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Recently, we added a Mitsubishi Evolution VIII to the test car fleet.  This is a caged out road course car.  We aren’t real committed to cracking off good lap times this season, but spending more time shaking down the car and assessing what we need to do in order to be competitive for next season of Global Time Attack and Redline Time Attack.

 

The first few outtings had us break a few things.  It was pretty frustrating to have the OEM turbo die on turn 3 of the first lap at Autoclub Speedway in Fontana, CA a couple months back.  We were able to redeem ourselves and run the full day recently at the same track.  The configuration was the infield-only setup without the high speed Roval.  This is a great venue for testing purposes and understanding what the car was doing.  On our latest outting, we changed the car over to speed density and E85.

 

One of the big challenges, has been to fix tip-in and tip-out response of the car.  If you know Evo’s/DSM’s, you know that they’re equipped with a MAF of the Karman Vortex (KV) type.  This type of MAF is very sensitive to time discrepancies between when the air is measured and it actually arrives at the inlet port.  So that BOV needs to open quickly on command by engine conditions.  On the street, this isn’t that big of a deal, but when you’re mid corner and you’ve got time slowed down enough in your head that you can throttle modulate a bit mid corner, a bucking car is not what you want to have.

 

I’m so tired of going to the track and hearing cars flutter on tip-out and then a second later dump some boost.  Sure, it is just flutter.  Or is it?  With a KV MAF that time delay translates into bucking and seriously upsetting the car.  That does nothing but kill driver confidence and delay getting back on the throttle.  Here’s the mechanism of a slow acting BOV/DV/BPV, whatever you want to call it:  You tip-out of the throttle, turbo flutters (no biggie if the MAF doesn’t care), but then a second later when you’re due to tip back in the BOV finally opens.  Well, when the BOV opens there is an unloading of the engine.  You want that to happen when it is supposed to happen, not later than when it is supposed to happen.  That unloading directly impacts how you shift, because the input shaft to the transmission is tied directly to the crank.  Trust me, it does matter.  And on top of that, the change in engine moment translates into a change in car moment as well.  This change will happen whether you are MAF or MAP based in engine calibration.

 

We had two cars running at the track this past weekend, both with Synchronic technology equipped compressor bypass valves.  Rene Garrido of Renown racing was running his Gen 1 RX7 with a 2-rotor turbo and utilizing the Diverter Valve.  I was running in the Evo 8 with the stock turbo and our prototype R55 Trident valve that I was track testing (and hell bent on breaking).

 

If you watch the video, you’ll see just how smooth the valves operate and the impact on the car.  If you look closely at my foot during some of the corners, you will see that I’m adding throttle mid corner to get that extra power down.  I was not able to get that done before in this car until our recent changes going speed density and eliminating that MAF.  In previous iterations of the car, we also had the car setup with the DV sharing a line with the MBC, that’s a different article altogether.  Having eliminated that, the car performed much much better from a driver’s perspective.

 

You’ll need to turn up the volume to hear the RX7, sorry, we were a bit focused on running at the track.

-Peter Medina

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This gallery contains 8 photos.

 

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The 2013-2014 Hyundai veloster Turbo BOV w/ charge piping kit is finally here. No more searching for a BOV that will not throw check engine light or be able to keep up with your computer’s high tech solenoid control. Our synchronic line of DVs, BOVs and Radial r35mm valves have been tested and proved to function properly without pissing off your hyundai veloster.

 

As seen in the picture above, our kit includes everything ready for one to just bolt up the kit and go enjoy the soothing sound of your synchronic bov all while enhancing your throttle response and performance ( synchronic bov,dv and radial valves have been proven to hold boost better)

 

 

 

 

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Our Traditional long Original BOV Option

 

 

 

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The New Radial R35 Valve Option

 

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Hyundai veloster doing baselines with oem dv

 

 

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Synchronic DV installed on the dyno

 

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Side View of R35V Trident

Side View of R35V Trident

Designing a new product isn’t necessarily as easy as it looks.  There’s much more that goes into it than simply coming up with a design and sending it off to a machine shop.  Or worse, finding a part in some catalog and just stamping your brand on it.

The journey to get to the R35V is a long one unfortunately.  This is a design that started off as an investment casting design because the original design was complex and couldn’t be machined.

 

And then at some point, reality struck and said that we needed to put something out there that was machinable.  So back to the drawing board.

