performance factory stock vehicles which do not have enough "horsepower" in stock form in an effort to "boost" their power and performance to that of "identical" or "comparable" or "competing" vehicles with high(er) performance "optional" engines and/or powetrains will ultimately be more expensive and harder to "upgrade" and make and keep "competitive" with more expensive and/or complex factory stock high(er) performance makes and models.

In particular, users may find the extremely low cost and ease of adding a manual boost controller a particular draw for extra power at low cost compared to more comprehensive modifications. Users should carefully consider how installing any boost controller may affect and interact with existing complex engine management systems. Additional boost levels may not be tolerated by the existing turbocharger, causing faster wear. Fuel injectors or the fuel pump may not be able to deliver additional fuel needed for higher air flow and power of higher boost pressure. Or the engine management system may not be able to properly compensate for fuel or ignition timing, causing [[Detonation internal combustion engine|knock]] and/or engine failure.

Many "tuners" and aftermarket "upgrade" manufacturers attempt to separate engine/powertrain/vehicle failures into "minor" and "major" and "catastrophic" categories and also to separate "engines" from turbochargers, fuel systems, engine management and other components, parts and systems "external" to the "engine block", but in reality any failure which damages or destroys a part, component or system to the point of needing "rebuild" or "replacement" instead of "repair" is a "catastrophic failure" and very few if any of those failures ONLY involve and affect and "hurt" a single part, component or system.

Referring to damaged/destroyed parts which require "rebuild" or "replacement" or "reconditioning" as being only "hurt" and implying that like human "hurts" they can be "healed" and/or do not seriously diminish vehicle performance, durability and reliability until "healed" is also a common marketing and customer manipulation tactic used by "tuners" to sell their "goods and services" and keep them "sold" post-catastrophic failure.

== Past and future ==