 

When you’re delivering product to a global marketplace, you have to make lots of little decisions with the limited resources you have.  Where do you make it?  Who’s the customer, etc.  Well, we made the decision that the Radial line of BOV’s that we’re going to be developing will be made in the USA.  Designed, developed, and manufactured here in the USA.  Until recently, the US hasn’t been very price competitive in low volume manufacturing.  However, now comes in a new supplier for us here in San Diego.  A firm run by Matt Bockman, a Master’s degree’d Mechanical Engineer specializing in Fluids and Dynamics turned machinist proprietor.  As a designer, I have to say that I have a good appreciation working with a machinist that knows more than just how to cut metal and drill holes.  And a guy coming out of my own Alma Matter UC San Diego, couldn’t be a bad guy either, right?  And he’s a former gear head that used to have a turbo K24 in an Acura RSX.  My goal is for him to be turbocharged again.

 

Design, is far from an easy thing.  Evolving from this, to

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this final product, took a little while.  Never mind the math in figuring out how it should work, the aesthetics was the big roadblock to making it happen.

Isometric View of R35V Trident

Isometric View of R35V Trident

 

 

 

 

 

When you decide to take on the full line of manufacturing, QC, assembly and testing, the task starts to involve lots of moving pieces.

You actually need to build holders so that you can properly assemble these parts without scratching them up.  And you need a proper way to torque them.  Making the tools to assemble the parts actually took tons of time in design and refinement of that design.  So, it was more than just getting on the bandsaw and putting some patterns together.

 

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Do you every get obsessed with perfecting stuff and making sure you don’t nick and scratch up that piece that took forever to make?  Well here’s a little tool we made so that we don’t scratch up the assemblies when putting the fasteners on.

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Top View of R35V Trident

Top View of R35V Trident

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Now on to the design.  From the outside, it probably looks like we just recycled the part from the DV and SB series.  However, this is a new version and redesign of the guts of that part.  It involves less moving parts and less things that can potentially go wrong in manufacturing.

 

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I’m pretty sure that there will be a few of the, “looks like part x.”  But this design is quite different.  This is our trademark tri-lobe design element that has been around since the SB BOV first launched.  But as the designer, I can only say that this is probably my favorite view of the part.  I just like the symmetry of it all.  It took a while to get  here, but I’m pretty pleased with the continuity of the design and how it fits into the family of product.

 

Isometric View of R35V Trident

R35V TRIDENT:  Radial Discharge 35 mm Valve with Three Exhaust Ports

Synapse Engineering R35V Trident Blow-Off Valve is an evolution of the current Synchronic technology applied to the SB and DV product lines.

 

Features

  • Patented Synchronic technology
  • Billet Aluminum 6061-T6 construction
  • Designed, developed and Made in the USA
  • 3 Radial exhaust ports (Trident designation)
  • Interchangeable mounting with all existing v2 adapter and weld flanges used by the SB and DV product lines
  • R35V housing alone can be used to convert any DV001 diverter valve into an R35V Trident
  • 1/8th NPT threaded control ports
  • Pre-load adjustable
  • Includes lighter spring by default

 

Performance Specifications

  • Push-only actuation
  • 100 psi (~7 bar) operating pressure capacity
  • Sub 25 ms actuation time
  • Controllable by solenoids

 

 

 

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2-Stage 60mm BOV Concept

 

Generating new designs, let alone new functionality isn’t always easy.  In fact, it takes time, lots of it.  And it takes math, not complicated math, but considerations nonetheless.  Here’s a concept of a large-frame push-type BOV that we’re working on.  Many refinements left to go in the functionality department, but I think we’re getting there for aesthetics.  Let us know what you think.

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We were in the process of tuning this unique setup with X brand 44mm wastegate, but tuning was cut short because wastgate would not open properly to allow proper exhaust bleed.

Customer came to us in need of better boost control. After the guys at dynotech motorsports fab’d up the wastegate flage, we threw the car back on the dyno.

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First pull, boost held steady 5psi.
Using our 3 port boost solenoid, we increased the boost to 16psi where it ended up making 454whp on stock motor and e85.

It had another 50hp, but could not rev the motor passed 7100rpms do to drop in voltage, which caused fuel pressure to drop. This cut our tuning session short, we will post more info and more pics as the car returns for the fine tune.

We project it will make over 500whp on 16-17psi on the k20a2 stock longbloack and ebay style 35r.

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Pink is boost, this was not the final pull as you can see it needed more cam angles in the midrange.

Price of gas in Sweden

 

The price of gasoline (bensin in Sweden) in Europe has always traditionally been higher than in the USA.  There are several factors for this.

 

Weak Dollar:  One of the first reasons at the time of this post is the weak dollar when it comes to exchange rates.  The USD is about 6.3 Swedish Kronor.  To put it in perspective has been as high as 10:1 15 years ago.  The dollar is also running at about 1:1.3 to the Euro respectively.  Now, if you adjust the exchange rate to 10:1 that comes out to about $5.35/gallon.  However, this is an unnatural exchange rate for Skrona:USD, 8:1 is probably a more reasonable exchange rate historically.

 

The Octane Factor:  One of the arguments historically is that gasoline is more expensive in Europe because they only have high octane gas vs the USA, where we have a choice of 87, 89, 91 and 93 octane.  Let’s explain octane for a second. The higher the octane rating for a fuel, the more expensive it is.  This is simply because it has to go through a higher grade of refining to produce that octane.  Which is why 87 octane is $3.87/gallon and 100 octane is $10/gallon.  There are two common ways that Octane is rated, RON (Research Octane Number) and MON (Motor Octane Number).   RON will produce a higher number than MON for the same fuel. Sweden, like most European countries rates their fuel as RON.  The USA mostly rates on a (RON+MON)/2.  Sweden offers only 95 RON for anyone using gasoline.  This equates to about a 92-93 octane rating for (RON+MON)/2.

 

Volume Production:  Another big factor as to why fuel is so much cheaper in the USA is that we are an oil producing country.  In the last 5 years we have reversed the oil production decline since peak oil of 1970.  We not only produce lots of oil, we also have a very high volume of overall consumers which drives competition amongst producers and keeps the prices down.  Personally, I don’t see why we couldn’t have pump gasoline down to $2/gallon given our production.

 

Taxes:  Europeans (Norway is an oil producing exception) mostly believe that about 1/2 of their gas prices are in taxes.  However, if you’re not an oil producing country, you’ve got to be paying a stiff price to bring in that oil.  And if it is already refined to gasoline, you’re paying the refining fees to someone in another country.   So, if I take that $8.50/g and adjust it for a reasonable (8:1) exchange rate, it comes down to about $6.68/2= $3.34.  Take your current price of California gas at $4.00/g for 91 octane less taxes and you’re at about $3.50.  So, the theory is probably accurate.

 

I haven’t actually tuned much on European gasoline, so I don’t hold much of an opinion on how knock resistant it is.  But if the car manufacturers are any indication, most sports cars available in Europe for domestic sale typically produce more Horsepower than their US counterparts simply because they can have higher boost, more compression and more aggressive ignition timing due to the higher quality of fuel.  At the same token though, it is an absolute waste for Sweden to only be offering 95 RON, when modern technology such as turbocharged direct injection allows for boost + 10:1 compression on 87 Octane.  But I can understand how in a small country like Sweden the infrastructure has to accommodate a wider variety of cars.  If they all of a sudden switched to 90 RON, then there would be lots of old cars that would slowly destroy themselves.

 

Politically, Sweden is probably trying to discourage people from driving cars and load the public transportation system more.  In the US, fuel is a necessity.  Instead of increasing minimum wage and burdening business growth, subsidizing a staple such as gasoline down to say $2/g would probably do more for the economy, commerce and people’s pocket books.  Yes, I know our fuel here in the USA is cheap, but it should be.  We’re an oil producing country.

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The first Genesis we tested happened to be an automatic, which if you read our posts, you would know that we had some issues with it cooperating with us on the dyno. After we resolved these issues, we were able to make some passes and got a 9whp gain. This time we wanted a fresh test to validate our results.

Our next test car happens to be a 2013 Hyundai Genesis coupe 2.0T manual 6 speed transmission. We did our first 3 pulls are results were pretty inconsistent because boost would fluctuate. It was, however, within 3% of hp between runs so we took the highest number which was 241whp and 270wtq.

At this time, we shut the car off and began installing our synchronic bov and charge pipe kit. After the install, we did 3 pulls and horsepower fluctuated between 242 and 246.9whp between the runs. On some of the runs, boost was actually lower than on the previous runs with the stock charge pipe.

We did 3 more pulls and numbers were still fluctuating, but good thing is they were the same as before or even higher depending on the boost level. It’s hard to call it a huge gain, but there is  gain. How much? well, this will depend on how consistant the car runs. Power is definitively more consistent  and the owner reports that the car feels a lot stronger top end.

There will be a video and full pictures up in a few days. Please stay tuned.